NAVAIR 01.

HlAAC-1

NATOPS FLIGHT MANUAL

NAVY MODEL

AH-I W
HELICOPTER
THIS PUBLICATIONS SUPERSEDES NAVAIR Ol-HlAA
DATED 15 MAY 1995

DISTRIBUTION STATEMENT C - Distribution authorized to U.S.

Government agencies and their contractors to protect publications
required for official use or for administrative or operational purposes only
(1October 1997). Other requests for this document shall be referred to
Commanding Officer, Naval Air Technical Data and Engineering Service
Command, Naval Air Station North Island P.O. Box 357031, Building 90
Distribution, San Diego, CA 921357031.

DESTRUCTION NOTICE - For unclassified, limited documents, destroy

by any method that will prevent disclosure of contents or reconstruction
of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS

AND UNDER THE DIRECTION OF THE
COMMANDER, NAVAL AIR SYSTEMS COMMAND

0801LP0193490 1 (ReverseBlank) 31 OCTOBER 1997

NATEC ELECTRONIC MANUAL

 NAVAIR Ol-HlAAC-1

DEPARTMENT OF THE NAVY

CHIEF OF NAVAL OPERATIONS
2000NAVY PENTAGON
WASHINGTON, D.C. 20350-2000

31 October 1997

LEl-fER OF PROMULGATION

1. The Naval Air Training and OperatingProceduresStandardization(NATOPS) Program is a

positive approachtoward improving combat readinessand achieving a substantialreduction in the
aircrafi mishaprate.Standardization,basedonprofessionalknowledgeand experience,providesthe
basisfor developmentof anefficient andsoundoperationalprocedure.The standardizationprogram
is not plannedto stifle individual initiative, but rather to aid the commanding officer in increasing
the unit’s combat potential without reducingcommandprestigeor responsibility.

2. This manual standardizesground and flight proceduresbut does not include tactical doctrine.
Compliance with the stipulated manual requirements and procedures is mandatory except as
authorizedherein.In orderto remain effective,NATOPS must be dynamic andstimulate ratherthan
suppressindividual thinking. Since aviation is a continuing, progressive profession, it is both
desirableand necessarythat new ideasand new techniquesbe expeditiously evaluatedand incorpo-
rated~if proven to be sound. To this end, commanding officers of aviation units are authorizedto
modify procedurescontained herein, in accordancewith the waiver provisions establishedby
OPNAVINST 3710.7, for the purposeof assessingnew ideasprior to initiating recommendations
for permanentchanges,This manual is preparedand kept currentby the users in order to achieve
maximum readinessand safety in the most efficient and economical manner. Should conflict exist
between the training and operating proceduresfound in this manual and those found in other
publications,this manual will govern,

3. Checklists andother pertinentextractsfrom this publication necessaryto normal operationsand

training should be madeand carried for use in naval aircraft.

Director, Air Warfare

3 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated in this manual:

INTERIM
CHANGE REMARKS/PURPOSE
NUMBER(S)

1 thm 12 Previously incorporated

The following Interim Changes have been incorporated in this Change/Revision:

INTERIM
CHANGE REMARKS/PURPOSE
NUMBER(S)

13 Corrects various emergency proceduresand adds instrument flight and air taxi
checklists.
14 On hold per Model Manager.
1s Single engine failure in flight.

Interim Changes Outstanding - To be maintained by the custodian of this manual:

cINTERIM
CHANGE
NUMBER
ORIGINATOR/DATE
(or DATE/TIME GROUP)
PAGES
AFFECTED REMARKS/PURPOSE

5 (Reverse Blank) ORIGINAL

RAAUZYUW RUENAAA0179 2911512-UUUU--RUENNSN.
ZNR UUUUU
R 171512Z OCT 00
FM CNO WASHINGTON DC//N889J//
TO ALL HUEY AND COBRA HELICOPTER ACTIVITIES
RUCTPOH/NAVOPMEDINST PENSACOLA FL//06//
BT
UNCLAS
MSGID/GENADMIN/N889J//
SUBJ/INTERIM CHANGE TO AH-1W AIRCRAFT NATOPS PUBLICATIONS, SAFETY OF
/FLIGHT//
REF/A/DOC/NAVAIR/YMD:19971031//
REF/B/DOC/NAVAIR/YMD:19971031//
NARR/REF A IS NAVAIR 01-H1AAC-1 (AH-1W NATOPS FLIGHT MANUAL (NFM)).
REF B IS NAVAIR 01-H1AAC-1B (AH-1W NATOPS PILOT-COPILOT POCKET
CHECKLIST (PCL)).//
RMKS/1. THIS IS INTERIM CHANGE NUMBER 19 TO REF A (AH-1W NFM), AND
INTERIM CHANGE NUMBER 11 TO REF B (AH-1W PCL).
2. SUMMARY. COMBINES EMERGENCY PROCEDURE NARRATIVES FOR LOSS OF TAIL
ROTOR THRUST AND LOSS OF TAIL ROTOR COMPONENTS INTO ONE NARRATIVE AND
ONE INFLIGHT EMERGENCY PROCEDURE.
3. CHANGE REF A (AH-1W NFM), CHAPTER 15, PAGE 15-6, AS FOLLOWS:
A. PAGE 15-6, PARAGRAPH 15.6.1 LOSS OF TAIL ROTOR THRUST:
(1) DELETE ENTIRE PARAGRAPH AND WARNING.
(2) ADD:
15.6.1 LOSS OF TAIL ROTOR THRUST. THIS IS A SITUATION
INVOLVING A BREAK IN THE DRIVE SYSTEM, SUCH AS A SEVERED
DRIVE SHAFT, OR LOSS OF TAIL ROTOR COMPONENTS, SUCH AS THE
90-DEGREE GEARBOX OR TAIL ROTOR. FAILURES OF THESE TYPES IN
POWERED FLIGHT WILL ALWAYS RESULT IN THE NOSE OF THE
HELICOPTER SWINGING TO THE RIGHT (LEFT SIDESLIP) AND USUALLY
A LEFT ROLL OF THE FUSELAGE. IF THE LOSS OF THRUST IS A
RESULT OF THE LOSS OF TAIL ROTOR COMPONENTS, NOSEDOWN TUCKING
MAY ALSO BE PRESENT DUE TO THE FORWARD CG SHIFT. THE
SEVERITY OF THE AIRCRAFT'S INITIAL REACTION WILL BE AFFECTED
BY AIRSPEED, GROSS WEIGHT, POWER SETTING, AND DENSITY
ALTITUDE. IF AUTOROTATIVE FLIGHT IS NOT IMMEDIATELY ENTERED,
RIGHT YAW RATES WILL LIKELY APPROACH 120-180 DEGREES PER
SECOND.
THE MOST RECOGNIZABLE INDICATION OF LOSS OF THRUST IS RIGHT
YAW. THE REACTION TO THIS YAW MUST BE A RAPID REDUCTION OF
POWER (LOWERING THE COLLECTIVE TO FULL DOWN) AND COORDINATED
CYCLIC INPUTS IN AN ATTEMPT TO REGAIN CONTROLLED FLIGHT.
ONCE ESTABLISHED IN AN AUTOROTATIVE PROFILE, WITH TIME AND
ALTITUDE PERMITTING, A COMBINATION OF COLLECTIVE, CYCLIC, AND
THROTTLE MANIPULATIONS MAY BE MADE IN AN ATTEMPT TO ACHIEVE A
REDUCED RATE OF DESCENT AND EXTENDED RANGE. A FULL
AUTOROTATIVE LANDING MUST BE MADE WITH THE THROTTLES BEING
CLOSED PRIOR TO THE FLARE. GROUND SPEED PRIOR TO LANDING
SHOULD BE AS SLOW AS POSSIBLE TO MINIMIZE THE POSSIBILITY OF
A ROLLOVER. AS COLLECTIVE IS INCREASED TO CUSHION THE
LANDING, THE PILOT SHOULD BE PREPARED FOR A LEFT YAW DUE TO
THE OVERRIDING FORCES OF FRICTION IN THE MAIN ROTOR
DRIVETRAIN.
WARNING
CONTROL OF HEADING MAY NOT BE REGAINED DURING
DESCENT. SOME ROTATION MAY BE PRESENT UNTIL
_______________________________________________________________________
CNO 171512Z OCT00 Page 1 of 2 NA 01-H1AAC-1 IC 19
NA 01-H1AAC-1B IC 11
 TOUCHDOWN. IF UNABLE TO STOP AIRCRAFT ROTATION,
COORDINATE CYCLIC INPUTS IN ORDER TO EXECUTE A
TOUCHDOWN IN AS LEVEL AN ATTITUDE AS POSSIBLE.
NOTE
FOR MOST GROSS WEIGHTS, IT IS UNLIKELY THAT THE
HELICOPTER CAN ACHIEVE A STABILIZED POWERED FLIGHT
CONDITION FOLLOWING THE LOSS OF TAIL ROTOR THRUST.
INFLIGHT INDICATIONS:
1. UNCONTROLLABLE RIGHT YAW.
2. LEFT ROLL.
3. POSSIBLE NOSE DOWN PITCH. IF THE LOSS OF THRUST IS DUE
TO THE LOSS OF TAIL ROTOR COMPONENTS, THERE MAY BE
NOSEDOWN TUCKING AND POSSIBLE HIGH-FREQUENCY AIRFRAME
AND/OR PEDAL VIBRATIONS.
PROCEDURES:
*1. CONTROLS -- ADJUST (COLLECTIVE FULL DOWN, CYCLIC AS
APPROPRIATE IN AN ATTEMPT TO REGAIN CONTROLLED FLIGHT).
WARNING
FAILURE TO IMMEDIATELY REDUCE COLLECTIVE CAN RESULT
IN SUSTAINED RIGHT YAW RATES OF 120-180 DEGREES PER
SECOND, THUS MAKING A SUCCESSFUL AUTOROTATION
EXTREMELY DIFFICULT, AS THE AIRCRAFT MAY ENTER THE
SHADED PORTION OF THE HV DIAGRAM.
*2. WING STORES -- JETTISON (AS APPROPRIATE).
NOTE
IF TIME AND ALTITUDE PERMIT, A COMBINATION OF
COLLECTIVE, CYCLIC, AND THROTTLE MANIPULATIONS MAY BE
MADE IN AN ATTEMPT TO REDUCE RATE OF DESCENT AND
EXTEND RANGE.
3. THROTTLES -- CLOSE (PRIOR TO FLARE).
4. AUTOROTATIVE LANDING -- ACCOMPLISH.
5. EMERGENCY SHUTDOWN -- ACCOMPLISH.
B. PAGE 15-6, PARAGRAPH 15.6.2 LOSS OF TAIL ROTOR COMPONENTS:
(1) DELETE ENTIRE PARAGRAPH.
(2) ADD (INSERT): "15.6.2 DELETED."
4. CHANGE REF B (AH-1W PCL), PAGE 54, AS FOLLOWS:
A. DELETE: NA
B. ADD NEW EMERGENCY PROCEDURE:
LOSS OF TAIL ROTOR THRUST IN FLIGHT -
*1. CONTROLS -- ADJUST.
WARNING
FAILURE TO IMMEDIATELY REDUCE COLLECTIVE CAN RESULT
IN SUSTAINED RIGHT YAW RATES OF 120-180 DEGREES PER
SECOND, THUS MAKING A SUCCESSFUL AUTOROTATION
EXTREMELY DIFFICULT, AS THE AIRCRAFT MAY ENTER THE
SHADED PORTION OF THE HV DIAGRAM.
*2. WING STORES -- JETTISON (AS APPROPRIATE).
NOTE
IF TIME AND ALTITUDE PERMIT, A COMBINATION OF
COLLECTIVE, CYCLIC, AND THROTTLE MANIPULATIONS MAY BE
MADE IN AN ATTEMPT TO REDUCE RATE OF DESCENT AND
EXTEND RANGE.
3. THROTTLES -- CLOSE (JUST PRIOR TO FLARE).
4. AUTOROTATIVE LANDING -- ACCOMPLISH.
5. EMERGENCY SHUTDOWN -- ACCOMPLISH.
5. NAVAIR POC IS AIR-4.1.1.2 B. KOCH AT DSN 757-5521 OR COMM
(301)757-5521, EMAIL [email protected].//BT
_______________________________________________________________________
CNO 171512Z OCT00 Page 2 of 2 NA 01-H1AAC-1 IC 19
NA 01-H1AAC-1B IC 11
PAAUZYUW RUENAAA5527 2231909-UUUU--RUENNSN.
ZNR UUUUU
P 101859Z AUG 00 ZYB
FM CNO WASHINGTON DC//N889//
TO ALL HUEY AND COBRA HELICOPTER ACTIVITIES
INFO RUCTPOH/NAVOPMEDINST PENSACOLA FL//06//
RUDJABF/NAVWARCOL NEWPORT RI//213//
BT
UNCLAS //N03711// SECTION 01 OF 02
MSGID/GENADMIN/N889//
SUBJ/INTERIM CHANGES (IC'S) TO AH-1W AIRCRAFT NATOPS FLIGHT
/PUBLICATIONS//
REF/A/DOC/NAVAIR/31OCT97//
REF/B/DOC/NAVAIR/31OCT97//
REF/C/MSG/CNO WASH DC/182125ZAPR97//
NARR/REF A IS NAVAIR 01-H1AAC-1 (AH-1W NATOPS FLIGHT MANUAL (NFM)).
REF B IS NAVAIR 01-H1AAC-1B (AH-1W NATOPS PILOT'S/COPILOT POCKET
CHECKLIST (PCL)). REF C IS AH-1W NFM IC 14 AND PCL IC 9
(DESALINIZATION WASH PROCEDURES.//
RMKS/1. THIS IS IC NUMBER 18 TO REF A (AH-1W NFM), AND IC NUMBER 10
TO REF B (AH-1W PCL).
2. CANCEL REF C (NFM IC 14 AND PCL IC 9).
3. SUMMARY. THIS MSG REISSUES THE ENGINE PERFORMANCE RECOVERY/GAS
PATH CLEANING WASH AND THE ENGINE DESALINIZATION RINSE PROCEDURES
PREVIOUSLY ISSUED BY REF C. REF C PROCEDURES REMAIN VALID, BUT HAVE
NOT YET BEEN PUBLISHED WITHIN REFS A AND B. REISSUE IS NECESSARY
BECAUSE THE REFS A AND B INTERIM CHANGE SUMMARY PAGES DO NOT CLEARLY
INDICATE THAT REF C CONTAINS ACTIVE INTERIM CHANGES WHICH REQUIRE
THAT PEN-AND-INK ENTRIES AND REPLACEMENTS BE MADE IN THOSE
PUBLICATIONS.
4. CHANGE REF A (AH-1W NFM), AS FOLLOWS:
A. PAGE 5, INTERIM CHANGE SUMMARY:
(1) TOP PORTION OF PAGE, IN SECTION MARKED "THE FOLLOWING INTERIM
CHANGES HAVE BEEN CANCELLED OR PREVIOUSLY INCORPORATED IN THIS
MANUAL:":
(A) DELETE: 1 THRU 12 PREVIOUSLY INCORPORATED
(B) ADD: 1 THRU 12, 14 ---
(2) MIDDLE PORTION OF PAGE, IN SECTION MARKED "THE FOLLOWING
INTERIM CHANGES HAVE BEEN INCORPORATED IN THIS CHANGE/
REVISION:":
(A) DELETE ALL INTERIM CHANGE 14 INFORMATION.
(B) ADD: NA
B. CHAPTER 3, PAGES 3-1 AND 3-8, PARAGRAPH 3.2.1 ENGINE PERFORMANCE
RECOVERY/GAS PATH CLEANING WASH, FOLLOWING INITIAL CAUTION:
(1) DELETE ALL.
(2) ADD:
1. ARMAMENT -- OFF/SAFE.
2. WASH CART -- CONNECT TO ENGINE TO BE WASHED.
3. ROTOR BRAKE -- AS REQUIRED.
4. MASTER CAUTION CIRCUIT BREAKER -- PULL.
5. NO.1 AND NO.2 INLET HEATER PWR CIRCUIT BREAKERS - PULL.
6. BATT NO.1 AND NO.2 SWITCHES -- ON.
7. ANTI-ICE ENG NO.1 AND ENG NO.2 SWITCHES -- ON.
8. APU -- CONNECT.
9. ENG WASH SWITCH -- WASH.
10. ENG START SWITCH -- ON. MOTOR ENGINE FOR 15 SECONDS.
11. APPLY SOLUTION AT 16 PERCENT NG.
_______________________________________________________________________
CNO 101859Z AUG00 Page 1 of 5 NA 01-H1AAC-1 IC 18
NA 01-H1AAC-1B IC 10
 CAUTION
WHILE INGESTING WATER, DO NOT ALLOW NG SPEED TO DROP
BELOW 16 PERCENT NG. OPERATING ENGINE LOWER THAN 16
PERCENT NG WHILE WATER WASHING CAN CAUSE DAMAGE TO
COMPRESSOR BLADES.
12. ENG START SWITCH -- OFF. CONTINUE APPLYING CLEANING.
SOLUTION FOR 15 SECONDS DURING COASTDOWN.
13. CLEANING SOLUTION SUPPLY -- OFF.
14. ALLOW SOLUTION TO SOAK IN ENGINE AND STARTER TO COOL
FOR 10 MINUTES.
15. REPEAT STEPS 9 THROUGH 14.
16. CLEANING SOLUTION SUPPLY -- DISCONNECT.
17. RINSING SOLUTION SUPPLY -- CONNECT AND PRESSURIZE
TANK.
18. ACCOMPLISH STEPS 9 THROUGH 14 WITH RINSING SOLUTION.
19. RINSING SOLUTION SUPPLY -- DISCONNECT.
20. ENG WASH SWITCH -- NORMAL START.
NOTE
DURING THE COOLDOWN PERIOD, ALLOW RESIDUAL WATER TO
DRAIN FROM WASH MANIFOLD AND PREPARE FOR AN ENGINE
RUN. THE TIME REQUIRED TO OBTAIN ENGINE LIGHT-OFF
WILL BE SEVERAL SECONDS LONGER THAN WITH A FULLY
DRIED ENGINE.
21. NO.1 AND NO.2 INLET HEATER PWR CIRCUIT BREAKERS -- IN.
22. PERFORM A NORMAL ENGINE START.
23. RUN ENGINE AT 100 PERCENT ENGINE RPM (NP) FOR A
MINIMUM OF 5 MINUTES.
NOTE
ENSURE ENGINE ANTI-ICING OPERATES FOR THE LAST 3
MINUTES TO DRY OUT PIPING.
24. ANTI-ICE ENG NO.1 AND ENG NO.2 SWITCHES -- OFF.
25. SHUT DOWN ENGINE.
26. REPEAT PROCEDURES FOR REMAINING ENGINE.
NOTE
THE REMAINING ENGINE WASH MAY BE ACCOMPLISHED DURING
THE SOAKING PERIOD OF THE FIRST ENGINE. ENGINE
DRYING RUNS MAY BE DONE AT THE SAME TIME.
C. CHAPTER 3, PAGE 3-8, PARAGRAPH 3.2.2.1 PREFERRED METHOD,
FOLLOWING INITIAL CAUTION:
(1) DELETE ALL.
(2) ADD:
1. ARMAMENT -- OFF/SAFE.
2. WASH CART -- CONNECT TO ENGINE TO BE RINSED.
3. ROTOR BRAKE -- AS REQUIRED.
4. MASTER CAUTION CIRCUIT BREAKER -- PULL.
5. NO.1 AND NO.2 INLET HEATER PWR CIRCUIT BREAKERS --
PULL
6. BATT NO.1 AND NO.2 SWITCHES -- ON.
7. ANTI-ICE ENG NO.1 AND ENG NO.2 SWITCHES -- ON.
8. APU -- CONNECT (SET 26 TO 29 VDC).
9. ECU AND RAIN RMV SWITCHES -- OFF.
10. ENG WASH SWITCH -- WASH.
11. ENG START SWITCH -- ON. MOTOR ENGINE FOR 15 SECONDS.
12. APPLY SOLUTION AT 16 PERCENT NG.
CAUTION
WHILE INGESTING WATER, DO NOT ALLOW NG SPEED TO DROP
BELOW 16 PERCENT NG. OPERATING ENGINE LOWER THAN 16
_______________________________________________________________________
CNO 101859Z AUG00 Page 2 of 5 NA 01-H1AAC-1 IC 18
NA 01-H1AAC-1B IC 10
 PERCENT NG WHILE WATER WASHING CAN CAUSE DAMAGE TO
COMPRESSOR BLADES.
13. ENG START SWITCH -- OFF. CONTINUE APPLYING RINSING
SOLUTION FOR 15 SECONDS DURING COASTDOWN.
14. RINSING SOLUTION SUPPLY -- OFF.
15. ALLOW STARTER TO COOL FOR 10 MINUTES.
16. REPEAT STEPS 10 THROUGH 15.
17. ACCOMPLISH STEPS 2 THROUGH 15 FOR REMAINING ENGINE.
18. WASH CART -- DISCONNECT.
19. ENG WASH SWITCH -- NORMAL START.
NOTE
THE TIME REQUIRED TO OBTAIN ENGINE LIGHT-OFF WILL
BE SEVERAL SECONDS LONGER THAN WITH A FULLY DRIED
ENGINE.
20. NO.1 AND NO.2 INLET HEATER PWR CIRCUIT BREAKERS -- IN.
21. PERFORM A NORMAL ENGINE START (REFER TO PARAGRAPHS 7.9
AND 7.10) ON BOTH ENGINES.
22. RUN ENGINES AT 100 PERCENT ENGINE RPM (NP) FOR A
MINIMUM OF 5 MINUTES.
NOTE
ENSURE ENGINE ANTI-ICING OPERATES FOR THE LAST 3
MINUTES TO DRY OUT PIPING.
23. ANTI-ICE ENG NO.1 AND ENG NO.2 SWITCHES -- OFF.
24. SHUT DOWN ENGINES (REFER TO PARAGRAPH 7.35).
5. CHANGE REF B (AH-1W PCL):
A. PAGE B, INTERIM CHANGE SUMMARY:
(1) TOP PORTION OF PAGE, IN SECTION MARKED "THE FOLLOWING INTERIM
CHANGES HAVE BEEN CANCELLED OR PREVIOUSLY INCORPORATED INTO
THIS MANUAL:", IN INTERIM CHANGE NUMBER(S) COLUMN:
(A) DELETE: 1 THRU 7
(B) ADD: 1 THRU 7, 9
(2) BOTTOM PORTION OF PAGE, IN SECTION MARKED "INTERIM CHANGES
OUTSTANDING -- TO BE MAINTAINED BY THE CUSTODIAN OF THIS
MANUAL:":
(A) DELETE ALL INTERIM CHANGE 9 INFORMATION.
(B) ADD: NA
B. PAGE 118, ENGINE PERFORMANCE RECOVERY/GAS PATH CLEANING WASH,
FOLLOWING PROCEDURE TITLE:
(1) DELETE ALL.
(2) ADD:
1. ARMAMENT ................................. OFF/SAFE
2. WASH CART ................................. CONNECT
3. ROTOR BRAKE ........................... AS REQUIRED
4. MASTER CAUTION CIRCUIT BREAKER ............... PULL
5. NO.1 AND NO.2 INLET HEATER PWR
CIRCUIT BREAKERS ............................ PULL
6. BATT NO.1 AND NO.2 SWITCHES .................... ON
7. ANTI-ICE ENG NO.1 AND NO.2 SWITCHES ............ ON
8. APU ....................................... CONNECT
9. ENG WASH SWITCH .............................. WASH
10. ENG START SWITCH ................ ON. MOTOR ENGINE
FOR 15 SECONDS.
11. APPLY SOLUTION AT 16 PERCENT NG.
CAUTION
WHILE INGESTING WATER, DO NOT ALLOW NG SPEED TO
DROP BELOW 16 PERCENT NG. OPERATING ENGINE LOWER
THAN 16 PERCENT NG WHILE WATER WASHING CAN CAUSE
_______________________________________________________________________
CNO 101859Z AUG00 Page 3 of 5 NA 01-H1AAC-1 IC 18
NA 01-H1AAC-1B IC 10
 DAMAGE TO COMPRESSOR BLADES.
12. ENG START SWITCH .............................. OFF
CONTINUE APPLYING CLEANING SOLUTION
FOR 15 SECONDS DURING COASTDOWN.
13. CLEANING SOLUTION SUPPLY ...................... OFF
14. ALLOW SOLUTION TO SOAK IN ENGINE AND STARTER TO COOL
FOR 10 MINUTES.
15. REPEAT STEPS 9 THROUGH 14.
16. CLEANING SOLUTION SUPPLY ............... DISCONNECT
17. RINSING SOLUTION SUPPLY ................... CONNECT
18. ACCOMPLISH STEPS 9 THROUGH 14 WITH RINSING SOLUTION.
19. RINSING SOLUTION SUPPLY ................ DISCONNECT
20. ENG WASH SWITCH ...................... NORMAL START
21. NO.1 AND NO.2 INLET HEATER PWR
CIRCUIT BREAKERS .............................. IN
22. PERFORM A NORMAL ENGINE START.
23. RUN ENGINE AT 100 PERCENT ENGINE RPM (NP) FOR A
MINIMUM OF 5 MINUTES.
24. ANTI-ICE ENG NO.1 AND ENG NO.2 SWITCHES ....... OFF
25. SHUT DOWN ENGINE.
26. REPEAT PROCEDURES FOR REMAINING ENGINE.
C. PAGE 119, ENGINE DESALINIZATION RINSE -- PREFERRED METHOD,
FOLLOWING PROCEDURE TITLE:
(1) DELETE ALL.
(2) ADD:
1. ARMAMENT ................................. OFF/SAFE
2. WASH CART ................................. CONNECT
3. ROTOR BRAKE ........................... AS REQUIRED
4. MASTER CAUTION CIRCUIT BREAKER ............... PULL
5. NO.1 AND NO.2 INLET HEATER PWR
CIRCUIT BREAKERS ............................ PULL
6. BATT NO.1 AND NO.2 SWITCHES .................... ON
7. ANTI-ICE ENG NO.1 AND NO.2 SWITCHES ............ ON
8. APU ....................................... CONNECT
9. ECU AND RAIN RMV SWITCHES...................... OFF
10. ENG WASH SWITCH .............................. WASH
11. ENG START SWITCH ............................... ON
MOTOR ENGINE FOR 15 SECONDS.
12. APPLY SOLUTION AT 16 PERCENT NG.
CAUTION
WHILE INGESTING WATER, DO NOT ALLOW NG SPEED TO
DROP BELOW 16 PERCENT NG. OPERATING ENGINE LOWER
THAN 16 PERCENT NG WHILE WATER WASHING CAN CAUSE
DAMAGE TO COMPRESSOR BLADES.
13. ENG START SWITCH .............................. OFF
CONTINUE APPLYING RINSING SOLUTION
FOR 15 SECONDS DURING COASTDOWN.
14. RINSING SOLUTION SUPPLY ....................... OFF
15. ALLOW STARTER TO COOL FOR 10 MINUTES.
16. REPEAT STEPS 10 THROUGH 15.
17. ACCOMPLISH STEPS 2 THROUGH 15 FOR REMAINING ENGINE.
18. WASH CART .............................. DISCONNECT
19. ENG WASH SWITCH ...................... NORMAL START
20. NO.1 AND NO.2 INLET HEATER PWR
CIRCUIT BREAKERS .............................. IN
21. PERFORM A NORMAL START OF BOTH ENGINES.
22. RUN ENGINES AT 100 PERCENT ENGINE RPM (NP) FOR A
_______________________________________________________________________
CNO 101859Z AUG00 Page 4 of 5 NA 01-H1AAC-1 IC 18
NA 01-H1AAC-1B IC 10
 MINIMUM OF 5 MINUTES.
23. ANTI-ICE ENG NO.1 AND ENG NO.2 SWITCHES ....... OFF
24. SHUT DOWN ENGINES. //
BT

_______________________________________________________________________
CNO 101859Z AUG00 Page 5 of 5 NA 01-H1AAC-1 IC 18
NA 01-H1AAC-1B IC 10
PAAUZYUW RUENAAA4011 1291949-UUUU--RUENNSN.
ZNR UUUUU
P R 081912Z MAY 00 ZYB
FM CNO WASHINGTON DC//N889//
TO ALL HUEY AND COBRA HELICOPTER ACTIVITIES
INFO RUCTPOH/NAVOPMEDINST PENSACOLA FL//06//
RUDJABF/NAVWARCOL NEWPORT RI//213//
BT
UNCLAS //N03711//
MSGID/GENADMIN/N889//
SUBJ/INTERIM CHANGE TO AH-1W AIRCRAFT NATOPS FLIGHT MANUAL//
REF/A/DOC/NAVAIR/31OCT97//
AMPL/REF A IS NAVAIR 01-H1AAC-1 (AH-1W NATOPS FLIGHT MANUAL (NFM))//
RMKS/1. THIS IS INTERIM CHANGE NUMBER 17 TO REF A (AH-1W NFM).
2. SUMMARY. DELETES ACM/EVM RESTRICTIONS IN REF A.
3. CHANGE REF A (AH-1W NFM), CHAPTER 4, OPERATING LIMITATIONS,
PAGES 4-4 AND 4-7, PARAGRAPH 4.11 PROHIBITED MANEUVERS, AS FOLLOWS:
A. DELETE ITEM 9:
9. ACM/EVM FLYING AND ABRUPT OR EXTREMELY AGGRESSIVE FLYING
MANEUVERS ARE PROHIBITED EXCEPT IN EMERGENCY OR ACTUAL COMBAT
CONDITIONS OR SPECIFICALLY WAIVED BY CNO. FOR THE PURPOSE OF
WEAPON SYSTEM TRAINING, AIRBORNE EMPLOYMENT OF THE AIM-9
MISSILE SYSTEM IS AUTHORIZED.
B. ADD: NA//
BT

_______________________________________________________________________
CNO 081912Z MAY00 Page 1 of 1 NA 01-H1AAC-1 IC 17
PAAUZYUW RUENAAA1402 3022314-UUUU--RUENNSN.
ZNR UUUUU
P 292301Z OCT 99 ZYB
FM CNO WASHINGTON DC//N889//
TO ALL HUEY AND COBRA HELICOPTER ACTIVITIES
INFO RUCTPOH/NAVOPMEDINST PENSACOLA FL//06//
RUDJABF/NAVWARCOL NEWPORT RI//213//
BT
UNCLAS //N03711//
MSGID/GENADMIN/N889//
SUBJ/INTERIM CHANGE TO AH-1W AIRCRAFT NATOPS FLIGHT MANUAL//
REF/A/DOC/NAVAIR/31OCT97//
REF/B/DOC/NAVAIR/31OCT97//
NARR/REF A IS NAVAIR 01-H1AAC-1 (AH-1W NATOPS FLIGHT MANUAL (NFM)),
AND REF B IS NAVAIR 01-H1AAC-1B (AH-1W NATOPS PILOT/COPILOT POCKET
CHECKLIST (PPCL)).//
RMKS/1. THIS IS INTERIM CHANGE NUMBER 16 TO REF A (AH-1W NFM).
2. SUMMARY. CORRECTS ERRORS TO EMERGENCY PROCEDURES IN REF A.
3. CHANGE REF A (AH-1W NFM), CHAPTER 15, IN-FLIGHT EMERGENCIES, AS
FOLLOWS:
A. PAGE 15-10, PARAGRAPH 15.9.2.2 DUAL-ENGINE FAILURE - HOGE,
INDICATION 1:
(1) DELETE ASTERISK BY ITEM NUMBER 1 WHICH DESIGNATES ITEM 1 AS A
CRITICAL ITEM.
(2) ADD: NA.
B. PAGE 15-11, PARAGRAPH 15.9.3 SINGLE-ENGINE FAILURE - HIGE, IN
PROCEDURES STEP 1:
(1) DELETE THE WORD "ALTITUDE".
(2) ADD (REPLACE WITH) "ATTITUDE", SO STEP 1 READS:
*1. ATTITUDE CONTROL -- MAINTAIN (AS APPROPRIATE TO
ACCOMPLISH LANDING).
C. PAGE 15-18, PARAGRAPH 15.11.3 DUAL-ENGINE FIRE IN FLIGHT,
IN PROCEDURES STEP 7:
(1) DELETE: NA
(2) ADD ASTERISK BY STEP NUMBER 7 TO DESIGNATE STEP 7 AS A
CRITICAL STEP.
D. PAGE 15-19, PARAGRAPH 15.11.4 SINGLE-ENGINE FIRE IN FLIGHT, IN
PROCEDURES STEPS 6 AND 7:
(1) DELETE ASTERISKS BY STEP NUMBERS 6 AND 7 WHICH DESIGNATE THEM
AS CRITICAL STEPS.
(2) ADD: NA.
E. PAGE 15-20, PARAGRAPH 15.12.2, ENGINE-DRIVEN SUCTION PUMP FAILURE,
IN PROCEDURES STEP 4:
(1) DELETE THE WORD "POSSIBLE".
(2) ADD (REPLACE WITH) "PRACTICABLE", SO STEP READS:
4. LAND AS SOON AS PRACTICABLE.
4. CORRESPONDING TEXT IN REF B (AH-1W PPCL) IS CORRECT AS PUBLISHED.
//
BT

_______________________________________________________________________
CNO 292301Z OCT99 Page 1 of 1 NA O1-H1AAC-1 IC 16
 NAVAIR Ol-HlAAC-1

SUMMARY OF APPLICABLE TECHNICAL DIRECTIVES

Information relating to the fo//owing recent technical directives has been incorporated in this manual

ZHANGE DATE INC. VISUAL

WMBER DESCRIPTION IN IDENTlFlCATlON
MANUAL

lnformatlon relating to the following recent technical directives will be incorporated in a future change

CHANGE DATE INC. VISUAL

NUMBER DESCRIPTION IDENTIFICATION
MA/J AL

7 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

RECORD OF CHANGES
Change No. and Date of Page Count Verified by
Date of Change Entry (Signature)

9 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

AH-IW NATOPS FLIGHT MANUAL

CONTENTS
Page
NO.

PART I- THE HELICOPTER

CHAPTER 1 - HELICOPTER AND ENGINES

1.1 HELICOPTER . .. .. . . . .. . .. . . . . . . . . . . . l-l

1.2 ENGINES . . . . . . . . . . . . . . . . ..I..... .._ . . . . . . . . . . . . . . .._.. . . . ._.... . . . . . .._. . . . . . . . l-1
1.3 SPEED RANGE.. _. . . , . . . . _. . . . . . . . . ..l-1
1.4 MISSIONS . . . . . . . . . . . l-l
1.5 TAKEOFF GROSS WEIGHT.. , . . . . .1-l
1.6 HELICOPTER ARRANGEMENT. . 1- 1
CHAPTER 2 - SYSTEMS

2.1 POWERPLANT SYSTEMS. ........................................................ .2-l

2.1.1 Engines .......................................................................... ...2- 1
2.1.2 Engine Fuel Control System ........................................................ .2-l
2.1.3 Air Induction System ............................................................... .2-3
2.1.4 Engine Anti-Ice System ............................................................. .2-3
2.1.5 Engine Start System.................................................................2- 3
2.1.6 Engine Ignition System ............................................................. .2-6
2.1.7 OverspeedProtection System ....................................................... .2-6
2.1.8 Engine Oil System ................................................................. .2-6
2.1.9 Engine Electrical System ........................................................... .2-7
2.1.10 Engine Instruments and Indicators. .................................................. .2-7
2.2 ROTOR SYSTEM .................................................................. .2-9
2.2.1 Main Rotor. ........................................................................ .2-9
2.2.2 Rotor Brake.........................................................................2- 9
2.2.3 Tail Rotor ......................................................................... .2-l 1
2.2.4 Rotor System Instruments and Indicators ........................................... .2-l 1
2.3 TRANSMISSION SYSTEM ....................................................... .2-l I
2.3.1 Main Rotor Transmission System .................................................. .2-l 1
2.3.2 Combining Gearbox ............................................................... .2-13
2.3.3 Tail Rotor Transmission System ................................................... .2-15
2.3.4 Transmission System Instruments and Indicators .................................... .2-15
2.4 FUEL SYSTEM.. ................................................................. .2-15
2.4.1 Fuel System Controls .............................................................. .2-17
2.4.2 Fuel System Instrument and Indicators ............................................. .2-17
2.4.3 Auxiliary Fuel System ............................................................. .2-I9
2.5 ELECTRICAL POWER SUPPLY SYSTEM ........................................ .2-21
II ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page
NO.

2.5.1 DC Power Supply System .......................................................... .2-21

2.5.2 AC Power Supply System .......................................................... .2-26
2.5.3 External Power Receptacle......................................................... .2-26
2.5.4 Exterior Lights ................................................................... ..2-2 8
2.5.5 Interior Lights......................................................................2-2 9
2.6 HYDRAULIC POWER SUPPLY SYSTEM ........................................ .2-32
2.6.1 Hydraulic Systems No. 1 and No. 2 ................................................ .2-32
2.6.2 Utility Hydraulic System ........................................................... .2-32
2.6.3 Hydraulic System Controls and Indicators .......................................... .2-32
2.6.4 Hydraulic System Cooling ......................................................... .2-35

2.7 FLIGHT CONTROLS ............................................................. .2-35

2.7.1 Cyclic Control System..............................................................2-3 5
2.7.2 Collective Control System ........................................................ ..2-3 5
2.7.3 Throttle Control System ........................................................... .2-35
2.7.4 Tail Rotor Control System..........................................................2-3 8
2.7.5 Synchronized EIevator..............................................................2-3 8
2.7.6 Force Trim System .............................................................. ...2-3 8
2.7.7 Stability and Control Augmentation System ........................................ .2-38

2.8 VIBRATION SUPPRESSION SYSTEM ............................................ .2-39

2.9 LANDING GEAR ................................................................. .2-39

2.10 FLIGHT INSTRUMENTS ......................................................... .2-39

2.10.1 Airspeed Indicator ................................................................. .2-40
2.10.2 Vertical Speed Indicator............................................................2-4 0
2.10.3 Pilot Altitude Encoder/Pneumatic Altimeter AAU-32/A ............................. .2-40
2.10.4 Copilot/Gunner Counter-Pointer PressureAltimeter ................................. .2-40
2.10.5 Pilot Attitude Indicator ............................................................ .2-43
2.10.6 Copilot/Gunner Attitude Indicator .................................................. .2-43
2.10.7 Pitot-Static System ................................................................ .2-43
2.10.8 Standby Compass...................................................................2-4 3
2.10.9 Free Air Temperature Indicator .................................................... .2-43
2.10.10 Clock, Analog......................................................................2-4 3
2.10.11 Clock, Digital ..................................................................... .2-44
2.11 WARNING, CAUTION, AND ADVISORY SYSTEMS ............................. .2-46
2.11.1 Pilot Master Caution System ....................................................... .2-46
2.11.2 Copilot/Gunner Master Caution System ............................................ .2-48
2.11.3 Aural Alerting Unit.................................................................2-4 8
2.12 FIRE DETECTION SYSTEM ...................................................... .2-57
2.12.1 Fire Warning System.. ........................................................... ..2-5 7
2.12.2 Engine Fire Extinguishing System .................................................. .2-58

2.13 INGRESS/EGRESS SYSTEM., .................................................... .2-58

2.13.1 Crew Compartment Doors ........................................................ ..2-5 8
2.13.2 Canopy Removal System .......................................................... .2-59

2.14 ENVIRONMENTAL CONTROL SYSTEM ........................................ .2-59

2.14.1 Environmental Control Unit .......................................................... 2-59
2.14.2 Ventilating System ............................................................... ..2-62

12 ORIGINAL
 NAVAIR 01 -H1 AAC-1

Page
NO.

2.14.3 Defrosting/Defogging...............................................................2-6 2

2.15 AVIONIC EQUIPMENT COOLING ............................................... .2-62

2.16 RAIN AND ICE REMOVAL SYSTEM ............................................ .2-62

2.17 PERSONNEL EQUIPMENT ....................................................... .2-62

2.17.1 Pilot Seat ......................................................................... .2-62
2.17.2 Copilot/Gunner Seat................................................................2-6 2
2.17.3 Seatbelts and Hamesses.............................................................2-6 3

2.18 EMERGENCY EQUIPMENT ...................................................... .2-63

2.18.1 First-Aid Kit ...................................................................... .2-63
2.18.2 Handheld Fire Extinguisher ........................................................ .2-63

2.19 MISCELLANEOUS EQUIPMENT ................................................. .2-63

2.19.1 Data Case ......................................................................... .2-63
2.19.2 Rear-View Mirror ................................................................. .2-63
2.19.3 Relief Tubes ...................................................................... .2-64
2.19.4 Engine Inlet Screens ............................................................... .2-64

2.20 WIRE STRIKE PROTECTION .................................................... .2-64

CHAPTER 3 - SERVICE AND HANDLING

3.1 SERVICING DATA ................................................................ .3-l

3.2 ENGINE WASH PROCEDURES ................................................... .3-l

3.2.1 Engine Performance Recovery/Gas Path Cleaning Wash ............................. .3-l
3.2.2 Engine Desalinization Rinse ........................................................ .3-8

3.3 FUELING. ......................................................................... .3-9

3.3.1 Pressure Fueling .................................................................... .3-9
3.3.2 Gravity Fueling .................................................................... .3-IO
3.3.3 Hot Refueling ..................................................................... .3-10

3.4 OIL SYSTEM SERVICING ....................................................... .3-10

3.4.1 Engine ............................................................................ .3-l 1
3.4.2 Main Rotor Hub.. .................................................................. 3-11
3.4.3 Transmlsston ....................................................................... 3-11
3.4.4 Combining Gearbox ............................................................... .3-l 1
3.4.5 Intermediate Gearbox .............................................................. .3-l 1
3.4.6 Tail Rotor Gearbox. ............................................................... .3-l 1

3.5 HYDRAULIC SYSTEM SERVICING .............................................. .3-11

3.5.1 Hydraulic Systems No. 1 and No. 2.. .............................................. .3-11
3.5.2 Utility Hydraulic System ........................................................... .3-l 1

3.6 HELICOPTER JACKING POINTS ................................................ .3-l 1

3.7 EXTERNAL POWER REQUIREMENTS .......................................... .3-l 1

3.8 DANGER AREAS... .. . .. .._ . .. ... .. ... .. . . . ,. ..3-13

3.9 TURNING RADIUS/GROUND CLEARANCE .3-13

13 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
NO.

3.10 TOWING HELICOPTER .......................................................... .3-13

3.10.1 Ground Handling .................................................................. .3-13
3.10.2 Towing Speed ..................................................................... .3-13
3.10.3 Ground Handling Gear ............................................................. .3-13
3.10.4 Wingwalker ....................................................................... .3-16
3.10.5 Movement..........................................................................3-1 6
3.10.6 Operation of Equipment ........................................................... .3-16

3.11 TIEDOWN/SECURING HELICOF’IBR ............................................ .3-16

3.11.1 Parking Helicopter..................................................................3-1 6
3.11.2 Mooting Helicopter. ............................................................... .3-20

CHAPTER 4 - OPERATING LIMITATIONS

4.1 SCOPE. ............................................................................ .4-l

4.2 ENGINE RATINGS ................................................................ .4-l

4.3 MEASURED GAS TEMPERATURE ............................................... .4-l

4.4 MINIMUM CREW REQUIREMENTS .............................................. .4-l

4.5 ENGINE LIMITATIONS ........................................................... .4-l

4.5.1 Engine Starter Limits ............................................................... .4-l
4.5.2 Engine Wash Starter Limits..........................................................4- 2
4.5.3 Hot Start ........................................................................... .4-2

4.6 TRANSMISSION AND COMBINING GEARBOX LIMITATIONS .................. .4-2

4.7 HYDRAULIC SYSTEM LIMITATIONS ............................................ .4-2

4.8 ROTOR LIMITATIONS ............................................................ .4-2

4.9 ROTOR BRAKE LIMITATIONS ................................................... .4-2

4.10 AIRSPEED LIMITS ................................................................ .4-2

4.10.1 Twin-Engine Height-Velocity Diagram .............................................. .4-2
4.10.2 Single-Engine Height-Velocity Diagrams ............................................ .4-4

4.11 PROHIBITED MANEUVERS ...................................................... .4-4

4.12 ACCELERATION (G) LIMITATIONS .............................................. .4-7

4.13 ALTITUDE LIMITATIONS ........................................................ .4-7

4.14 WEIGHT AND BALANCE LIMITATIONS ......................................... .4-7

4.14.1 Longitudinal Center-of-Gravity Limits ............................................... .4-7
4.14 2 Lateral Center-of-Gravity Limits ...... _ .......................................................... ..4- 7

4.15 DUMMY TURRET AND DUMMY TSU LIMITATIONS ........................... .4-S

4.16 EXTERNAL STORES LIMITATIONS .............................................. .4-S

4.17 INSTRUMENT MARKINGS ....................................................... .4-S

14 ORIGINAL
 NAVAIR 01-HlAAC-1

Page
NO.

PART II - INDOCTRINATION

CHAPTER 5 - TRAINING INDOCTRINATION

5.1 INTRODUCTION ................................................................... 5-1

5.2 GROUND TRAINING SYLLABUS. ................................................ .5-l

5.3 PILOT GROUND TRAINING ...................................................... .5-l

5.4 PILOT FLIGHT TRAINING ........................................................ S-1

5.5 FLIGHTCREW DESIGNATION, QUALIFICATIONS, AND
REQUIREMENTS .................................................................. .5-l
5.5.1 Designation ....................................................................... ..5- 1
5.5.2 Designating Authority .............................................................. .5-2
5.5.3 Qualifications ...................................................................... .5-2
5.5.4 Cu~ency............................................................................5- 2
5.5.5 Crew RestRequirements.............................................................S- 3
5.6 PERSONAL FLYING EQUIPMENT ................................................ .5-3
5.6.1 All Flights ........................................................................ ..5- 3
56.2 Overwater Flights .................................................................. .5-3
5.6.3 Night and Instrument Flights ........................................................ .5-3

PART Ill - NORMAL PROCEDURES

CHAPTER 6 - FLIGHT PREPARATION

6.1 MISSION PLANNING ............................................................. .6-l

6.1.1 Introduction ......................................................................... 6-l
6.1.2 Factors Affecting Helicopter Lift Capability ......................................... .6-l
6.1.3 Weight Limitations Applicable to Helicopters ...................................... ..6- 1
6.1.4 General Precautions ............................................................... ..6- 2
6.1.5 Requirements for Mission Planning ................................................. .6-2
6.1.6 Computation Card .................................................................. .6-2

6.2 BRIEFING ......................................................................... .6-2

6.2.1 Time Hack..........................................................................6- 2
6.2.2 General ..................................... ..~.....................................6- 2
6.2.3 Target or Destination.. ............................................................ ..6- 2
6.2.4 Navigation/Flight Planning...........................................................6- 2
6.2.5 Communications. ................................................................... .6-2
6.2.6 Weapons .......................................................................... ..6- 2
6.2.1 Weather. ........................................................................... .6-3
6.2.8 Emergencies. ....................................................................... .6-3
6.2.9 SpecialInstructions..................................................................6- 3
6.3 DEBRIEFING . . .. .. . . . .. . . . .6-3
6.4 CREW COORDINATION BRIEF. . . . . .. .. . , . .6-4
15 ORIGINAL
 NAVAIR 01-HIAAC-1

Page
NO.

CHAPTER 7 -SHORE-BASED PROCEDURES

7.1 INTRODUCTION .................................................................. .7-l

1.2 SCHEDULING ..................................................................... .7-l

7.3 GROUND OPERATIONS .......................................................... .7-l

7.3.1 Preflight Inspection..................................................................7- 1
1.3.2 Fireguard............................................................................7- 1
7.3.3 Helicopter Acceptance...............................................................7- 1

7.4 DISCREPANCY REPORTING ..................................................... .7-l

7.5 EXTERIOR INSPECTION. ......................................................... .7-l

7.6 PREENTRY INSPECTION..........................................................7- 3

7.6.1 Normal Operation ................................................................. ..7- 3
7.6.2 Single-Pilot Operation ............................................................ ...7- 3

7.7 INTERIOR INSPECTION - COPILOT/GUNNER .................................. .7-3

7.8 INTERIOR INSPECTION - PILOT. ............................................... .7-4

7.8.1 Interior Inspection (Night Flights) ................................................... .7-5

1.9 PRESTART CHECKLIST .......................................................... .7-5

7.10 START CHECKLIST. .............................................................. .7-6

7.11 POSTSTART CHECKLIST ......................................................... .7-8

7.12 SUBSEQUENT START CHECKLIST. .............................................. .7-9

7.12.1 Subsequent Prestart..................................................................7- 9
7.12.2 Subsequent Start ................................................................................................................................... .7-9
7.12.3 Subsequent Poststart .7-10

7.13 COCKING CHECKLIST .......................................................... .7-10

7.13.1 Quick Start Ch ec kl’ tst...............................................................7-1 1

7.14 PRETAKEOFF CHECKLIST ...................................................... .7-12

7.15 AIR TAXIING .................................................................. ...7-12

7.16 TYPES OF TAKEOFF ............................................................ .7-12

7.16.1 Takeoff Performance ............................................................. ..7-13
7.16.2 Normal Takeoff to Hover .......................................................... .7-13
7.16.3 Normal Takeoff From Hover........................................................7-1 3
7.16.4 Normal Takeoff From the Ground., ................................................ .7-13
7.16.5 Maximum PowerTakeoff...........................................................7-1 3
7.16.6 Confined Area Takeoff ............................................................ .7-13
7.16.7 Crosswind Takeoff ............................................................... ..7-13

7.17 AFTER TAKEOFF ................................................................ .7-14

7.18 CLIMB ........................................................................... .7-14

7.19 CRUISE .......................................................................... .7-14

16 ORIGINAL
 NAVAIR 01-HlAAC-1

Page
NO.

7.20 DESCENT ........................................................................ .7-14

7.21 PRELANDING CHECK ........................................................... .7-14

7.22 LANDING ........................................................................ .7-14

7.22.1 Normal Approach and Landing ..................................................... .7-14
7.22.2 Slope Landing ..................................................................... .7-15
1.22.3 Crosswind Landing ................................................................ .7-15
7.22.4 Steep Approach and Landing ...................................................... .7-I5
1.22.5 High-Speed Approach and Landing ................................................ .7-15
1.22.6 Maximum Gross Weight Landing (No Hover Landing) ............................. .7-15
7.22.7 Sliding Landing ................................................................... .7-16

1.23 AUTOROTATION PRACTICE .................................................... .7-16

1.24 HOVERING AUTOROTATION ................................................... .7- 17

7.25 DUAL-ENGINE FAILURE (SIMULATED) ........................................ .7-17

7.26 QUICK STOP ..................................................................... .7-18

1.27 TWENTY AND THIRTY DEGREE DIVES ........................................ .7-18

7.28 PRACTICE HIGH-SPEED LOW LEVEL AUTOROTATIONS ...................... .7-18

1.29 SINGLE-ENGINE FAILURE (SIMULATED) ...................................... .7-18

7.30 PRACTICE ENGINE ELECTRICAL CONTROL UNIT LOCKOUT ................ .7-19

7.31 TAIL ROTOR MALFUNCTION (SIMULATED). .................................. .7-19

7.32 NO. 1 HYDRAULIC FAILURE (SIMULATED) ................................... .7-20

7.33 DUAL HYDRAULIC FAILURE (SIMULATED) ................................... .7-20

1.34 WAVEOFF ....................................................................... .7-21

7.34.1 Power-On Approach................................................................7-2 1
7.34.2 Autorotative Approach ............................................................. .7-21

7.35 SHUTDOWN ..................................................................... .7-21

1.36 POSTFLIGHT EXTERNAL INSPECTION ......................................... .7-22

7.37 NIGHT FLYING .................................................................. .7-23

7.37.1 Restrictions on Night Flying ....................................................... .7-23

CHAPTER 8 - SHIP-BASED PROCEDURES

8.1 COMMAND RESPONSIBILITY ................................................... ..8- 1

8.2 FIELD CARRIER LANDING PRACTICE .......................................... .8-l

8.2.1 Briefing Prior to Field Carrier Landing Practice ..................................... .8-l
8.2.2 Night Field Carrier Landing Practice ................................................ .8-l

8.3 CARRIER QUALIFICATION ....................................................... .8-l

8.3.1 Carrier Qualification and Requalification Requirements .............................. .8-l
8.3.2 Flight Scheduling....................................................................8- 2

17 ORIGINAL
 NAVAIR Ol-HlAAC-1

8.3.3 Briefing.............................................................................8- 2
8.3.4 Hangar and Flight Deck Procedures..................................................8- 2

8.4 OPERATION OF EQUIPMENT .................................................... .8-2

8.5 FLJGHT DECK OPERATIONS ..................................................... .8-2

8.5.1 Manning Helicopters., .............................................................. .8-2
8.5.2 Starting Engines and Rotor ......................................................... .8-2
8.5.3 Launch and Recovery Operations ................................................... .8-5

8.6 AIR-CAPABLE SHIP OPERATIONS .............................................. .8-15

8.6.1 Launch Procedures .............................................................. .,.8-l 6
8.6.2 Recovery Procedures ............................................................. ..8-16
8.6.3 Stabilized Glideslope Indicator ..................................................... .8-16

8.7 NIGHT OPERATIONS ............................................................ .8-16

8.7.1 Preflight Procedures ................................................................ 8-16
8.7.2 Helicopter Lighting ................................................................ .8-16
8.7.3 Taxi and Operations ............................................................... .8-16
8.7.4 Postflight Procedures ............................................................. ..8-16

8.8 DEBRIEFING ..................................................................... .8- 16

CHAPTER 9 - - SPECIAL PROCEDURES

9.1 FULL AUTOROTATION LANDING ............................................... .9-l

9.2 FORMATION AND TACTICS ...................................................... .9-l

9.2.1 Introduction ....................................................................... ..9- 1
9.2.2 Formations.. ...................................................................... ..9- 1
9.2.3 Parade Formations .................................................................. .9-l
9.2.4 Tactical Formations .................................................................. 9-3

9.3 RENDEZVOUS .................................................................... .9-3

9.3.1 Running Rendezvous .............................................................. ..9- 4
9.3.2 Carrier Type Rendezvous ........................................................... .9-4

9.4 FORMATION TAKEOFFS AND LANDINGS ...................................... .9-4

9.5 TERRAIN FLIGHT MANEUVERS ................................................. .9-4

9.5.1 Power Checks..................:....................................................9- 4
9.5.2 Nap of the Earth Takeoff ........................................................... .9-4
9.5.3 Nap of the Earth Approach ......................................................... .9-4
9.5.4 Nap of the Earth Quick Stop., ...................................................... .9-4
9.5.5 Masking/Unmasking ................................................................ .9-4
9.5.6 Bunt ............................................................................... .9-4
9.5.7 Roll ................................................................................ .9-5

--CHARTER-I,0 ----F4NCTlONAL CHECKFLIGtlT-PROCEDURES

10.1 INTRODUCTION ................................................................. .10-l

10.1.1 Checkpilots ...................................................................... .,.10-l
10.1.2 Checkflights and Forms ............................................................ .10-l

10.2 REQUIREMENTS. ................................................................ .10-l

18 ORIGINAL
 NAVAIR 01-HlAAC-1

Page
NO.

10.2.1 Conditions Requiring Functional Checkflights ...................................... .10-l

10.2.2 Extent of Checkflight. ............................................................. .10-l

10.3 PROCEDURES.. .................................................................. .10-l

10.3.1 Functional Checkflight. ............................................................ .10-l
10.3.2 Before Preflight ................................................................... .lO-2
10.3.3 Exterior Check .................................................................... .lO-3
10.3.4 Preentry Inspection.. ............................................................. ..lO- 8
10.3.5 Interior Inspection (Pilot Station) and Prestart Checklist ............................ .lO-8
10.3.6 Start .............................................................................. .lO-8
10.3.7 Hover Checks .................................................................... lo-12
10.3.8 Flight Checks .................................................................... lo-16
10.3.9 Shutdown ........................................................................ lo-22

PART IV - FLIGHT CHARACTERISTICS

CHAPTER 11 - FLIGHT CHARACTERISTICS

11.1 INTRODUCTION ................................................................. .l l-l

11.2 ROTOR BLADE STALL .......................................................... .l l-l

11.3 CONTROL FEEDBACK ........................................................... .l l-l

11.4 PITCH-CONE COUPLING ........................................................ .11-l

11.5 MANEUVERING FLIGHT ........................................................ .l l-l

11.5.1 Wake Turbulence ................................................................... 1 l-2
11.5.2 Radius of Turn.. .................................................................. .ll-2
11 s.3 Low-G Maneuvers ................................................................. .l l -2
11.5.4 Mast Bumping......................................................................ll- 5
11.5.5 Diving Flight. ..................................................................... .l l-5

11.6 HOVERING CAPABILITY ........................................................ .l l-6

11 .I DYNAMIC ROLLOVER CHARACTERISTICS .................................... .11-6

11.8 PYLON ROCK .................................................................... .l l-7

11.9 POWER SETTLING. .............................................................. .l l-7

11.10 ROTOR DROOP .................................................................. .l l-7

11.11 VIBRATION IDENTIFICATION .................................................. .l l-7

11.11.1 One-Per-Revolution Vibration (Main Rotor) ........................................ .l l-8
11.11.2 Low-Frequency Vibration (Pylon Rock) ............................................ .l l-8
11.11.3 Two-Per-Revolution Vibration ..................................................... .l l-8
11.11.4 High-Frequency Vibration ......................................................... .11-8
11.11.5 Erratic Vibration .................................................................. .l l-8

11.12 AUTOROTATION CHARACTERISTICS .......................................... .l l-8

11.12.1 Normal Rotor Speed ............................................................... .l l-8
11.12.2 Rotor Flapping .................................................................... .l l-8
11.12.3 Rotor Inertia ...................................................................... .l l-8
11.12.4 RotorRpm.........................................................................ll- 8

19 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page
NO.
11.125 Pilot Technique ................................................................... 11-10

11.13 UNANTICIPATED RIGHT YAW ................................................ 11-10

11.14 AERODYNAMIC FACTORS AFFECTING AIRCRAFI YAW

CONTROL ....................................................................... 11-10
11.14.1 Low-Speed Flight ................................................................ 1 l-10
11.14.2 Hover/Taxi ....................................................................... 11-11

11.15 URY-CONDUCIVE FLIGHT MANEUVERS ...................................... 1 l-l 1

11.16 FACTORS INCREASING THE LIKELIHOOD OF UNANTICIPATED

RIGHT YAW OCCURRENCE., .................................................. 1 l-l 1

11.17 RECOMMENDATIONS TO REDUCE THE LIKELIHOOD OF AN

UNANTICIPATED RIGHT YAW INCIDENT .................................... 1 l- 12

11.18 UNANTICIPATED RIGHT YAW RECOVERY GUIDANCE ...................... 11-12

PART V - EMERGENCY PROCEDURES

CHAPTER 12 - EMERGENCY PROCEDURES INTRODUCTION

12.1 SCOPE ............................................................................ .12-l

12.2 SPECIAL INSTRUCTIONS ....................................................... .12-l

12.3 MASTER CAUTION SYSTEM .................................................... .12-l

CHAPTER 13 - GROUND EMERGENCIES

13.1 EMERGENCY SHUTDOWN ...................................................... .13-l

13.2 EMERGENCY EGRESS AND RESCUE ........................................... .13-l

13.2.1 Manual Egress ................................................................... ..13- 1
13.2.2 Emergency Egress ................................................................. .13-l
13.2.3 Rescue ............................................................................. 13-4

13.3 110-rSTART. ..................................................................... .13-4

13.4 ENGINE FIRE ON START (EXTERNAL) ......................................... .13-5

CHAPTER 14 -TAKEOFF EMERGENCIES

14.1 DUAL-ENGINE FAILURE DURING TAKEOFF. .................................. .14-l

14.2 SINGLE-ENGINE FAILURE DURING TAKEOFF ................................. .14-l

CHAPTER 15 - IN-FLIGHT EMERGENCIES

15.1 HYDRAULIC MALFUNCTIONS .................................................. .15-l

15.1.1 Hydraulic System No. 1 Failure ...................................................... .15-L
15.1.2 Hydraulic System No. 2 Failure ................................................... ..15- 1
15.1.3 Complete (Dual) Loss of Flight Control Hydraulic Boost (Systems No. 1
and No. 2) ....................................................................... ..15- 2
15.1.4 Waveoff With Complete Hydraulic Failure ......................................... .15-3
15.15 Hydraulic System Overtemperature ................................................. .15-3

20 ORIGINAL
 NAVAIR Ol-HIAAC-1

Page
NO.

15.1.6 Hydraulic Actuator/Servo Malfunctions., ........................................... .15-4

15.1.7 Utility Hydraulic System Failure ................................................... .15-4
15.2 VIBRATION SUPPRESSION SYSTEM FAILURE ................................. .15-5
15.3 ROTOR BRAKE PRESSURIZES IN FLIGHT ...................................... .15-5
15.4 SCAS FAILURE .................................................................. .15-5
15.5 CONTROL SYSTEM MALFUNCTIONS .......................................... .15-5
15.5.1 Cyclic Control Interference ........................................................ .15-5
15.5.2 Collective Control Interference..................................................... .15-6
15.6 TAIL ROTOR MALFUNCTIONS ................................................. .15-6
15.6.1 Loss of Tail Rotor Thrust .......................................................... .15-6
15.6.2 Loss of Tail Rotor Components.................................................... .15-6
15.6.3 Fixed Pitch Failures ............................................................... .15-6
15.6.4 Emergency Procedures for Antitorque Malfunctions While at a Hover. .............. .15-7
15.7 MAST BUMPING ................................................................. .15-8
15.8 UNCOMMANDED RIGHT ROLL DURING FLIGHT BELOW 1G. ................ .15-9
15.9 ENGINE MALFUNCTIONS ....................................................... .15-9
15.9.1 Engine Shutdown in Flight ......................................................... .15-9
15.9.2 Dual-Engine Failure ............................................................... .15-9
15.9.3 Single-Engine Failure - HIGE ................................................... 15-11
15.9.4 Single-Engine Failure - HOGE .................................................. 15-11
15.9.5 Single-Engine Failure in Flight .................................................... 15-12
15.9.6 Engine Electrical System Failures ................................................. 15-12
15.9.7 Engine Np Underspeed ........................................................... 15-13
15.9.8 Engine Np Overspeed............................................................. 15-13
15.9.9 Compressor Stalls ................................................................ 15-14
15.9.10 Load Demand Spindle (LDS) Malfunction ......................................... 15-14
15.9.11 Collective Anticipator Malfunction ................................................ 15-14
15.9.12 Engine Chip Caution Light ....................................................... 15-15
15.9.13 Engine Oil PressureLow/Oil Bypassing Filter ..................................... 15-15
15.9.14 Engine Oil Overtemperature ...................................................... 15-15
15.9.15 Airstart. .......................................................................... 15-15
15.10 ELECTRICAL SYSTEM MALFUNCTIONS ..................................... 15-16
15.10.1 Complete Electrical Failure ....................................................... 15-16
15.10.2 Battery Overtemperature.......................................................... 15-16
15.10.3 Battery System Failure ............................................................ 15-16
15.10.4 Failure of Both Generators........................................................ 15-16
15.10.5 Failure of One Generator ......................................................... 15-17
15.10.6 Main Inverter Failure ............................................................. 15-17
15.10.7 Failure of Both Inverters .......................................................... 15-17
15.11 FIRE.. ........................................................................... 15-18
15.11.1 Fuselage Fire in Flight ............................................................ 15-18
15.11.2 Elimination of Smoke and Fumes in Cockpit ...................................... 15-18
15.11.3 Dual-Engine Fire in Flight ........................................................ 15-18
15.11.4 Single-Engine Fire in Flight ...................................................... 15-18

21 ORIGINAL
 Page
NO.

15.115 Electrical Fire.. .................................................................. 15-19

15.12 FUEL SYSTEM MALFUNCTIONS ............................................... 15-20

15.12.1 Fuel Cell Boost Pump Failure ..................................................... 15-20
15.12.2 Engine-Driven Suction Fuel Pump Failure ......................................... 15-20
1.5.12.3 Engine Fuel Filter Bypass ........................................................ 15-20

15.13 TRANSMISSION MALFUNCTIONS ............................................. 15-21

15.13.1 Impending Transmission Failures .................................................. 15-21
15.13.2 Transmission Chip Detector ....................................................... 15-22
15.13.3 Transmission Oil PressureLow ................................................... 15-22
15.13.4 Transmission Oil Overtemperatures............................................... 15-22
15.13.5 Transmission Oil Bypassing Cooler ............................................... 15-22

15.14 MAIN DRIVESHAFT FAILURE ................................................. 15-22

15.15 COMBINING GEARBOX MALFUNCTIONS .................................... 15-23

15.15.1 Combining Gearbox Chip Detector ................................................ 15-23
15.15.2 Combining Gearbox Oil PressureLow ............................................ 15-23
15.15.3 Combining Gearbox Oil Overtemperature.......................................... 15-23

15.16 INTERMEDIATE AND TAIL ROTOR GEARBOX MALFUNCTIONS .......... 15-24

15.16.1 Intermediate (42”) or Tail Rotor (90”) Gearbox Chip Detector ..................... 15-24
15.16.2 Intermediate (42”) or Tail Rotor (90”) Gearbox Oil PressureLow/
Overtemperature.................................................................. 15-24

15.17 LOST PLANE PROCEDURES ................................................... 15-24

15.18 LOST SIGHT DURING IMC ..................................................... 15-24

15.19 WING STORES JE’ITISON ...................................................... 15-25
15.19.1 Pilot Procedures for Jettisoning ................................................... 15-25
15.19.2 Copilot/Gunner Proceduresfor Jettisoning ......................................... 15-25
CHAPTER 16 - LANDING EMERGENCIES

16.1 AUTOROTATIVE LANDING ..................................................... .16-l

16.2 SINGLE-ENGINE LANDING ..................................................... .16-2

16.3 LANDING IN TREES ............................................................. .16-2
16.4 DITCHING ....................................................................... .16-2
16.4.1 Ditching-Power On..............................................................l6- 2
16.4.2 Ditching - Power Off ............................................................ .16-2
16.5 POSTEGRESS PROCEDURES .................................................... .16-3
16.5.1 Life Preserver Assembly Inflation .................................................. .16-3
16.5.2 Signaling Devices ................................................................. .16-4
16.5.3 Rescue ............................................................................ .16-7
16.5.4 A/p22P-9(V) CBR Protective Assembly ........................................... 16-12
22 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
NO.
PART VI - ALL-WEATHER OPERATlONS

CHAPTER 17 - INSTRUMENT PROCEDURES

17.1 INTRODUCTION .. . . . .. . . .. .. .. .. .. .. . . .. . . .17-l

17.2 SIMULATED INSTRUMENT PROCEDURES . . . , . , . . . . . . . . . .. . . . . . .17-l

17.3 INSTRUMENT FLIGHT PROCEDURES . . . . . . . . . . . . . . . . . . .17-1

:7.3.1 Start . . . . . . . . . . . . . . . . ..,.. . . . . . . . . . . . . . . . . . . . . . . . . . ,,...............................17-1
17.3.2 Instrument Flight Checklist . . . . . . . . . . . . _. . . . . . . . . . . . . _. . . . . . . . . . . . . . . . . . . . . .li’-1
17.3.3 Air Taxi.. . . .. . . . .. . . . .. ... . . .17-l
17.3.4 Instrument Takeoff .. . .. . .. . . .. . .17-2
17.3.5 Instrument Climb.. . . . . . . . . . . _. . . . . . . . . . . . . . . _. . . . . . . . . . _. . . . . . . . . . . . .17-2
17.3.6 Instrument Cruising Flight . . . . . . . . .. . . . . .17-2
17.3.7 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...17-2

CHAPTER 18 - EXTREME WEATHER OPERATION

18.1 COLD WEATHER OPERATION .................................................. .18-l

18.1.1 Introduction ...................................................................... ..18- 1
18.1.2 Engine Servicing .................................................................. .18-l
18.1.3 Engine Ground Operation .......................................................... .18-l
18.1.4 Preparation For Flight ............................................................. .18-l
18.1.5 Main Rotor Blades and Elevator ................................................... .18-2
18.1.6 Before Starting Engines. ........................................................... .18-2
18.1.7 Starting Engines....................................................................18- 2
18.1.8 Air Taxi (Snow Conditions) ....................................................... .l8-3
18.1.9 Takeoff ........................................................................... .18-3
18.1.10 Icing Conditions ................................................................... .18-3
18.1.11 Landing............................................................................l8- 4
18.1.12 Shutdown ......................................................................... .18-5
18.1.13 Postflight. ......................................................................... .18-S
18.1.14 Before Leaving the Helicopter ..................................................... .18-5

18.2 HOT WEATHER OPERATION. ................................................... .18-5

18.2.1 Desert Operation .................................................................. .18-S
18.2.2 Preparation For Flight ............................................................. .18-5

18.3 MOUNTAIN AND ROUGH TERRAIN FLYING .................................. .18-5

18.3.1 Wind Direction and Velocity ....................................................... .18-5
18.3.2 Landing Site Evaluation ........................................................... .18-6
18.3.3 Effects of High Altitude ........................................................... .18-6
18.3.4 Turbulent Air Flight Techniques ................................................... .18-6
18.3.5 Adverse Weather Conditions ....................................................... .18-7
18.3.6 Summary.. ....................................................................... 18-10
23 ORIGINAL
 NAVAIR 01-HlAAC-1

Page
NO.

PART VII - COMMUNICATIONS - NAVIGATION EQUIPMENT AND

PROCEDURES

CHAPTER 19 - COMMUNICATIONS

19.1 SCOPE ............................................................................. 19-1

19.2 COMMUNICATION AND IDENTIFICATION SYSTEM
INTRODUCTION ................................................................. .19-l
19.2.1 Baseline Configuration H ........................................................ .19-l
19.2.2 Tactical Navigation System Configuration m .................................. .19-l
19.2.3 Canopy Modification Configuration m ............................................ .19-2
19.2.4 Communication/Navigation Upgrade Configuration (911 .......................... .19-2
19.3 COMPONENT DESCRIPTION .................................................... .19-2
19.3.1 m my AN/ASQ-205(V) Cockpit Control System (CCS) ..................... .19-2
19.3.2 q m AN/ARC-182(V) Radio Introduction ................................... .19-9
19.3.3 m AN/ARC-210(V) Radio Introduction ....................................... 19-10
19.4 COMMUNICATION SYSTEM CONTROL (CSC) ................................ 19-14
19.4.1 CSC Operating Procedures........................................................ 19-15
19.4.2 Ground Crew Interphone Panel ................................................... 19-15
19.5 TSECIKY-58 VOICE SECURITY SYSTEM ...................................... 19-15
19.5.1 q TSEC/KY-58 Controls and Functions ......................................... 19-15
19.5.2 m m Secure Transmission, Reception, Retransmission .................... 19-18
19.6 APX-100 IFF TRANSPONDER ................................................... 19-20
19.6.1 AN/APX-100(V) Operating Procedures............................................ 19-20
196.2 AN/APX-100(V) Emergency Operation............................................ 19-21
19.6.3 AN/APX-100(V) Mode 4 Operation ............................................... 19-21
19.7 m AN/ARC-210 ANTI-JAM (AJ) OVERVIEW ............................... 19-21
19.7.1 (911 Rad‘10 T’*me ............................................................... 19-21
19.7.2 m HAVEQUICK Principles .................................................. 19-22
19.7.3 m SINCGARS Principles ..................................................... 19-22
19.8 m m CDU DISPLAYS AND FUNCTIONS ............................. 19-25
19.8.1 m m INDEX Pages ..................................................... 19-25
19.8.2 m m POWER Page ..................................................... 19-26
19.8.3 m m Communication Functions. ......................................... 19-27
19.8.4 (911 Cl TIME Page Description ................................................ 19-31
19.8.5 m SCAN LIST Page ......................................................... 19-33
19.8.6 m SINCGARS ERF Page .................................................... 19-34
19.8.7 m m COMM PRESETS Page............................................ 19-34
19.8.8 m AJ PRESETS Pages ....................................................... 19-36
19.8.9 m m TIMERS Page ..................................................... 19-36
19.8.10 m m Zeroize Functions. ................................................. 19-37
19.8.11 m m CONFIG Pages, ................................................... 19-39
19.8.12 m m STATUS Pages and Functions ..................................... 19-40
19.8.13 m m MAINT TEST Pages............................................... 19-42
19.8.14 m m CDU Screen Failure (and Anomalies) .............................. 19-45
24 ORIGINAL
 NAVAIR Ol-HlAAC-1

Pa@?
NO.

CHAPTER 20 - NAVIGATION

20.1 SCOPE. . . . .. .20-l

20.2 NAVIGATION SYSTEMS INTRODUCTION ..................................... .20-l

20.2.1 Baseline Configuration q ........................................................ .20-l
20.2.2 Tactical Navigation System Configuration m .................................. .20-l
20.2.3 Canopy Modification Configuration m., ......................................... .,20-l
20.2.4 Communication/Navigation Upgrade Configuration m .......................... .20-2

20.3 AN/ASQ-205(V) COCKPIT CONTROL SYSTEM (CCS) ........... .20-2

20.3.1 AN/ASQ-205(V) Cockpit Control System Operation ................. .20-S
20.3.2 Interface Control Unit ............................................... .20-8
20.3.3 Control Display Unit ............................................... ..20- 8
20.3.4 Squat Switch and GND/AIR/NORM Override Switch ................ .20-8

20.4 AN/APN-217(V)3 DOPPLER NAVIGATION SYSTEM (DNS). ............ .20-S

20.4.1 AN/APN-217(V)3 Doppler Navigation System Operation .................... .20-S

20.5 H-764G EMBEDDED GPS/INS SYSTEM (EGI) ........................... .20-S

20.5.1 EGI System Description ................................................... ..20- 8
20.5.2 EGI Functional Components ................................................ .20-9
20.5.3 EGI Flight Instrument Interfaces ............................................ .20-9
20.5.4 INS Navigation Sensor Description ......................................... .20-9
20.5.5 GPS Navigation Sensor Description ........................................ 20-12
20.5.6 GPS Navigation Sensor Initialization ....................................... 20-12
20.5.7 EGI Navigation Solution Modes ........................................... 20-14
20.5.8 GPS and INS Data Blending ............................................... 20-14
20.5.9 Figure of Merit Relationship. .............................................. 20-15

20.6 TACAN .......................................................................... 20-15

20.6.1 q m m ANIARN-118(V) TACAN ....................................... 20-15

20.7 m AN/ARN-153 (V)4 TACAN ............................................... 20-18

20.7. I m ARN-153 TACAN System Description ..................................... 20-18

20.8 BDHI ............................................................................ 20-20

20.9 DE301E UHF/VHF DIRECTION FINDER SET .................................. 20-21

20.9.1 DF-301E Controls and Indicators ................................................. 20-21
20.9.2 q DF-301E Operating Procedures ............................................... 20-21
20.9.3 m m DF-301E Operating Procedures ..................................... 20-21

20.10 NAVIGATION CONTROL PANEL. .............................................. 20-22

20.10.1 NAV CONTROL Switch Functions ............................................... 20-22

20.11 fl m m AN/ARN-89B AUTOMATIC DIRECTION FINDER

SET .............................................................................. 20-25
20.11.1 _] ANIARN-89B ADF Controls and Functions ...................... 20-25
20.11.2 m ANIARN-89B ADF Operating Procedures ........................ 20-25

20.12 q m m ANIASN-75B COMPASS SET.. .,. . . ., . .. . , . ., , 20-25

20.12.1 q m m ANIASN-75B Controls and Functions . 20-27

20.13 AN/APN-194(V) RADAR ALTIMETER , . 20-28

25 ORIGINAL
 NAVAIR Ol-HIAAC-1

20.13.1 AN/APN-194(V) Controls and Functions .......................................... 20-28

20.13.2 AN/APN-194(V) Operating Procedures............................................ 20-28
20.14 CDU DISPLAYS AND FUNCTIONS ............................. 20-30
20.14.1 INDEX Pages ..................................................... 20-30
20.14.2 CDU POWER Page................................................ 20-30
20.14.3 START Pages ..................................................... 20-30
20.14.4 HORIZ (horizontal) DATUMS ..................................... 20-33
20.14.5 WPT/TGT LISTPage..............................................20-3 4
20.14.6 WaypointfIarget Data Pages ....................................... 20-36
20.14.7 ROUTE IDX l/2 and 2/2 Pages.................................... 20-38
20.14.8 RTE Page ......................................................... 20-38
20.14.9 Flight Plan Page ................................................... 20-39
20.14.10 NAV Pages........................................................ 20-41
20.14.11 ,...........,.......__...................................... 2044
20.14.12 PROGRESS Pages................................................ 20-48
20.14.13 UPDATE Page ................................................... 20-52
20.14.14 DIRECT-TO Page ................................................ 20-53
20.14.1s PATTERNS INDEX Page......................................... 20-54
20.14.16 ZEROIZE Page. .................................................. 20-60
20.14.17 STATUS Functions ............................................... 20-60
20.14.18 NAV TEST Pages ................................................ 20-60
20.14.19 :alibration Page ..................................................... 20-62

PART VIII - WEAPON SYSTEMS

CHAPTER 21- ARMAMENT SYSTEMS

21.1 SCOPE ........................................................................... .,21-l

21.2 ARMAMENT CONFIGURATION ................................................. .21- 1
21.3 INTERRELATION OF ARMAMENT .............................................. .21 - 1
21.4 ARMAMENT FIRING MODES ................................................... .21-l
21.5 HELMET SIGHT SUBSYSTEM ................................................. .,.21-l
21.6 A/A49E-7(V4) TURRET SYSTEM ............................................... 21-10
21.6.1 Turret Functions .................................................................. 21-10
21.6.2 Turret Modes of Operation........................................................ 21-13
21.7 TOW MISSILE SYSTEM ........................................................ 21-14
21.7.1 TOW Missile System Abbreviations and Acronyms ................................ 21-16
21.7.2 TMS Built-In Test., .............................................................. 21-16
21.7.3 Telescopic Sight Unit and Left-Hand Grip ......................................... 21-16
21.7.4 Sight Hand Control ............................................................... 21-22
21.7.5 TOW/HELLFIRE Control Display Panel .......................................... 21-22
21.7.6 Pilot Head-up Display ............................................................ 21-26
21.7.7 TOW Missile Launcher ........................................................... 21-26
21.7.8 TOW Missile System Function .................................................... 21-26
21.8 HELLFIRE MISSILE SYSTEM ................................................... 21-29
21.8.1 TOW/HELLFIRE Control Display System ......................................... 21-29
26 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page
NO.
21.8.2 HELLFIRE Missile LAUNCHER ARM Switch. ................................... 21-34
21.8.3 Remote HELLFIRE Electronics Unit .............................................. 21-34
21.8.4 Multiplex Remote Terminal Unit .................................................. 21-35
21.8.5 HMS Lightweight Launchers...................................................... 21-35
21.8.6 HMS Operational Modes ......................................................... 21-35
21.8.7 THCDS Displays ................................................................. 21-37
21.8.8 THCDP Functions................................................................21 -40
21.8.9 THCDP Operation................................................................ 21-43
21.9 AIM-9/AGM-122 MISSILE SYSTEM ............................................. 21-49
21.9.1 AIM-9/AGM-122 Launch Control System ......................................... 21-49
21.9.2 LAU-7 Series Missile Launcher ................................................... 21-52
21.9.3 AIM-9/HUD Interface Unit ....................................................... 21-55
21.10 WING STORES ARMAMENT SYSTEM ......................................... 21-55
21.10.1 Wing Store Stations .............................................................. 21-55
21.10.2 Wing Stores Jettison .............................................................. 21-56
21.10.3 Jettison Select Panel .............................................................. 21-56
21.11 PILOT ARMAMENT CONTROLS AND INDICATORS .......................... 21-56
21.11.1 Pilot Armament Control Panels ................................................... 21-56
21.11.2 Navy Armament Rocket Control and Delivery System ............................. 21-61
21.11.3 STORE CONTROL Panel ........................................................ 21-61
21.11.4 Head-Up Display ................................................................. 21-65
21.11.5 Pilot Armament Circuit Breakers .................................................. 21-68
21.12 CYCLIC STlCK ARMAMENT SWITCHES ...................................... 21-68
21.12.1 WING ARM FIRE Switch........................................................21-6 8
21.12.2 TRIGGER TURRET FIRE Switch ................................................ 21-68
21.12.3 TRIGGER ACTION Switch ....................................................... 21-92
21.13 GUNNER ARMAMENT CONTROLS AND INDICATORS ....................... 21-92
21.13.1 Gunner Armament Control Panel .................................................. 21-92
21.14 m NIGHT TARGETING SYSTEM ........................................... 21-93
21.14.1 Operation ........................................................................ 21-93
21.14.2 Display Function ................................................................ 21-100
21.14.3 Observation Function ............................................................ 21-117
21.14.4 Laser Modes .................................................................. ..21-12 1
21.14.5 Displays During Rangefinding, Designation, and Boresighting ..................... 21-122
21.14.6 Weapon Guidance.. ........................................................... ..21-12 4
21.15 ARMAMENT PREFLIGHT PROCEDURES. ..................................... 2 I- 125
21.15.1 Before Exterior Check - ALL ARMAMENT .................................... 21-125
21.15.2 Exterior Check - ARMAMENT PREFLIGHT .................................. .21-125
21.15.3 Arm/Dearm Procedures.. ...................................................... ..21-12 7
21.15.4 After Arming .................................................................... 21-128
21.16 ARMAMENT IN-FLIGHT PROCEDURES ...................................... .21-130
21.16.1 Turret Operation................................................................. 21-130
21.16.2 Wing Stores Operation - Gunner in PILOT OVERRIDE ....................... .21-131
21.16.3 TOW Operation.. ............................................................. ..21-13 1
21.16.4 RocketOperation................................................................21-13 2
21.16.5 Bomb Operation.................................................................21-13 3
27 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
NO.

21.16.6 Flare Operation ................................................................. .21-133

21.16.7 HELLFIRE Missile Operation .................................................... 21-133
21.16.8 AIM-9/AGM-122 Missile Operation ............................................. .21-135
21.17 ARMAMENT POSTFIRINGiBEFORE LANDING CHECK ....................... 21-136
21.17.1 After Dearm ..................................................................... 21-136
21.18 ANVIS HUD SYSTEM ......................................................... .21-136
21.19 AVIATORS NIGHT VISION IMAGING SYSTEM HEAD-UP
DISPLAY,. ..................................................................... 21-136
21.19.1 Helmet Display Unit ............................................................ .21-136
21.19.2 Electronic Control Unit .......................................................... 21-139
21.19.3 Control Unit ..................................................................... 21-141
21.20 MULTIFUNCTION DISPLAY .................................................. .21-142
21.20.1 MFD Controls and Functions ................................................... .21-142
21.20.2 MFD Operating Procedures...................................................... 21-142
21.21 LASER DESIGNATION/RANGE FINDING .................................... .21-142
CHAPTER 22 - COUNTERMEASURE SYSTEMS
22.1 COUNTERMEASURE SYSTEM AVIONICS ...................................... .22-l
22.2 AN/ALE-39 COUNTERMEASURE DISPENSING SYSTEM ....................... .22-l
22.2.1 CountermeasureDispensing System Operation. ..................................... .22-l
22.3 ANIAPR-44 RADAR WARNING SYSTEM. ....................................... .22-l
22.3.1 Radar Warning System Operation ................................................. ,.22-l
22.4 ANIAPR-39(V)l RADAR DETECTOR SYSTEM .................................. .22-3
22.4.1 Radar Detector System Operation .................................................. .22-3
22.5 AN/ALQ-144 COUNTERMEASURES SYSTEM ................................... .22-8
22.5.1 IR Jammer Operating Procedures.................................................. ..22-8
PART IX - FLIGHT CREW COORDINATION
CHAPTER 23 - CREWMEMBER RESPONSIBILITIES
23.1 INTRODUCTION ................................................................. .23-l
23.1.l Observer...........................................................................23- 1
23.1.2 Noncrewmembers. ................................................................. .23-l
CHAPTER 24 - MISSION COORDINATION
24.1 INTRODUCTION ................................................................. .24-l
24.2 IN-FLIGHT PROCEDURES ....................................................... .24-l
24.2.1 Pilot at the Controls ............................................................... .24-l
24.2.2 Pilot Not at the Controls ........................................................... .24-l
24.2.3 Communication ..................................................................... 24-l
24.2.4 ControlChanges....................................................................24- 1
24.2.5 Simulated Emergencies ............................................................. 24-l
24.2.6 Nonbriefed Maneuvers..............................................................24- 1
28 ORIGINAL
 NAVAIR 01-Hl AAC-1

Page
NO.

242.7 Switches and Circuit Breakers ..................................................... .24-l

24.3 GENERAL RESPONSIBILITIES .................................................. .24-2

24.3.1 IMC Parameters ................................................................... .24-2
24.3.2 VMC Parameters .................................................................. .24-2

24.4 SPECIFIC RESPONSIBILITIES ................................................... .24-2

24.4.1 Flight Planning/Mission Planning .................................................. .24-2
24.4.2 Aircrew Brief ..................................................................... .24-2
24.4.3 Preflight............................................................................24- 3
24.4.4 Start .............................................................................. .24-3
24.4.5 Taxi. .............................................................................. .24-3
24.4.6 Takeoff/Departure.. .............................................................. ..24- 3
24.4.7 En Route/Return ................................................................... .24-3

24.5 MISSIONS ........................................................................ .24-4

24.5.1 Ordnance. ......................................................................... .24-4
24.5.2 Terrain Flight ..................................................................... .24-4
24.5.3 Night Vision Goggles .............................................................. .24-4
24.5.4 Air Combat Maneuvering .......................................................... .24-4
24.5.5 Shipboard ......................................................................... .24-5
24.5.6 Emergencies (PACK'NAC) ......................................................... .24-5
24.5.1 Descent/Approach ................................................................. .24-5
24.5.8 Landing ........................................................................... .24-5
24.5.9 After Landing/Taxi/Shutdown ...................................................... .24-5
24.5.10 Postflight .......................................................................... .24-6
24.5.11 Debrief. ........................................................................... .24-6

24.6 SPECIAL CONSIDERATIONS .................................................... .24-6

24.6.1 Functional Checkflights ............................................................ .24-6
24.6.2 Formation Flights .................................................................. .24-6

PART X - NATOPS EVALUATION

CHAPTER 25 - NATOPS GROUND AND FLIGHT EVALUATION
25.1 CONCEPT ........................................................................ .25-l

25.2 IMPLEMENTATION .............................................................. .25- 1

25.3 DEFINITIONS .................................................................... .25- 1

25.4 GROUND EVALUATION. ........................................................ .25-2

25.4.1 Open-Book Examination ........................................................... .25-2
25.4.2 Closed-Book Examination ......................................................... .25-2
25.4.3 Oral Examination .................................................................. .25-2
25.4.4 Operational Flight Trainer/Weapons System Trainer Procedures
Evaluation ......................................................................... .25-2

25.5 GRADING INSTRUCTIONS ...................................................... .25-2

25.5.1 Open-Book Examination............................................................25- 2
25.5.2 Closed-Book Examination ......................................................... .25-2
25.5.3 Oral Examination and OFT Procedure Check ....................................... .25-2

25.6 FLIGHT EVALUATION .......................................................... .25-2

29 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
NO.

25.6.1 Pilot Nontactical Flight Evaluation ................................................. ,253

25.6.2 Crewmember Evaluation Areas. .................................................... .25-3
25.1 FLIGHT EVALUATION GRADING CRITERIA ................................... .25-3
25.7.1 Qualified .......................................................................... .25-4
25.1.2 Conditionally Qualified ............................................................ .25-4
25.1.3 Unqualified. ....................................................................... .25-4
25.7.4 Flight Evaluation Grade Determination ............................................. .25-4
25.8 FINAL GRADE DETERMINATION. .............................................. .25-4

25.9 RECORDS AND REPORTS ....................................................... .25-4

25.10 NATOPS EVALUATION QUESTION BANK ...................................... .25-6

PART XI - PERFORMANCE DATA

CHAPTER 26 - TAKEOFF

26.1 INTRODUCTION ................................................................. .26-l

26.2 MAXIMUM GROSS WEIGHT FOR HOVERING .................................. .26-l

26.3 INDICATED TORQUE REQUIRED TO HOVER .................................. .26-6
CHAPTER 27 - CLIMB

27.1 CLIMB PERFORMANCE ......................................................... .27-l

21.2 SERVICE CEILING ............................................................... .27-6
CHAPTER 26 - CRUISE

28.1 CRUISE PERFORMANCE ........................................................ .28-l

28.2 DIFFERENT DRAG CONFIGURATIONS ......................................... .28-l
28.3 TORQUE AVAILABLE ........................................................... .28-2
28.4 FUEL FLOW ..................................................................... .28-2
28.5 TORQUE REQUIRED. ............................................................ .28-4
28.5.1 Hover Torque ..................................................................... .28-4
28.5.2 Maximum EndurancelRate of Climb. ............................................... .28-4
28.6 MAXIMUM LEVEL-FLIGHT AIRSPEED ......................................... .28-4
28.7 BEST RANGE .................................................................... .28-6
28.8 TIME AND RANGE VERSUS FUEL ............................................. 28-26
28.9 NAUTICAL MILES PER POUND OF FUEL ..................................... 28-28
28.10 OPTIMUM CRUISE ALTITUDE ................................................. 28-30
30 ORIGINAL
 NAVAIR Ol-HlAAC-1

Pa@?
NO.
CHAPTER 29 - EMERGENCY OPERATION
29.1 SINGLE-ENGINE MAXIMUM GROSS WEIGHT FOR HOVERING ............. .,.29-l
29.2 SINGLE-ENGINE CLIMB PERFORMANCE ...................................... .29-l
29.3 SINGLE-ENGINE SERVICE CEILING ........................................... ..29- 1

29.4 ABILITY TO MAINTAIN FLIGHT ON ONE ENGINE ............................ .29-6

29.5 MINIMUM AIRSPEED FOR FLIGHT WITH ONE ENGINE ....................... .29-S
CHAPTER 30 - SPECIAL CHARTS
30.1 PRESSURE ALTITUDE ........................................................... .30-1
30.2 DENSITY ALTITUDE ............................................................ .30-l
30.3 TEMPERATURE CONVERSION .................................................. .30-4
30.4 SHAFT HORSEPOWER VERSUS TORQUE ...................................... .30-6
30.5 AIRSPEED CALIBRATION ....................................................... .30-8
30.6 AUTOROTATION ............................................................... 30-10
30.7 RADIUS OF TURN AT CONSTANT AIRSPEED ................................. 30-12
30.8 ARRESTING TURN HOVER CAPABILITY ...................................... 30-14
CHAPTER 31 - NONMINIMUM SPECIFICATION ENGINE
31.1 NONMINIMUM SPECIFICATION ENGINE ....................................... .31-l
31.2 CRITICAL ALTITUDE. ........................................................... .31-2
31.3 PERFORMANCE LOSS BECAUSE OF DETERIORATED ENGINE ............... .31-2
31.4 CLIMB PERFORMANCE DETERIORATION ..................................... .31-6
31.5 CRUISE SPEED DETERIORATION ............................................... .31-8

31 ORIGINAL
 NAVAIR Ol-HlAAC-1

LIST OF ILLUSTRATIONS
Page
NO.

PART I - THE HELICOPTER

CHAPTER 1 - HELICOPTER AND ENGINES

Figure l-l. General Arrangement .. . . . . .. .. . l-2
Figure l-2. Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...1-4
Figure 1-3. Pilot Station . . . . . . . . . . . . . . . . . . . . . .._.......................... . . . . . . . l-5
Figure l-4. Copilot/Gunner Station................................................................1-7
CHAPTER 2 - SYSTEMS
Figure 2-l. Engine Assembly .................................................................... .2-2
Figure 2-2. Engine Controls ..................................................................... .2-4
Figure 2-3. Engine Oil. .......................................................................... .2-5
Figure 2-4. Engine Instruments and Indicators ..................................................... 2-8
Figure 2-5. Main Rotor System.. ............................................................. .,.2-l 0
Figure 2-6. Rotor System Instruments and Indicators ............................................ .2-12
Figure 2-7. Transmission System.................................................................2-1 2
Figure 2-8. Transmission System Controls and Indicators ........................................ .2-14
Figure 2-9. Fuel System.. ..................................................................... ..2-16
Figure 2-10. Fuel System Controls and Indicators................................................. .2-18
Figure 2-l L. Auxiliary Fuel System .............................................................. .2-20
Figure 2-12. DC Power Supply ................................................................... .2-23
Figure 2-13. Circuit Breaker Panels .............................................................. .2-25
Figure 2-14. AC Power Supply ................................................................... .2-27
Figure 2-15. Exterior Lights .................................................................... ..2-2 9
Figure 2- 16. Exterior and Interior Light Controls ................................................. .2-30
Figure 2-17. Utility Hydraulic System ............................................................ .2-33
Figure 2-l 8. Hydraulic System Controls and Indicators ........................................... .2-34
Figure 2-19. Flight Controls ..................................................................... .2-36
Figure 2-20. Pilot and Copilot/Gunner Instrument Panel .......................................... .2-41
Figure 2-21. Pilot Attitude Indicator .............................................................. .2-44
Figure 2-22. Static System........................................................................2-4 5
Figure 2-23. Clocks .............................................................................. .2-46
Figure 2-24. Warning, Caution, and Advisory Lights. ............................................. .2-47
Figure 2-25. Warning, Caution, and Advisory Panel Segments .................................... .2-49
Figure 2-26. Fire Detection and Extinguishing System ............................................ .2-58
Figure 2-27. m Ingress/EgressSystems ......................................................... .2-60
Figure 2-28. H Ingress/EgressSystems ......................................................... .2-61
Figure 2-29. Environmental System Controls ..................................................... .2-63
CHAPTER 3 - SERVICE AND HANDLING
Figure 3-1. Servicing Diagram....................................................................3- 2
Figure 3 2. Transmission/Gearbox Chip Detector Locations ....................................... .3-4
Figure 3-3. Specification Sheet................................................................... .3-6
Figure 3-4. System Capabilities.. ............................................................... ..3- 7
Figure 3-5. Jacking and Mooring Fitting Installation ............................................. .3-12
Figure 3-6. Helicopter Danger Areas (Typical) .................................................. .3-14
Figure 3-7. Turning Radius and Ground Clearance .............................................. .3-15
Figure 3-8. Ground Handling ................................................................. .,.3-l 6
32 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
No.

Figure. 3-9. Canopy Cover ...................................................................... .3-l 8

Figure 3-10. Mooring Diagram. .................................................................. .3-21
CHAPTER 4 - OPERATING LIMITATIONS
Figure 4-1. Height Velocity - Twin-Engine Failure - All Configurations - Calm
Wind ................................................................................ .4-3
Figure 4-2. Single-Engine Height Velocity - 2.5-Minute Power - All
Configurations - loo-Percent Engine RPM - Calm Wind ........................... .4-5
Figure 4-3. Gross Weight Versus Acceleration Nz ................................................ .4-7
Figure 4-4. Center of Gravity .................................................................... .4-8
Figure 4-5. Operating Limits and Instrument Range Markings .................................... .4-9
PART II - INDOCTRINATION

CHAPTER 5 - TRAINING INDOCTRINATION

PART Ill - NORMAL PROCEDURES

CHAPTER 6 - FLIGHT PREPARATION

Figure 6- 1. Computation Card ................................................................... .6-3
CHAPTER 7 - SHORE-BASED PROCEDURES
Figure 7- 1. Exterior Inspection ................................................................... .7-2
CHAPTER 6 - SHIP-BASED PROCEDURES
Figure 8- 1. Wind Limitations ..................................................................... 8-3
Figure 8-2. Wind Envelope ...................................................................... .8-6
Figure 8-3. Helicopter Lighting Procedures...................................................... .8-17
CHAPTER 9 - SPECIAL PROCEDURES
Figure 9- 1. Fingertip Parade.. .................................................................. ..9- 2
Figure 9-2. Diamond Parade ..................................................................... .9-3
CHAPTER 10 - FUNCTIONAL CHECKFLIGHT PROCEDURES
Figure lo- 1. Power Assurance (Ground/Hover) .................................................. IO-14
Figure 10-2. Power Assurance (In Flight) ....................................................... lo-19
Figure 10-3. Autorotation Rpm .................................................................. lo-23
PART IV - FLIGHT CHARACTERISTICS

CHAPTER 11 - FLIGHT CHARACTERISTICS

Figure 1l-l. Radius of Turn ..................................................................... .l l-3
Figure 1l-2. Radius of Turn - 30° Bank ......................................................... 11-4
Figure 1l-3. Autorotation Rpm Versus Airspeed. ................................................. .l l-9
Figure 1l-4. Aerodynamic Factors Affecting Aircraft Yaw Control ............................... 11-10
PARTV-EMERGENCYPROCEDURES

CHAPTER 12 - EMERGENCY PROCEDURES INTRODUCTION

CHAPTER 13 - GROUND EMERGENCIES

33 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page
NO.

Figure 13-l. m Emergency Egress and Rescue .................................................. .13-2

Figure 13-2. q Emergency Egress and Rescue...................................................l3- 3
CHAPTER 14 -TAKEOFF EMERGENCIES

CHAPTER 15 - IN-FLIGHT EMERGENCIES

Figure 15-l. Lost Sight During IMC Flight Procedures .......................................... 15-26

CHAPTER 16 - LANDING EMERGENCIES

PART VI - ALL-WEATHER OPERATIONS

CHAPTER 17 - INSTRUMENT PROCEDURES

CHAPTER 16 - EXTREME WEATHER OPERATION

Figure 18-l. Wind Flow Over and Around Peaks ................................................. .l8-8
Figure 18-2. Crosswind Effect On Pinnacle Approach ............................................ .18-8
Figure 18-3. Wind Effect Over Gorges or Canyons ............................................... .18-9
Figure 18-4. Wind Effect in Valleys or Canyons .................................................. .18-9
Figure 18-5. Wind Effect in Confined Area ..................................................... 18-10
PART VII - COMMUNICATIONS - NAVIGATION EQUIPMENT AND
PROCEDURES

CHAPTER 19 - COMMUNICATIONS
Figure 19-l. Avionics Configuration .......................................................... .,.,19-l
Figure 19-2. Communication System Controls and Displays. ...................................... .19-3
Figure 19-3. Antenna Location ................................................................... .19-7
Figure 19-4. m m Control Display Unit (CDU) Controls and Functions ................. 19-11
Figure 19-5. CSC Panel without VOX (Pilot and Copilot/Gunner). ............................... 19-16
Figure 19-6. CSC Panel with VOX (Pilot and Copilot/Gunner). .................................. 19-17
Figure 19-7. Ground Crew Interphone Panel. .................................................... 19-18
Figure 19-8. q TSEC/KY-58 Voice Security System .......................................... 19-19
Figure 19-9. AN/APX-100(V) Transponder Set Control Panel .................................... 19-23
CHAPTER 20 - NAVIGATION
Figure 20-l. Avionics Configurations ............................................................. .20-2
Figure 20-2. Navigation System Equipment ....................................................... .20-3
Figure 20-3. m EGI Interface Diagram ...................................................... 20-10
Figure 20-4. m ADI, BDHI and HUD Signal Sources ....................................... 20-I I
Figure 20-5. AN/ARN-1 18(V) TACAN Controls and Indicators .................................. 20-17
Figure 20-6. m AN/ARN-1 18(V) TACAN Controls and Indicators .......................... 20-18
Figure 20-7. Bearing-Distance-Heading Indicator ................................................ 20-19
Figure 20-8. NAV CONTROL Switch Functions ................................................ 20-23
Figure 20-9.. DF-301E Direction Finder Controls and Indicators .................................. 20-24
Figure 20- 10. AN/ARN-89B Automatic Direction Finder Set ...................................... 20-26
Figure 20-l 1, q m m AN/ASN-75B Compass Set Control Panel ......................... 20-27
Figure 20-12. Radar Altimeter .................................................................... 20-29
Figure 20-13. (911 EGI Alignment Performance Table .......................................... 20-45
Figure 20-14. PROGRESS Page Information ...................................................... 20-49
Figure 20-15. LADDER Pattern .................................................................. 20-55

34 ORIGINAL
 NAVAIR Ol-HIAAC-1

Page
NO.

Figure ZO- 16. SECTOR Pattern. . 20-56

Figure 20-17. EXPANDING SQUARE Pattern.. . . 20-57
Figure 20-18. Position and Intended Movement, Flight Plan/Course . 20-59
PART VIII -WEAPON SYSTEMS

CHAPTER 21- ARMAMENT SYSTEMS

Figure 21-1. Interrelation of Armament. .......................................................... .21-2
Figure 21-2. Armament Firing Modes.. ......................................................... ..21- 4
Figure 21-3. Helmet Sight Subsystem ........................................................... 21-11
Figure 21-4. AlA49E-7(V4) Turret System ...................................................... 21-12
Figure 21-5. TMS Functional Block Diagram .................................................... 21-15
Figure 21-6. NTS TOW/HELLFIRE and AIM-9/AGM-122 Missile Abbreviations and
Acronyms ......................................................................... 21-17
Figure 21-7. Gunner Telescopic Sight Unit ...................................................... 21-19
Figure 21-8. Gunner Sight Hand Control ........................................................ 21-23
Figure 21-9. Gunner TOW/HELLFIRE Control Display Panel .................................... 21-24
Figure 21-10. Primary TOW Displays ............................................................ 21-24
Figure 21-11. THCDP Display for TOW ......................................................... 21-25
Figure 21-12. TOW Missile Launcher ............................................................ 21-27
Figure 21-13. HMS Functional Block Diagram ................................................... 21-30
Figure 21-14. THCDP Interface .................................................................. 21-31
Figure 21-15. TOW/HELLFIRE Control Display Panel ............................................ 21-32
Figure 21-16. HELLFIRE Pilot Control Panel .................................................... 21-35
Figure 21-17. HELLFIRE Missile Launcher ...................................................... 21-36
Figure 21-18. Missile Preferred Firing Order (Viewed From Aft of Helicopter) .................... 21-37
Figure 21-19. Primary Display ................................................................... 21-38
Figure 21-20. Steering Display ................................................................... 21-38
Figure 21-21. Test/Standby Displays .............................................................. 21-41
Figure 21-22. Scratchpad During Store Code Data Entry .......................................... 21-44
Figure 21-23. Scratchpad After List Code Request ................................................ 21-44
Figure 21-24. Scratchpad After Press to Zeroize .................................................. 21-44
Figure 21-25. Scratchpad During Auto Code Data Entry .......................................... 21-45
Figure 21-26. Training Missile Display ........................................................... 21-46
Figure 21-27. Typical Display Scenarios for Different Operational Parameters ..................... 21-47
Figure 21-28. Steering Displays .................................................................. 21-48
Figure 21-29. Maintenance Menu Display ........................................................ 21-50
Figure 21-30. Maintenance Test Displays ......................................................... 21-51
Figure 21-31. AIM-9 Launch Control System Diagram ............................................ 21-52
Figure 21-32. AIM-9/AGM-122 Missile System Controls ......................................... 21-53
Figure 21-33. LAU-7 Series Missile Launcher .................................................... 21-54
Figure 21-34. Wing Store Stations ................................................................ 21-55
Figure 21-35. Pilot Wing Stores Jettison Control .................................................. 21-57
Figure 2 l-36. Pilot Armament Controls ........................................................... 21-58
Figure 21-37. Pilot Armament Control Panels. .................................................... 21-59
Figure 21-38. Pilot Store Control Panel ........................................................... 21-62
Figure 21-39. HUD Laser Range Display and Laser Annunciators ................................. 21-66
Figure 21-40. HUD Symbols vs Mode and Declutter .............................................. 21-69
Figure 21-41. HUD Symbol Definitions and Descriptions ......................................... 21-71
Figure 21-42. HUD Mode Displays ............................................................... 21-75
Figure 21-43. HUD Reticle Dimensions .......................................................... 21-84

35 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
NO.

Figure 21-44. Pilot Armament Circuit Breakers ................................................... 21-88

Figure 21-45. Copilot/Gunner Armament Controls and Indicators .................................. 21-90
Figure 21-46. Left Hand Grip.. .................................................................. 21-96
Figure 21-47. Laser Range Panel ................................................................. 21-97
Figure 2 l-48. Cockpit Control Unit Panel ........................................................ 21-98
Figure 21-49. Laser Code Panel.................................................................21-10 1
Figure 21-50. ORT Display in DVO Mode ...................................................... 21-104
Figure 21-51. MFDKRT Symbols Capability .................................................... 2 1- 1OS
Figure 21-52. FLIR Retitles With Typical Symbols .............................................. 21-110
Figure 21-53. FLIR Polarity and Autotrack Status ............................................... 21-115
Figure 21-54. Automatic Action During Channel Selection ....................................... 21-118
Figure 21-55. TVC and FLIR Optical Indications and Symbols ................ : .................. 21-l 19
Figure 21-56. Video Images and Symbols Displayed During Lasing .............................. 21-123
Figure 21-57. ANVIS HUD Equipment..........................................................21-13 7
Figure 21-58. Objective Lens Graphics and Symbology .......................................... 21-138
Figure 21-59. Helmet Display Unit..............................................................21-13 9
Figure 21-60. HMS Functional Block Diagram .................................................. 21- 140
Figure 21-61. ANVIS HUD Electronic Control Unit and Control Unit ............................ 21-141
Figure 21-62. Multifunction Display ............................................................. 21-143

CHAPTER 22 -COUNTERMEASURE SYSTEMS

Figure 22- 1. Countermeasure System Avionics .22-2
Figure 22-2. Countermeasure Dispensing System . :. .22-4
Figure 22-3. AN/APR-44 Radar Warning System Indicator and Control Panel .22-6
Figure 22-4. ANIAPR-39 Radar Detector Indicator and Control .22-7
PART IX - FLIGHT CREW COORDINATION

CHAPTER 23 - CREWMEMBER RESPONSIBILITIES

CHAPTER 24 - MISSION COORDINATION

PART X - NATOPS EVALUATION

CHAPTER 25 - NATOPS GROUND AND FLIGHT EVALUATION

Figure 25-l. NATOPS Evaluation Report . .25-S
Figure 25-2. Pilot/NFO Flight Log Book Entry .25-6
PART Xl - PERFORMANCE DATA

CHAPTER 26 - TAKEOFF
Figure 26-1. Maximum Gross Weight for Hovering.. . .26-3
Figure 26-2. Indicated Torque Required to Hover.. . . .. . . .26-7
CHAPTER 27 CLIMB
Figure 27-l. Climb Performance - Two-Engine Operation at Intermediate Rated
Power - All Configurations - 100 Percent RPM .27-3
Figure 27-2. Service Ceiling - Two-Engine Operation at Maximum Continuous Power
- All Configurations - 100 Percent RPM.. .27-7
CHAPTER 26 - CRUISE

36 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page
NO.

Figure 2% 1. Cruise Performance..................................................................28- 3

Figure 28-2. Time and Range Versus Fuel - 100 Percent Rotor Rpm ........................... 28-27
Figure 28-3. Nautical Miles Per Pound of Fuel - 100 Percent Rotor Rpm ....................... 28-29
Figure 28-4. Optimum Cruise Altitude - Long-Range Cruise Speed -Two-Engine
Operation - 100 Percent Rotor Rpm .............................................. 28-31
CHAPTER 29 - EMERGENCY OPERATION
Figure 29- 1. Single-Engine Maximum Gross Weight for Hovering ................................ .29-2
Figure 29-2. Single-Engine Climb Performance - 29-Minute Power - All
Configurations - 100 Percent Rotor Rpm - 65 KIAS .............................. .29-4
Figure 29-3. Single-Engine Service Ceiling - 29-Minute Power - All Configurations
- 100 Percent Rotor Rpm - 65 KIAS ............................................. .29-5
Figure 29-4. Ability to Maintain Flight on One Engine - 100 Percent Rotor Rpm ................ .29-7
Figure 29-5. Minimum Airspeed for Flight With One Engine - Sea Level - Out of
Ground Effect - 29-Minute Power - All Configurations - 100 Percent
Rotor Rpm ......................................................................... .29-9
CHAPTER 30 - SPECIAL CHARTS
Figure 30- 1. Density Altitude .................................................................... .30-3
Figure 30-2. Temperature Conversion ............................................................ .30-5
Figure 30-3. Shaft Horsepower Versus Torque - 100 Percent Rotor Rpm ........................ .30-7
Figure 30-4. Airspeed Calibration - All Configurations .......................................... .30-9
Figure 30-5. Autorotation - 100 Percent Rotor Rpm - Power Off. ............................. 30-l 1
Figure 30-6. Radius of Turn at Constant Airspeed - 100 Percent Rotor Rpm .................... 30-13
Figure 30-7. Arresting Turn Hover Capability - 100 Percent Rotor Rpm ........................ 30-15
CHAPTER 31 - NONMINIMUM SPECIFICATION ENGINE
Figure 31-1. Critical Altitude .................................................................... .31-3
Figure 31-2. Performance Loss Because of Deteriorated Engine ................................... .31-5
Figure 31-3. Climb Performance Deterioration - Maximum Loss for Less Than
Minimum Specification Engine at Critical Altitude - Twin-Engine
Operation - 31-Minute Power ...................................................... .31-7
Figure 3 l-4. Cruise Speed Deterioration - Maximum Loss for Less Than Minimum
Specification Engine at Critical Altitude - Twin-Engine Operation .................. .31-9

37 ORIGINAL
 NAVAIR Ol-HlAAC-1

LIST OF ABBREVIATIONS AND

ACRONYMS
A BSX Roll calibration input

AAU Aural alerting unit BSY Pitch calibration input

ACM Air combat maneuvering BSZ Yaw calibration input

ACQ Acquisition C

ADF Automatic direction finder CAM Camera

ADI Attitude direction indicator CCD Charge-coupled device

ADL Armament datum line CCM Counter-countermeasures

AGL Above ground level ccs Cockpit control system

Al Airborne intercept ecu Cockpit control unit

AJ Anti-jam CCUP Cockpit control unit panel
ALT Alternate CDCP Countermeasures dispenser control
panel
AM Amplitude modulated
CDS Control display subsystem
ANVIS Aviators Night Vision Imaging
HUD System Head-Up Display Control display unit
CDU
APU Auxiliary power unit Circular error probability
CEP
AS Anti-spoofing
ccl Center of gravity
ATTK Attack
CKPT Checkpoint
AUT Auto
CM Canopy Mod
AZ Azimuth
CM (THCDP screen) missile counter-
B countermeasure features turned on

BC I553 Bus controller CMD Command

BDHI Bearing, distance, heading indicator CNU Communication/navigation upgrade

BF (THCDP key) Varies intensity of CONST Constraints

battle flags
CPS Cycles per second
BF (THCDP screen) Missile has failed
BIT CPU Central processor unit

BIT Built-in test CRS Canopy removal system

BRC Base recovery course CRS Course

BRST Boresight CRT Cathode ray tube

BRT Bright csc Communication system control

38 ORIGINAL
 NAVAIR 01 -Hl AAC-1

CSP Commence searchpoint F

CIJ Control unit FAA Federal Aviation Administration

cv Crypto-variables FAE Fuel air explosive

FAM Familiarization
cw Continuous wave
FE6 FLIR electronic box
D
FFSP Full function signal processor
D Down
FLIR Forward looking infrared
DA Drift angle
FM Figure of merit
DCVM Direct current voltmeter
FM Frequency modulated
DES (MID/CRT display) Designation
FMT Frequency managed training net
DF Direction finder (LHG switch) FLIR manual/auto
FOC
focus
DH Decision height
FOD Foreign object damage
DIR Direct-to
FOR Field of regard
DIS Distance
FOV Field of view
DISP Display
FPLN Flight plan
DNS Doppler navigation system
f PS Feet per second
DTD Data transfer device
G
DVO Direct view optics Glide angle indicator light
GAIL
E Ground controlled approach
GCA
ECCM Electronic counter-countermeasures GCA Gyro compass align
ECS Environmental control system GHS Gunner helmet sight
ECU Environmental control unit; GIC Gunner in control
Electronic control unit
GMT Greenwich mean time
EECU Engine electrical control unit
GND Ground
EGI Embedded global positioning system/
GNR Gunner
inertial navigation system
GPS Global positioning system
EIA Electronic interface assembly
GS Ground speed
EPS Electronic power supply
GUV Group unique variable
ERF ECCM remote fill
H
ETA Estimated time of arrival
HELLFIRE Helibome-launched fire and forget
EXP Expanding (also a trade name)

39 ORIGINAL
 NAVAIR Ol-HlAAC-1

HDU Helmet display unit kt Knot (speed)

HF HELLFIRE ktS Knots (speed)

HF (THCDP screen) Hangfire

HIGE Hover in ground effect L Left

HML HELLFIRE missile launcher LCP Laser code panel

HMS HELLFIRE missile system LDS Load demand spindle

HMU Hydromechanical unit LDRS Laser designating and ranging

system
HOGE Hover out of ground effect
LHG Left-hand grip
HPCP HELLFIRE pilot control panel
UL Latitude/longitude
HQ HAVEQUICK
LOAL Lock-on after launch
HS Helmet sight
LOBL Lock-on before launch
HSS Helmet sight subsystem
LOS Line of sight
HUD Head-up display
LRA Line replaceable assemblies
HVPS High voltage power supply
LRF (LHG switch) Laser rangefinding
I
LRP Laser range panel
ICS Intercommunication set
LRU Line replaceable units
ICU Interface control unit
LS Line select
IDX Index
LSE Landing signalman enlisted
IFA In-flight alignment
LSR (THCDP key) Cycles the laser mode
IFF Identification friend or foe
LST Last
IGE In ground effect
M
IMA In-motion align
MAN Manual
IMC Instrument meteorological conditions
MCA Missile command amplifier
INLC Interlock
MDL Mission data loader
INS Inertial navigation system
MF (THCDP screen) Missile has failed
IR Infrared (other than BIT)
ISA International standard atmosphere MFD Multifunction display
J MGT Measured gas temperature
K mi Statute miles
km Kilometers MOAT Missile on aircraft test

kn Knot (speed) MRTU Multiplex remote terminal unit

40 ORIGINAL
 NAVAIR 01-HlAAC-1

MSL Mean sea level PLT Pilot

MSL Missile PMBR Practice multiple bomb rack
MWOD Multiple word-of-day PNAC Pilot not at the controls
N POR Pilot override
NARCADS Navy armament rocket control and PPS Precision positioning service
delivery system
PPSN Present position
Ng Gas generator speed
PQM Pilot qualified in model
NIU Nitrogen inerting unit
PRE Previous
nmi Nautical mile
PRI Primary
NOE Nap of the Earth
PriFly Primary flight control
NP Constant power turbine speed
PRU Power relay unit
Nr Rotor rpm
PTA Planned time of arrival
NTS Night targeting system
PIT Posh-to-talk
NV Net variable
a
NVG Night vision goggles
R
NVM Non volatile memory
R Right
NXT Next
RALT Radar altitude
0
RCV Receive
OAT Outside air temperature
RDY (THCDP screen) Ready
ODA Optical display assembly
RF time Radio frequency time
ODV Overspeedand drain valve
RFTDL Range finder target designator laser
OEI One engine inoperative
RIP (THCDP screen) Ripple launch
OFT Operational flight trainer sequenceselected
OGE Out of ground effect RIPL Ripple
ORT Optical relay tube RHE Remote HELLFIRE electronics
P RLG Ring-Laser gyro
PAC Pilot at the controls RMI Radio magnetic indicator

PAS Power available spindle vm Revolutions per minute

PEB Processor electronics box RT Receiver/transmitter

PHS Pilot helmet sight RTCL Reticle (TSU)

PIG Pilot in control RTE Route
PIM Position and intended movement RTN Return
41 ORIGINAL
 NAVAIR 01-HlAAC-1

S TMS TOW missile system

SA Selective availability TNS Tactical navigation system

SAM Surface-to-au missile TOD Time-of-day

SAR Search and rescue TOW Tube-launched, optically tracked,

wire guided
SBA Shipboard alignment

Stabilizer control amplifier TR (MFDICRT display) TOW/GUN

SCA
trigger pull
SCAS Stability and control augmentation
system TRANSEC Transmission security variable

SCP Store control panel TRK Track

SECU Servo electronic control unit TSU Telescopic sight unit

SEL Select
lTG Time-to-go
SEQ Sequence
lTH (MFDICRT display) Time-to-hit
SF (THCDP screen) Station failed
TVC Television camera
SGSI Stabilized glideslope indicator
TVT TV tracker
SHA Stored heading alignment
U
SHC Sight hand control
UNL (THCDP screen) Unlatched
SINCGARS Single channel ground and airborne
radio system
UTC Universal time coordinated
SPD Speed
UTM Universal transverse mercator
SPS Standard positioning service
V
SSPD Ship speed
VCR Video cassette recorder
SVHS Super VHS
VIDS/MAF Visual information display system/
T maintenance action form
TAS True airspeed
VMC Visual meteorological conditions
TCN TACAN
VOX Voice activated ICS
TERF Terrain flight
vss Vibration suppression system
TGT Target
VSWR Voltage standing wave ratio
THCDP TOW/HELLFIRE control display
panel W
THCDS TOW/HELLFIRE control display
WOD Word-of-day
system

TKE Track error WPT Waypoint

TML TOW missile launcher WRA Weapon replaceable assemblies

42 ORIGINAL
 NAVAIR 01-HlAAC-1

WRDU Wing rocket delivery unit Y

ws Wind speed
2
WST Weapon systems trainer
2 Zulu time
X
XTK Cross track

43 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HIAAC-1

PREFACE
SCOPE NAVAIRTECHSERVFAC, Attn: Code 32, 700
Robbins Avenue, Philadelphia, PA 19111 requesting
The NATOPS flight manual is issued by the assignment of a distribution account number (if
authority of the Chief of Naval Operations and under necessary)and automatic mailing of future issues of
the direction of commander, Naval Air Systems the publications needed.
Command in conjunction with the naval air training
and operating proceduresstandardization(NATOPS) Note
program. This manual contains information on all
aircraft systems, performance data, and operating The ADRL floppy disk can be used only
procedures required for safe and effective to place an activity on the mailing list for
operations.However, it is not a substitute for sound automatic distribution of future issues of
judgement. Compound emergencies, available the publications. It cannot be used to
facilities, adverse weather or terrain, or make one time orders of publications
considerations affecting the lives and property of from current stock. To get publications
others may require modification of the procedures from stock, see One Time Orders above.
contained herein. Read this manual from cover to
cover. It’s your responsibility to have a complete Once an automatic distribution of this or any other
knowledge of its contents. NAVAIR technical publication is established, an
activity must submit an ADRL report on floppy disk
APPLICABLE PUBLICATIONS at least every 12 months to update or confirm their
automatic distribution requirements.
The following applicable publications
complement this manual: Note

NAVAIR 01-HlAAC-1B (NATOPS Pilot’s/ Activities that have not submitted an

Copilot’s Pocket Checklist) ADRL report on floppy disk for more
than 12 months may be dropped from
NAVAIR 01-HlAAC-IF (NATOPS Functional distribution of all NAVAIR technical
Checkflight Checklist) publications.

HOW TO GET COPIES UPDATING THE MANUAL

To ensure that the manual contains the latest

One Time Orders procedures and information, NATOPS review
If this publication is neededon a one time basis conferencesare held in accordancewith the current
(without future updates), order it from stock by OPNAVINST 3710.7.
sending an electronic DD 1348 requisition in
accordancewith NPFC Publication 2002. CHANGE RECOMMENDATIONS

Automatic Distribution (With Updates) Recommended changes to this manual or other

NATOPS publications may be submitted by anyone
This publication and changes to it are in accordancewith the current OPNAVINST 3710.7.
automatically sent to activities that are established
on the Automatic Distribution Requirements List Routine change recommendations are submitted
(ADRL) maintained by Naval Air Technical directly to the mode1 manager on OPNAV 3710/6
Services Facility (NAVAIRTECHSERVFAC), (4-90) shown on the next page. The address of the
Philadelphia, PA. If there is a continuing need for model managerof this aircraft is:
this publication, each activity’s Central Technical Commanding Officer
Publication Librarian must send a revised ADRL HMT-303, MAG-39, MCAS
report on floppy disk to NAVAIRTECHSERVFAC.
If an activity does not have a library, then send a Camp Pendleton, CA 92055
letter to the Commanding Officer, (Attention: NATOPS)
45 ORIGINAL
 NAVAIR Ol-HlAAC-1

NATOPSKACTICAL CHANGE RECOMMENDATION

OPNAV 371016 (4-90) S/N 0107-LF-009-7900 DATE

TO BE FILLED IN BY ORIGINATOR AND FORWARDED TO MODEL MANAGER

FROM (Originator) Unit

I
TO (Model Manager) Unit
I
Complete Name of Manual/Checklist Revision Date Change Date Section/Chapter Page Paragraph
I I I I I
Recommendation (be specific)

0 CHECK IF CONTINUED ON BACK

Justification

Signature Rank Title

Address of Unit or Command

TO BE FILLED IN BY MODEL MANAGER (Return to Oriqinaforj

FROM DATE

TO

REFERENCE
(a) Your Change Recommendation Dated

0 Your change recommendation dated is acknowledged. It will be held for action Of the

review conference planned for to be held at

0 Your change recommendation is reclassified URGENT and forwarded for apprOVal to

by my DTG

IS/ MODEL MANAGER AIRCRAFT

46 ORIGINAL
 NAVAIR Ol-HlAAC-1

Change recommendations of an URGENT nature

(safety of flight, etc.) should be submitted directly to
the NATOPS advisory group member in the chain of
command by priority message. An operating procedure, practice, or
condition, etc., that may result in damage
YOUR RESPONSIBILITY to equipment if not carefully observed or
followed.
NATOPS flight manuals are kept current through Note
an active manual change program. Any corrections,
additions, or constructive suggestions for An operating procedure, practice, or
improvement of its content should be submitted by condition, etc., that is essential to
routine or urgent change recommendations, as emphasize.
appropriate, at once. WORDING
NATOPS FLIGHT MANUAL INTERIM The concept of word usage and intended meaning
CHANGES that has been adhered to in preparing this manual is
as follows:
Flight manual interim changes are changes or
“Shall” has been used only when application of
corrections to the NATOPS flight manuals
a procedure is mandatory.
promulgated by CNO or NAVAIRSYSCOM.
Interim changes are issued either as printed pages or “Should” has been used only when application
as a naval message. The interim change summary of a procedure is recommended.
page is provided as record of all interim changes. “May” and “need not” have been used only
Upon receipt of a change or revision, the custodian when application of a procedure is optional.
of the manual should check the updated interim
change summary to ascertain that all outstanding ‘Will” has been used only to indicate futurity,
interim changes have been either incorporated or never to indicate any degree of requirement for
canceled; those not incorporated shall be recorded as application of a procedure.
outstanding in the section provided.

CHANGE SYMBOLS
I
Revised text is indicated by a black vertical line in
either margin of the page, adjacent to the affected
text, like the one printed next to this paragraph. The
change symbol identifies the addition of either new
information, a changed procedure, the corrections of
an error, or a rephasing of the previous material.

WARNINGS, CAUTIONS, AND NOTES

The following definitions apply to

“WARNING,” “CAUTIONS,” and “Notes” found
throughout the manual.

An operating procedure, practice, or

condition, etc., that may result in injury or
death if not carefully observed or
followed.

47 ORIGINAL
 NAVAIR Ol-HlAAC-1

AH-l W

48 ORIGINAL
 NAVAIR Ol-HlAAC-1

PART I

The Helicopter
Chapter 1 - Helicopter and Engines

Chapter 2 - Systems

Chapter 3 - Service and Handling

Chapter 4 - Operating Limitations

49 (Reverse Blank) ORIGINAL

 NAVAIR 01-Hl AAC-1

CHAPTER 1

Helicopter and Engines

1.1 HELICOPTER 1.4 MISSIONS
The AH-1W helicopter is an armed, tactical The primary mission is that of an armed, tactical
helicopter manufacturedby Bell Helicopter Textron. helicopter, capable of search and target acquisition;
Tandem seating is provided for a pilot and copilot/ laser designation and rangefinding; low-altitude,
gunner. high-speed flight; multiple weapon fire support;
reconnaissanceby fire; and assault support escort.
m Identifies the Canopy Mod helicopter Mission profiles cover the air-to-ground and air-to-
:onfieuration. This includes a new ‘canoov
Y
air environment. The helicopter is capable of
:onfiguration, copilot/gunner control display u&i, performing these missions from prepared or
md night targeting system. unpreparedareas during day or night conditions.
Note 1.5 TAKEOFF GROSS WEIGHT
Canopy Mod configured helicopters may The maximum gross weight for takeoff is 14,750
have an older style TSU instead of the pounds.
night targeting system.
H Identifies the Basic Model helicopter 1.6 HELICOPTER ARRANGEMENT
:onfiguration without canopy modification. 1. General Arrangement (Figure l-1)
m Identifies Communication/Navigation 2. Principal Dimensions (Figure 1-2)
Upgrade (CommlNav Upgrade) which includes
nodifications to hardware and software of Canopy 3. Pilot Station (Figure l-3)
Mod helicopters. 4. Copilot/Gunner Station (Figure l-4)
m Identifies an aircraft with the Night
Iargeting System installed.
m Identifies an aircraft with the Tactical
Navigation System installed.
Data pertaining to the Basic Model (II and
Zomm/Nav Upgrade m has been included
wherenecessary.Refer to chapter 19 and chapter 20
[or further explanation of communications and
navigation equipment. These deviations will be
identified by their effectivity codes.

1.2 ENGINES
Two General Electric T700-GE-401, turboshaft
engines are installed. Each engine is rated
(uninstalled) at 1,690 shp (intermediate power).

1.3 SPEED RANGE

The speed range of this helicopter in a clean
configuration is 0 to 190 knots, based on standard
day conditions at sea level.
l-l
 17

1. Hydraulic system 1 compartment 12. Utility hydraulics, main engine fire extinguisher
2. Maln rotor hub and blades 13. Pltot tube
3. IR jammer 14. Wing pylon
4. intermediate gearbox 15. ECU, rotor brake and hydraulic system 2 compartment
5. Tall rotor hub and blade 16. Pilot station
6. Tail rotor gearbox 17. Left battery compartment
7. Tall skid 16. Access door
8. Elevator 19. 20 mm gun turret
9. Afl evlonics compartment 20. CoplloWgunner statlon
10. Engine compartment 21. Telescopic sight unit
il. External power receptacle 22. Wire strike deflectors

Figure l-l. General Arrangement (Sheet 1 of 2)

1-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

23

23 24 23 23. Wire strike cutters

24. Vibration suppressor assembly
25. 20 mm ammunltion compartment
26. Right battery compartment
27. Gravity fill fuel port
26. Pressure fueling receptacle
29. Oil cooler (transmlssio6/comblnlng gearbox)
and reserve engine fire extinguisher
30. Aft electrical compartment/antitorque
hydraulic actuator
31. Combining gearboxltransmiselon compartment

26

Figure l-l. General Arrangement (Sheet 2 of 2)

1-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

I
QFT4IN
1FTlIN

Figure l-2. Principal Dimensions

1-4 ORIGINAL
 NAVAIR 01 -Hl AAC-1

LASER on UQHT
APR-39 RADAR INDICATOR
AIN9 COCKPIT
CONTROL UNIT ALE-39 COCKPIT CONTROL
UNIT

HELLFIRE PILOT LASER ARM UGHT

CONTROL PANEL

MSL DEICE SWITCH

GEARBOX CHIP INDICATOR
ARMAMENT
CONTROL PANEL ARMAMENT CONTROL PANEL

\
STORE CONTROL PANEL

\
APR-39 RAYAR DETECTOR

Figure l-3. Pilot Station (Sheet 1 of 2)

NOTE: For Basic Model [II and Comm Nav Upgrade m configurations refer to FO-1 and FO-3.
l-5 ORIGINA rL
 NAVAIR Ol-HlAAC-1

VIBRATION SUPPRESSION
SYSTEM SWITCH

W/Al WARNING LIGHT

TURRET STOW LIGHT

MISCELLANEOUS
CONTROL PANEL--.,
ADVISORY PANEL

IFF TRANSPONDER

CONTROL PANEL m/m

N ADF RADIO

ANVIS HUD
CONTROL UNIT

RAIN RMWPlTOT HTR/ECU

COLLECTIVE STICK -/ I /
LIGHTS
CONTROL PANEL

DC ClRCUlT
BREAKERPANEL
SYSTEM HANDLE

Figure l-3. Pilot Station (Sheet 2 of 2)

NOTE: For Basic Model n and Comm Nav Upgradem configurations refer to FO-1 and FO-3.
1-6 ORIGINAL
 NAVAIR 01-HlAAC-1

STANDBY COMPASS
USER RANGE
PANEL
MUL,lFUNC”ON

$X)$lTlOL DISPLAY TELESCOPIC SIGHT UNIT

---L

LEFl HAND GRIP

i%6iV PANEL.-
$&\ - SIGHT HAND CONTROL

CONTROL PANEL

LeEFioy$i mA&, \,- CYCLIC STICK

CONTROL UNIT PAN

MISCELLANEOUS
CONTROL PANEL

!zwrrCH ALE-39
CANOPY REMOVAL SVSTEM HANDLE

ANvlS HUD CONTROL UNIT

Figure 1-4. Copilot/Gunner Station

l-7 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

CHAPTER 2

Systems
2.1 POWERPLANT SYSTEMS drive gearbox to the fuel filter. Filtered fuel then
flows to the HMU.
The powerplant system includes two turboshaft
engines, engine-driven accessories, air induction Fuel from the HMU high-pressure pump passes
system, exhaust system, cooling system, lubricating through an external hose to the gearbox. From there
system, fuel system, starting system, and engine it passesthrough the oil cooler and enters the ODV
controls. through passagesin the gearbox.
The ODV sends fuel through the ODV manifold
2.1.1 Engines. The l700-GE-401 engines (Figure and the main fuel manifold to the fuel injectors for
2-l) are front drive, turboshaft engines of modular starting, acceleration, and all other engine operating
construction. Each engine is composed of a conditions. The ODV also controls Np overspeed.
combination axial/centrifugal six-stage compressor, The Np overspeedsystem receivesan Np signal from
an annular combustor with central fuel injectors, and the torque and overspeedsensor.When Np exceeds
a two-stage power turbine. A coaxial driveshaft 25,000 rpm (125 percent), the EECU sends a signal
extends from the power turbine forward through the to the ODV solenoid that shuts off fuel flow and
two-stagegas generatorturbine and compressor.The reduces Np. When Np drops below 25,000 rpm, the
driveshaft is connected by a splined joint to the EECU cuts the power to the ODV solenoid to restore
engine output shaft. The compressor has stage 1 and
stage 2 variable vanes in the casing, inlet guide fuel flow to the engine and the ignition system is
vanes in the mainframe, three actuating rings (one activated for automatic relight.
for each stage), and a starting bleed air valve to aid
in efficient engine operation throughout the entire 2.1.2.2 Engine Fuel System Controls. Engine
operating range. An integral air inlet particle functioning is automatically controlled through the
separatorprotects the engine from the ingestion of normal operating range by the EECU and HMU.
sand and dust. Each engine incorporates fittings and Direct mechanical control inputs to the HMU are
a water wash spray ring for compressor cleaning. accomplished by the pilot and copilot/gunner using
rotating throttles on the collective sticks. The PAS
2.1.2 Engine Fuel Control System. The fuel provides inputs to the HMU for setting permissible
system of the T700-GE-401 engine consists of the Ng speeds. An HMU LDS is mechanically
main fuel manifold, fuel injectors, suction fuel boost connected to the collective stick. This spindle senses
pump, HMU, and fuel filter. The fuel system power requirements established by collective stick
operates in conjunction with the EECU to provide positioning and adjusts fuel flow through the HMU
proper fuel flow to the engine during starting, to reduce N, transient droop when collective is
acceleration, deceleration, and steady-state increased. Transient droop compensation is further
operation. This maintains constant power turbine enhanced by a collective anticipator control motion
speed (N ) and provides loadsharing between transducer incorporated in the collective control
engines. %he HMU also has an actuator that system. The collective anticipator provides an
positions the variable stator, inlet guide vanes, and electrical signal to the EECU that correspondswith
the anti-icing bleed and start valve according to a the collective position. The EECU processes the
predetermined schedule. signal to increasepower basedon the collective rate
of change at low-power conditions (up to 9 percent
2.1.2.1 Engine Fuel System Flow. Fuel enters indicated engine torque). This feature helps
the engine at the low-pressure suction boost pump minimize rotor droop during rapid collective
and then flows through passages in the accessory increases.
2-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

.-.
ump oil scavenge tube
I. Torauelovenpeed
senior
Np speed sensor i
C-Sump oil supply tube
Fuel pressure 2! 29
switch
Fuel filter I/ 1

25-
kn&in.ingeblccd and
Fuel filter bypass
*“SO,
Oil level right gauge
Fuel boost pump
Oil filter bowl
$i;f;,er bypass
Altematorstator
Oil preswre
transmitter
gtel&eratun
Fuel control
actuator, IDS
Fuel control
8ctuaor. PAS

Figure 2-l. Engine Assembly

2-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

Note Control for the heated bellmouth and engine anti-ice

bleed air valve is provided by the ANTI-ICE ENG 1
A shear pin is incorporated in the LDS and ENG 2 switches on the pilot engine control
linkage connection to the collective
linkage. In case of a bind in the LDS panel (Figure 2-2). A 6-second time delay relay is
incorporated in the ANTI-ICE ENG 2 switching
linkage, the pin can be shearedto prevent
binding of the collective control. circuit to prevent engine oscillations that occur when
the anti-ice bleed air valves open simultaneously.
2.1.2.3 Engine Electrical Control Unit Two advisory lights (Figure 2-3) labeled ANTI-ICE
Lockout. An EECU lockout feature is incorporated ON illuminate when the ANTI-ICE switch is set to
in the fuel control system to enable the pilot to ON and the bleed air valve has opened.Two caution
disable the EECU and manually control engine Np lights labeled INLET ANTI-ICE illuminate if a
with the throttle. EECU lockout is achieved by malfunction occurs in the heated bellmouth system
selecting ENG 1 or ENG 2 with the IDLE-STOP- (inlet heater selected but not heating properly).
REL switch and rotating the throttle past the normal Circuit protection is provided by the ENG No. 1 and
full-open position to the mechanical linkage stop ENG No. 2 ANTI-ICE and INLET HTR CONT/
momentarily, and then rapidly retarding it to PWR dc circuit breakers (Figure 2-2).
establish desired torque, MGT, or Np
Note
2.1.2.4 Engine Governor Control. The pilot The anti-ice bleed air valve is electrically
engine governor control panel (Figure 2-2) contains held in the closed position when the
two rotating-wheel-type switches for adjusting ANTI-ICE switch is set to OFF; therefore,
engine N to be maintained by the EECU. The if 2%vdc power is lost or the ANTI-ICE
ENGINE fiPM wheel selectsthe governor setting for
both engines simultaneously in the range of 97 +0.5 circuit breakers are pulled/popped out,
I to 103 +0.5 percent. The ENG 2 TRIM wheel engine anti-icing bleed air heat will be on.
provides a secondary governor adjustment for the
No. 2 engine to facilitate manual adjustment of 2.1.5 Engine Start System. The engine starting
loadsharing. This enables the pilot to synchronize system consists of one starter for each engine, two
engine torque when the EECU torque sharing batteries, and a three-position engine start switch
tolerance permits a torque split. located on the pilot collective switch box. The
switch (Figure 2-2) is labeled START ENG 1 and
2.1.3 Air Induction System. Air enters the ENG 2. When set to either position, the starter and
engine compartment through intake ducts located on ignition circuits for the respective engine are
each side of the transmission cowling. Bellmouth activated. However, the ignition circuit will not be
assemblies connect the engines to the intake ducts. activated unlessthe ENGINE WASH switch is in the
Air entersthe engine from the bellmouth through the NORMAL start position (cover down) and the
engine swirl frame. Swirl vanes create a rotating or respective engine ENG FUEL switch is ON. The
swirling motion of the incoming air. This action START switch is magnetically held in the desired
separatesforeign particles from the incoming air by position and automatically resets to the center
centrifugal action. These particles are then drawn by position upon completion of the start cycle. With the
a blower and exhausted through a discharge duct. START switch engaged,the battery start time-delay
The clean air that remains after particle separation is relay connectsthe batteries in series after 6 seconds
carried to the deswirl vanes, which straighten the to provide 48 volts to the selected engine starter.
flow of air before it enters the compressor. After the starter drops out or the START switch is
disengaged,the circuit reverts to parallel. Power to
2.1.4 Engine Anti-ice System. The anti-icing the switch is supplied by the 28-vdc bus, and circuit
system prevents ice formation in the flowpath of protection is provided by the ENG NO. 1 and ENG
engine inlet air. Engine anti-icing is provided by an NO. 2 START circuit breakers.
electrically heated bellmouth, installed between each
engine and the intake ducts, and hot axial The engine wash switch (Figure 2-2) is used to
compressor discharge bleed air flowing through the disable fuel and ignition electrical circuits during
swirl and inlet guide vanes. In addition, hot engine wash cycles. In WASH position thesecircuits
scavengeoil flowing through internal passagesin the are disabled so wash procedures are efficient and
scroll vanes provides continuous engine anti-icing. damage to engine components will not occur.
2-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

LOOKING DOWN
ON LH CONSOLE
LOCATED IN Am ELECTRICAL
COMPARTMENT

Figure 2-2. Engine Controls

2-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

LUBE SUPPLY
TEYPERbTIIR(E
SCAVENGE ..__. - . . . ._..
LUBE & SCP
mII”D-

l- RESERVOIR
A
L RESERVOIR
LINLET SCREEN
AND DRAIN

LEGEND

SUPPLY
+lz222z
SCAVENGE ; ,, ,: ‘:,,’ ,i’

FUEL mAA-a&L_

GRAWIYORA’N m

ELECTRICAL

Figure 2-3. Engine Oil

2-5 ORIGINAL
 NAVAIR 01-HlAAC-1

NORM START is the position for engine start or sensing circuits on the selected engine. Pressing
IU”. TEST A and TEST B switches separatelywith Np at
100 percent enables this check. A decrease in Ng
Note when either TEST A or TEST B switch is pressed
indicates a malfunction in the opposite sensing
Ignition circuit will not be activated circuit.
unless the engine WASH switch is in the
NORM START position. l .,...~.....w,,

CAUTION
2.1.6 Engine Ignition System. The ignition I .... ........... ..I
system is an ac-powered, capacitor-discharge When a circuit malfunctions during a
system. The system includes a dual exciter unit, check, it simulates an engine overspeed
mounted on the right side, and two igniter plugs. condition and activates the ODV. Release
During start, the ignition circuit is interfaced with the test switch immediately and shut
the starting system and deenergized at the starter down the engine.
dropout speed.
2.1.7.2 Overspeed System Check. The
2.1.7 Overspeed Protection System. The overspeed system check tests the operation of the
overspeed protection system protects the power automatic relight feature on the selectedengine. The
turbine from destructive overspeed. The system test is performed by pressing TEST A and TEST B
includes a manual test feature. This feature allows switches simultaneously with N at 100 percent.
the pilot to check system operation. Pressing the switches rescheduPes the overspeed
A solenoid operated ODV, two EECU overspeed sensor trip settings between 94.75 and 97.25 percent
sensors, and an automatic relight feature for each Np. Holding the switches for 1 second should be
engine provides overspeed protection. The sensors enough time to cause the ODV to stop fuel flow to
trip between 123.75 and 126.25 percent N When the selected engine. A properly operating overspeed
Np exceedsthe trip setting on both sensors,ti e ODV protection system is indicated by a decreasein Ng.
will stop fuel to the engine. Fuel flow will occur
when Np decreasesbelow the sensor trip setting. .*.....IIII
CAUTION
I rm w... 8ww... I
Note
Holding the test switches in longer than
The overspeed protection system will necessaryto observe an Ng decreasecan
cycle around the trip setting until Np is cause an overtemperature condition
brought under control. during relight.
The overspeed test feature has an engine select Fuel flow should resume and automatic relight
switch and two test switches. The switches are should occur when one or both switches are
located on the engine control panel (Figure 2-2). The released.A failure to relight indicates a malfunction
test switches are used to perform sensing circuit of the automatic relight feature.
check and overspeedsystem check.
Occasionally during the Np overspeed test, an .w......s.......
engine may not relight immediately and the Ng rolls CAUTION
back to a sub-idle (less than 67 percent) condition. If I . . . ..*....w..... I
the engine then relights, recovery back to the pretest A rapidly decreasing Ng during relight
Ng,speed will be slower because of lack of starter may result in an overtemperature
asstst. In the event the engine does not relight or condition. If an overtemperaturecondition
relights below normal ground idle speed, an engine appears possible, shut down the engine
shutdown may be necessary to prevent exceeding and restart it.
MGT limits. If this action is required, restart the
engine and continue operational checks. It is not 2.1.6 Engine Oil System. Lubrication of the
necessary to repeat the overspeedtest. engine is accomplished through a self-contained,
recirculating, dry sump system (Figure 2-3). The
2.1.7.1 Sensing Circuit Check. The sensing integral oil tank is serviced on the right side of the
circuit check tests the operation of individual engine. An oil-level sight gauge is located on both
2-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

sides of the oil tank. The oil is circulated through the 2.1 .lO Engine Instruments and Indicators.
system by a gerotor type pump. The oil from the
pump is passed through a 3-micron filter that 2.1.10.1 Torquemeter. The torquemeter (Figure
contains an impending bypass indicator button and 2-4) indicates the percentage of torque that each
engine is providing and the amount of combined
an electrical bypass sensor to provide cockpit torque being supplied to the transmission. The gauge
indication of filter bypass. An oil scavenge system is powered by the 28-vdc essential bus, and the
removes oil from the sumps and returns it to the oil circuit is protected by the ENG NO. 1 and ENG NO.
tank. The fuel-oil cooler and a chip detector are 2 INSTR circuit breakers.
located in the oil return flow path. The fuel-oil
cooler is a tube-in-shell heat exchanger attached 2.1.10.2 Measured Gas Temperature
adjacent to the fuel boost pump on the forward side Indicators. An MGT gauge (Figure 2-4) is
of the accessory gearbox. Fuel is used as the oil supplied for each engine. The gauge indicates the
coolant. Inside the cooler, fuel flows through tubes temperature in degrees Celsius (“C) of gas entering
while oil flows over the tubes. Additional air cooling the power turbine. Power for the gauges is supplied
by the 28-vdc essential bus, and circuit protection is
of the oil occurs as oil flows through the scroll vanes provided by the ENG NO. 1 and ENG NO. 2 INSTR
en route to the oil tank. The chip detector installed in circuit breakers.
the accessorygearbox magnetically attracts ferrous
materials in the returning oil. When sufficient 2.1.10.3 Engine and Rotor Tachometer. The
material has been attracted to bridge the conductor, engine and rotor triple tachometer (Figure 2-4) has
an electrical circuit is completed and the applicable two pointers on the outer scale (one for each engine)
caution light (ENG 1 CHIP or ENG 2 CHIP) is to indicate percent of Np (ENG RPM) and a single
illuminated. Oil temperature and pressure sensing pointer on the inner scale to mdtcate percent of rotor
devices provide indications to the ENG OIL gauge (RTR) ‘pm (Nr). Normal operation is indicated when
and the caution advisory panel. all three pointers are in synchronization. Power for
the indicators is provided by the 28-vdc essential
bus, and the circuit is protected by the ENG NO. 1
2.1.9 Engine Electrical System. Electrical and ENG NO. 2 INSTR circuit breakers.
power to all engine electrical componentsis supplied
by an alternator installed on the forward face, right 2.1.10.4 Gas Producer Tachometer. Two gas
side, of the accessory gearbox. This alternator producer (NG) tachometers(Figure 2-4) are installed
supplies primary ac power to the ignition system, in the pilot instrument panel and labeled ENG 1 and
EECU, and engine history recorder. In the event of ENG 2 GAS PROD. The instruments receive Ng 1
alternator failure, the helicopter inverter speed signals from the engine alternators. The
automatically supplies electrical power to provide tachometer indicates percent of gas producer (N )
Np o,verspeedprotection only (all other electrical ‘pm. The NG tachometers are powered by the 2if -
vdc essential bus and protected by the ENG NO. 1
functtons are inoperative). This system is protected and ENG NO. 2 INSTR circuit breakers.
by circuit breakers in the pilot ac circuit breaker
panel (Figure 2-2) labeled A/C ENG 1 and ENG 2. Note
The EECU is a solid-state device that processes The No. 1 and 2 GAS PROD instruments
inputs from the alternator, MGT thermocouples, Np are no longer installed in the conilotl I
and torque sensors,collective anticipator, Nr sensor, gunner instrument panel on’ m
and the HMU. Outputs from the EECU provide helicopters. I
signals to the MGT engine ‘pm (Np) and engine
torque instruments and indicators; provide 2.1.10.5 Engine Oil Temperature and
temperature limiting by controlling fuel flow; Pressure Indicators. Two engine oil temperature
and pressureindicators (Figure 2-4) are installed in
accomplish engine loadsharing and torque limiting; the pilot instrument panel. These indicators are
and permit variation of Np rpm between 97 %I.5 and labeled ENG OIL. There is a dual instrument for
103 ~tO.5 percent. The EECU limits steady-state each engine. The pressure indicators (P) receive
MGT between 902.5 and 917.5 “C and steady-state signals from pressure transmitters located on the
engine torque between 102 and 108 percent. The front face of each engine accessory gearbox. The
nominal setting is 910 “C and 105 percent, temperature indicators (T) receive signals from a
respectively. Additionally, the EECU provides temperature sensoralso located on the front face of
signals to the history recorder for maintenance each engine accessory gearbox. The pressure is
purposes. indicated in psi and temperature is indicated in “C.
2-7 ORIGINAL
 NAVAIR 01-HlAAC-1

Figure 2-4. Engine Instruments and Indicators

2-a ORIGINAL
 NAVAIR Ol-HlAAC-1

The pressure indicators are powered by 26 vat and The main rotor control system consists of a
protected by the OIL PRESS ENG circuit breaker. swashplatemounted on a spherical surface for cyclic
The temperature indicators are powered by the 28- input, a sleeve for collective input, and scissor levers
vdc essential bus and protected by the ENG NO. 1 mounted on the sleeve assembly hub for mixing
and ENG NO. 2 INSTR circuit breakers. these motions. Pitch change links are attached
between each scissor lever and rotor pitch horn for
2.1.10.6 History Recorder. An engine history collective and cyclic control.
recorder (Figure 2-l) is attached to the right side of
each engine. The recorders display four digital 2.2.2 Rotor Brake. The rotor brake (Figure 2-5)
counters. Counter LCF 1 displays the number of is provided for stopping rotation of the main rotor
times engine components have experienced high after engine shutdown and preventing the rotor from
mechanical stress. When the engine exceeds 95 turning during single-engine start. The rotor brake
percent Ng, a count is recorded. An additional count system consists of a rotor brake handle, connecting
will not be recordeduntil Ng drops below 40 percent cable, rotor brake control unit, hydraulic lines,
and then increases to exceed 95 percent. Counter pucks, brake disc, pressure switch, and warning
LCF 2 records the number of times the engine light. The rotor brake handle is located left of the
experiences high thermal stress. This counter pilot collective stick. The rotor brake control unit
advancesby one increment each time Ng exceeds95 mounted forward of the transmission is controlled by
percent.The counter will not advance again until Ng a cable from the rotor brake handle. A brake disc
drops below 86 percent then rises to exceed 95 and pucks are on each side of the main transmission.
percent. The INDEX counter advances when MGT Hydraulic pressure to actuate the rotor brake is
reaches approximately 90 percent of maximum supplied from the No. 2 hydraulic system. If the No.
continuous power. The index number is a function of 2 hydraulic system is not pressurized,the rotor brake
time and temperature.As temperature increases,the may be pressurizedby the hand pump.
counter advances more rapidly. The HOURS To apply the brake with the No. 2 hydraulic
indicator displays engine running time. Running system pressurized, push the detent plunger to
time is not accumulated until engine speed exceeds release the handle from the downlock position and
50 percent N Accumulation stops when speed releasethe detent plunger and pull back on the rotor
drops below 48 percent Ng. brake handle until the desired stopping rate is
obtained. The ROTOR BRAKE light will illuminate
2.2 ROTOR SYSTEM to indicate pressure is being applied to the rotor
brake system. When the rotor has slowed to
2.2.1 Main Rotor. The main rotor is a two-bladed, approximately 10 percent Nr, releasethe rotor brake.
semi-rigid, seesaw-type rotor (Figure 2-5). It is
. . . . ..w.......*.
preconed and underslung to optimize dynamic
stability. The main rotor hub and blade assembly CAUTION
I .88**...,.....,.. I
consists of a blade attachedto each grip and spindle
assembly. The grip and spindle assembly is attached Do not move the rotor brake handle
to a common yoke assembly. beyond the upper detent to stop a turning
rotor.
The grip and spindle assembly is the pitch change
element and consists of oil lubricated roller bearings, Note
elastomeric oil seals, tension torsion straps, strap
pins and fittings, spindle, grip, drag brace, and pitch Brake pressure may be varied by
horn. returning the handle to the full off
position and reapplying. The maximum
The yoke assembly consists of a flex beam yoke braking pressureavailable decreaseswith
with a trunnion and elastomeric bearings mounted in a decrease in hydraulic pressure. Small
the center section to form the flapping axis 90’ to rotor brake handle movements around an
the pitch change axis. intermediate setting may result in erratic
rotor brake response.
A coning restraint assembly mounted on the
underside of the main rotor hub restrains excessive To apply the rotor brake for rotor hold during
flapping during low rotor ‘pm and static conditions. engine start, push the detent plunger and raise the
The assembly is passive during normal operation. handle above the upper detent, then release the
2-Q ORIGINAL
 NAVAIR 01-Hl AAC-1

y 15
DETAIL A

1. Drag brace
2. Blade pin lock
3. Pitch horn
4. Row hub wnnlon
5. Ma,” rotor relnkdng ntd
6. alp maelvolr
‘1. Pitch change link
8. Anddrive llnk
8. Drive Ilnk
10. colleclivs lww
Il. Loll mtw brake
12. Rlghl mtor brake
1,. Swashplate
10. SCIUO~ assembly
IL conhg rmalnt a=mW

Figure 2-5. Main Rotor System

ORIGINAL
Z-10
 NAVAIR 01 -Hl AAC-1

detent plunger. Pump the handle to obtain rotor 2.2.4.2.1 RPM Warning Light. The RPM
brake pressure. The ROTOR BRAKE light will warning light located on the pilot glareshield
illuminate to indicate that pressure is being applied illuminates when rotor rpm increases to 105 &l
to the rotor brake system. Continue pumping after percent or decreasesto 96 kl percent.The light also
the light is illuminated until the handle pressure illuminates when the Ng of either engine decreases
becomes stiff to ensure adequate pressure is to 53 fl percent.
obtained. Refer to paragraph 4.9, ROTOR BRAKE
LIMITATIONS. 2.2.4.2.2 ROTOR BRAKE Warning Light. The
ROTOR BRAKE warning light (Figure 2-6)
To releasethe rotor brake, push the detent plunger illuminates when the rotor brake system is
and place the handle against the lower stop. The pressurized.
rotor is free to start turning when the handle is
moved slightly below the upper detent. 2.2.4.2.3 RPM and Rotor Brake Audio
Warning System. The AAU provides a verbal
2.2.3 Tail Rotor. The tail rotor hub and blade messageto the headsetwhen the RPM or ROTOR
assembly is a two-bladed, semi-rigid rotor with a BRAKE warning lights illuminate. The same signal
skewed flapping axis. It is preconed and underslung that enereizes the warnina lights also activates the
to optimize dynamic stability. AAU. Aidio may be muted by resetting either
MASTER CAUTION light.
The tail rotor hub and blade assembly consists of
blades attached to grip plates by bolts. The grip 2.3 TRANSMISSION SYSTEM
plates are mounted on a common flex beam yoke by
spherical pitch change bearings. A split trunnion is The transmission system transmits power from the
mounted on the yoke center section by needle engines to the main rotor, tail rotor, and accessories.
flapping bearings. The system includes the main rotor transmission
system; a combining gearbox; tail rotor transmission
The tail rotor controls mounted on the tail rotor system; accessory drive pads; speed, temperature,
gearbox and gearbox output shaft transfer pedal and pressure sensors: and associated lubrication
movement to the tail rotor blades to vary the pitch. systems (Figure 2-7).
The control tube extends through the tail rotor
gearbox and is attached to the crosshead. Pitch 2.3.1 Main Rotor Transmission System. This
change links connect the crosshead and pitch horns system consists of main transmission, mast
for pitch changes resulting from pedal movement. assembly, and main input driveshaft (Figure 2-7).
An active counterbalancesystem provides the ability The main transmission is driven by the combining
to fly with hydraulic boost off if the requirement gearbox through the main driveshaft. The
should occur. transmission translates this power to the main rotor
and tail rotor through the main rotor mast and tail
2.2.4 Rotor System Instruments and rotor driveshaft, respectively. The main transmission
Indicators. incorporates drivepads for hydraulic systems No. 1
and No. 2 pumps, rotor brake discs, and the
monopole tachometer sensor.
2.2.4.1 Rotor Tachometer. The rotor tachometer
(Figure 2-6) is the inner scale of the triple 2.3.1.1 Main Transmission Oil System. The
tachometer. A single pointer (RTR RPM) on the transmission oil system is a wet-sump type
inner scale indicates percent of rotor rpm (Nr). consisting of a pressurepump, oil cooler, automatic
Power for the rotor tachometer is provided by the emergency oil cooler bypass valve, pressure relief
28-vdc essential bus. and regulating valves, chip detectors,oil level sight
gauge, and oil filters. Transmission oil pressureand
2.2.4.2 Rotor Warning System. The main rotor oil temperature are displayed on the XMSN OIL
and rotor brake are monitored by switches and gauge and monitored by the XMSN TEMP/PRESS
sensorsthat interface with the warning and caution caution light. The oil cooler bypass valve monitors
system. Warning lights and audio signals are the rate of oil flow to and from the oil cooler circuit.
activated when rotor rpm is high (voice only) or low When the bypass valve detects a flow rate
(voice and tone), or the rotor brake system is differential greater than 1.2 gallons per minute, the
pressurized(Figure 2-6). bypass valve closes and stops oil flow to the oil
2-11 ORIGINAL
 NAVAIR 01-Hl AAC-1

\
ROTOR BRAKE “ANDLE

Figure 2-6. Rotor System Instruments and Indicators

Figure 2-7. Transmission System

2-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

cooler circuit. The difference in flow rates indicates fan. The oil cooler fan motor selection is controlled
a loss of oil from the oil cooler circuit. When the by the OIL COOLER switch on the engine control
bypass valve is closed, the remaining oil is panel.
recirculated within the transmission for flight to a
safe landing area. 2.3.1.3 Oil Cooler Switch. The OIL COOLER
switch is located on the engine control panel (Figure
Note 2-8). This switch selects and controls the oil cooler
fan hydraulic motors; however, the function of the
If air is introduced in the oil cooler circuit switch is inactive until hydraulic pressureis present
when servicing or performing in at least one of the hydraulic systems. The NORM
maintenanceon the lubrication system, oil
switch position selects the utility hydraulic system
cooler bypass can occur upon initial and engages the clutch of the primary hydraulic
helicopter runup. Shut down the motor on the cooling fan. The SEC switch position
helicopter (stop the rotor) to clear the shuts off the primary hydraulic motor by
bypass condition and perform another disengaging the primary clutch and activates the
start. secondary hydraulic motor by engaging the
Oil cooler bypass valve actuation is indicated by secondary clutch. The secondary motor is powered
the XMSN OIL BYP caution light. Five magnetic by hydraulic system No. 2, and the VSS is disabled
electric chip detectors monitor oil in the system. If when the SEC position is selected. The switch
chips are present, the CHIP DETR caution light and circuit is protected by HYDR OIL COOLER UTIL
XMSN segment on the GEARBOX CHIP indicator and SEC circuit breakers.
assembly will illuminate. The chip detectors are the
burnoff type that are activated by pressing the 2.3.2 Combining Gearbox. The combining
illuminated XMSN segment on the GEARBOX gearbox is connectedto the output driveshafts of the
CHIP indicator. A remote chip counter assembly engines. Freewheeling units installed in each input
records each chip detector closure as an aid to drive train allow the combining gearbox to accept
maintenanceand drive system diagnostic operations. power from either engine or both engines. The
The chip counter assembly uses three separate combined power of both engines is transmitted to
counters to record chip detection events of the five the main driveshaft through the combining gearbox
chip detectors (i.e., one for the mast bearing chip at desired rotational speed.The gearbox drives two
detector, one for the two sump chip detectors, and dc generatorsand the utility hydraulic system pump.
one for the two planetary or midsection chip Three burnoff type chip detectors are installed.
detectors). The chip detectors are monitored by the 1, 2, and
SUMP segmentsof the GEARBOX CHIP indicator
Note and CHIP DETR caution light on the caution
Burnoff chip detectors receive an advisory panel. A remote chip counter assembly
electrical pulse when the illuminated records each chip detector closure as an aid to
XMSN segment on the GEARBOX CHIP maintenanceand drive system diagnostic operations,
indicator assembly is pressed. A delay of The oil supply is contained in the gearbox sump
2 secondsis required to allow recharge of and a sight gauge is used to check the level. Oil is
the capacitor for full electrical output circulated under pressurefrom the gear-driven pump
before subsequentbumoff attempts. through internal passagesand an internal screen to
oil jets. Oil from the gearbox passes through an
2.3.1.2 Transmission and Combining Gear- external filter (40 micron) and external lines routed
box Oil Cooler. The oil cooler consists of two to an oil cooler below the engine deck. (Refer to
heat exchangers.Both heat exchangerssharecooling paragraph 2.3.1.2, Transmission and Combining
air supplied by a hydraulic motor-driven fan. The Gearbox Oil Cooler.) Oil returns from the cooler
fan utilizes two redundanthydraulic motors coupled through a second external filter (3 micron) to an oil
to the fan impeller via electromagnetic clutches. port on top of the gearbox.
During normal operation, the primary fan motor is
powered by the utility hydraulic system. If the utility During starts in cool ambient temperatures, a
hydraulic system, primary motor, or clutch is thermostat (bypass) valve will open to bypass the
disabled, the secondaryhydraulic motor, powered by cooler until oil warms, then will close for normal
hydraulic system No. 2, can be actuatedto drive the flow. The oil manifold is equipped with a pressure
ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 2-8. Transmission System Controls and Indicators

2-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

regulating valve and distributes oil through tubes, 2.3.4.2 Transmission Oil Temperature and
internal passages,and jets to lubricate bearings and Pressure Indicator. The transmission oil
gears inside the gearbox. temperatureand oil pressureindicator (Figure 2-8) is
a dual indicator, registering temperature in degrees
Oil temperature and pressure sensing is provided Celsius (“C) and pressure in psi. The indicator is
by a temperaturebulb and a pressuretransmitter. A located in the pilot instrument panel and marked
temperature switch and a pressure switch will light XMSN OIL P/T. The oil pressure indicator is
the C BOX TBMP/PRESS segment on the caution powered by the 26-vat essential bus and protected
advisory panel if limits are exceeded. Oil pressure by the OIL PRESS TRANS circuit breaker. An
and temperature indications are provided by the electrical thermobulb transmits the oil temperature
GRBX OIL gauge. to the indicator. The temperature indicator is
powered by the XMSN OIL TEMP circuit breaker.
2.3.3 Tail Rotor Transmission System. The If oil pressuredrops below safe limits or temperature
tail rotor transmission system consists of shaft limits are exceeded, the XMSN TEMPlPRESS
assemblies, hanger bearing assemblies, flexible caution segment illuminates.
couplings, and gearboxes. Hanger bearings are
installed to support the shaft sections. Grease-packed 2.3.4.3 Combining Gearbox Oil Temperature
couplings are used at the main transmission output and Pressure Indicator. The combining gearbox
drive and on the forward side of the first hanger oil temperatureand pressureindicator (Figure 2-8) is
bearing to accommodate pylon motion and on the a dual indicator, registering temperature in degrees
intermediate gearbox output drive to accommodate Celsius and pressurein psi. The indicator is located
fin deflection. Flexible disc couplings are installed at on the pilot instrument panel and marked GRBX
the remaining hanger bearings, the intermediate OIL P/T. The temperature portion receives
gearbox input quill, and the tail rotor gearbox input indications from an electrical resistancebulb and the
quill to accommodatetailboom deflections. A fan is pressureportion receives its signal from the pressure
mounted on the intermediate gearbox output transmitter. The temperatureportion is powered by
coupling to provide cooling for the gearbox. the 28-vdc essential bus and protected by the ENG
NO. 2 INSTR circuit breaker. The pressureportion
2.3.3.1 Intermediate Gearbox (42”). The is powered by the 28-vdc essential bus and protected
intermediate gearbox located at the base of the by the ENG NO. 1 INSTR circuit breaker. If oil
vertical fin (Figure 2-7) provides a 42” change of pressure drops below safe limits or temperature
direction of the tail rotor driveshaft. The gearboxhas limits are exceeded, the C BOX TEMPlPRESS
a self-contained wet sump oil system. An oil level caution segment illuminates.
sight gauge, filler cap, magnetic electric chip
detector (burnoff type), and temperature/pressure 2.4 FUEL SYSTEM
sensorsare provided.
The fuel system consists of two interconnected,
2.3.3.2 Tail Rotor Gearbox (90”). The tail rotor self-sealing, crashworthy, rubber fuel cells that
gearboxlocated at the top of the vertical fin (Figure provide up to .50-caliber ballistic protection, and the
potential of containing fuel during a severe but
2-7) provides a 90” change of direction of the tail survivable crash impact to reduce the possibility of
rotor driveshaft and reduces the driveshaft input fire. Each cell has a sump, drain valve, and a
speed of 4452 rpm to 1460 tail rot,or rpm. The submerged fuel boost pump. The fuel boost pumps
gearbox has a self-contained wet sump oil system. are controlled by the FUEL CROSS FEED switch
An oil level sight gauge,filler cap, magnetic electric and are automatically activated when the low fuel
chip detector (burnoff type), and temperature/ level switch is closed. In addition, the system has
pressuresensorsare provided. engine-driven suction pumps, fuel shutoff valves,
crossfeedvalves, boost pump pressureswitches, fuel
2.3.4 Transmission System Instruments and quantity transmitters and indicator, filters, fuel tank
Indicators. (Figure 2-8.) interconnect valve, fittings, and connecting lines.
The crossfeed valve allows both engines to operate
2.3.4.1 Warning, Caution, and Advisory from either or both fuel cells. The fuel system is
Lights. Refer to paragraph 2.11, WARNING, equipped for gravity and pressurerefueling (Figure
CAUTION, AND ADVISORY SYSTEMS. 2-9).
2-15 ORIGINAL
 NAVAIR Ol-HlAAC-1

ENGINE SUCTION PUMP

PRESSURE SWITCH
/n

w
ENGINE SUCTION PUMI
FUEL SHUTOFF VALVES PRESSURE SWITCH
SECONDARY SENSING LINE
PRIMARY SENSING LINE\
\ \ ENGINE
BLEED
rRANSMlTTER I II AIR LINE

INERT GAS
OUTLET LINE
(INACTIVE)

‘PRESSURE
FUELING
RECEPTACLE
‘AFT CELL

;EEj;!L”c, ~FU;LTANK
‘UMP PRESSURE
, so ,SWlTCH
INTERCONNECT

SHUTOFF VALVE

ELECTRIC DRIVEN

AUXILIARY AUXILIARY
FUEL TANK FUEL TANK

Figure 2-9. Fuel System

2-16 ORIGINAL
 NAVAIR 01-HlAAC-1

2.4.1 Fuel System Controls. Controls for fuel protected by FUEL NO. 1 PRESS and FIlEL NO. 2
system operation are located on the pilot engine PRESS circuit breakers.
panel (Figure 2-10).

2.4.1.1 Fuel Shutoff Valve Switches. The two-

position ENG 1 and ENG 2 FUEL switches control
the engine fuel shutoff valves that are located on the In the event the fuel system suffers battle
front side of the respective engine forward firewall. or crash damage with the crossfeedswitch
The ON position opens the fuel valve and enables in the open position, the potential for fire
the engine start relay and ignition system. The fuel increases, as the boost pumps are
valve circuits are powered by the 28-vdc essential energized and continue to pump fuel
bus and protected by the FUEL VALVE circuit through the system.
breaker.
2.4.1.4 Fuel Filter. A fuel filter is provided for
2.4.1.2 Fuel Tank Interconnect Valve each engine and mounted on the left front side of the
Switch. The FUEL TANK INTCON switch engine accessory gearbox. The main parts of the
controls the valve in the fuel interconnect line filter are a disposable filter element, and impending
between the aft and forward fuel cells. The normal bypass indicator button, a bypass relief valve, and a
position of this valve is OPEN during refueling and differential pressure switch. Refer to paragraph
flight operations.The fuel interconnect valve circuits 2.4.2.3 for a description of filter operation.
are powered by the 2%vdc essential bus and
protected by the FUEL VALVE circuit breaker. 2.4.2 Fuel System Instrument and
Indicators.
Note
2.4.2.1 Fuel Quantity Indicator. The FUEL
l Ensure that the fuel tank interconnect QTY indicator (Figure 2-10) is on the pilot
valve is open during refueling. If the instrument panel. This instrument indicates the
valve is closed, the aft fuel cell will not quantity of fuel in both internal cells in pounds and
be serviced regardless of which fuel is connected to fuel quantity transmitters in the
filler port is used. forward and aft cells. Power is supplied by the 115-
l The interconnect valve is opened when vat essential bus and is protectedby the FUEL QTY
either AUX FUEL switch is in the circuit breaker.
PUMP position, regardlessof the FUEL
TANK INTCON switch position. 2.4.2.2 Fuel Gauge Test Switch. A FUEL GA
TEST switch is located on the pilot instrument panel
2.4.1.3 Fuel Crossfeed Valve and Boost (Figure 2-10). The switch provides a means of
Pump Switch. The FUEL CROSS FEED switch testing the fuel quantity indicator and circuit for
controls operation of the fuel crossfeed valve and operation. When the switch is pressed and held in,
fuel cell boost pumps and opens the crossfeed valve the fuel quantity indicator pointer moves from the
to supply fuel from either fuel cell to both engines. actual quantity reading toward a lower quantity
The AUTO position shuts off boost pumps and reading. Upon release of the test switch, the
closes the crossfeed valve during normal operating indicator needle will return to the actual reading.
conditions. Fuel is then supplied by the engine-
driven suction fuel pumps. The forward fuel cell 2.4.2.3 Fuel Filter Caution Lights. Caution
supplies engine 1 and the aft cell supplies engine 2 lights for ENG 1 FUEL FILTER and ENG 2 FUEL
when the crossfeed valve is closed. However, when FILTER are located in the pilot and copilot/gunner
a FUEL LOW caution light illuminates, the caution advisory panel. When the fuel filter is
crossfeedvalve opensand the fuel cell boost pumps clogged, a predetermineddifferential pressureacross
are activated automatically. Refer to paragraph the filter is sensed by the bypass indicator. This
2.4.2.5 for description of automatic switching pressure makes the indicator button pop up and
feature. The crossfeedvalve and boost pump circuits opensthe bypassrelief valve to allow unfettered fuel
are powered by the 28-vdc essential bus. The to bypass the filter element. When the bypass relief
crossfeed valve is protected by the FUEL VALVE valve opens, it closes a switch in the bypass sensor
circuit breaker, and the boost pump circuits are that turns on the respective FUEL FILTER caution
2-17 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 2-10. Fuel System Controls and Indicators

2-l 8 ORIGINAL
 NAVAIR Ol-HlAAC-1

light. When the bypass indicator button pops up, the Note
filter element should be changed and the button
reset. Nosedown attitudes of greater than 9”
will result in an AFT FUEL LOW light
2.4.2.4 Fuel Pressure Caution Lights. TWO at higher total fuel remaining
caution lights marked NO. 1 FUEL PRESS and NO. indication.
2 FUEL PRESS are located on the pilot caution When fuel quantity is at or below the
advisory panel. If fuel pressure to an engine falls low fuel caution level, the boost pumps
below the preset value of the fuel pump pressure will be activated and the fuel crossfeed
switch, the applicable FUEL PRESS caution light valve will open or remain open
will illuminate. The selection of fuel pressure regardless of FUEL CROSS FEED
monitoring for the fuel cell boost pumps or engine- switch position.
driven suction pumps is made by the FUEL CROSS
FEED switch. In the OPEN position, the NO. 1 2.4.2.6 FUEL VALVE Caution Light. The
FUEL PRESS light and NO. 2 FUEL PRESS light FUEL VALVE caution light, located on the pilot
will monitor the forward and aft fuel cell boost caution advisory panel, monitors repositioning of the
pumps, respectively. In the AUTO position, the NO. crossfeed valve and engine feed shutoff valves.
1 FUEL PRESS light and the NO. 2 FUEL PRESS When the FUEL CROSS FEED switch or FUEL
light monitor the respective engine-driven suction ENG I/ENG 2 switches are moved to select a
pump unless a FUEL LOW caution light is on. different valve position (e.g., AUTO to OPEN or
OFF to ON), the FUEL VALVE light illuminates
momentarily as the valve is energized and changes
2.4.2.5 Forward and Aft Fuel Low Caution position. The light will also illuminate momentarily
Lights. Both pilot and copilot and copilot/gunner when the crossfeedvalve is opened automatically by
caution advisory panels have FWD FUEL LOW and the low fuel level switch or an engine feed shutoff
AFT FUEL LOW caution lights. Both fuel cells valve closes upon pulling out a FIRE PULL handle.
have a low-level switch that will illuminate the
respective caution light, open the fuel crossfeed 2.4.3 Auxiliary Fuel System. There are two
valve, and activate fuel cell boost pumps types of external auxiliary fuel tanks that may be
automatically when fuel in the cell reaches a low installed at the wing stores stations: a 100.gallon
level. The quantity of fuel in each cell at the time a capacity tank and a 77-gallon capacity tank. Empty
low-level light illuminates depends on the flight weights of the tanks are 83 and 75 pounds,
attitude. Avoid nosedown attitudes if fuel is low. At respectively. The loo-gallon tank is restricted to the
19” nosedown (cruise) attitude with the fuel cell outboard position of each wing. The 77-gallon tank
interconnect valve open, the AFT FUEL LOW light may be loaded on the outboard, inboard, or both
illuminates when 680 pounds of fuel remain and the store positions of each wing. Refer to NWP 3.22.5
FWD FUEL LOW light illuminates when 95 pounds AH1 for authorized loading of wing stores.
remain. These tanks, along with associated accessory
equipment mounted on the parent rack, are used in
conjunction with the controls, fuel cells (tanks),
advisory lights, and fuel and air distribution valves
inside the helicopter. An automatic level sensing
relay in the helicopter operates the air pumps
l Avoid nosedown attitudes in excess of (mounted on the pylon assembly) that force fuel out
I 9” anytime the FWD FUEL LOW light of the auxiliary tanks and into the forward fuel cell
illuminates to preclude the possibility (Figure 2-l 1).
of flameout. Attaching brackets and hardware, fuel and air
hoses,electrical cables, air pumps, check valves, and
l If AFT FUEL LOW warning light does pressure regulators are provided to adapt the two
not come on by 500 Ibs. indicated, the different tanks to the parent ejector racks. The
FUEL CROSS FEED switch should be auxiliary fuel system is provisioned so that it is
manually positioned to OPEN to possible to use an air pump and a 77- or IOO-gallon
prevent possible No. 2 engine flameout. tank at the time of initial installation. The system is
2-19 ORIGINAL
 NAVAIR Ol-Hl AAC-1

= FUELSUPPLY
m AIR PRESSURE
FUEL PRESSURE
q WING DISCONNECT
- ELECTRICAL
+ ELECTRICAL
CONNECTION
m TANK DISCONNECT

Figure 2-11. Auxiliary Fuel System

2-20 ORIGINAL
 NAVAIR Ol-HlAAC-1

powered by the 28-vdc essential bus, and circuit TOW ACTIVATE SW (ON) enables the outer
protection is provided by the AUX FUEL circuit wing weapon pylons to articulate normally when the
breaker. targeting system is active.
Auxiliary fuel tanks may be electrically jettisoned TOW ACTIVATE SW (OFF) disables hydraulics
simultaneously or independently from the cockpit. to the outer wing weapon pylons. This preventsany
Tank jettisoning is accomplished by setting the movement of the weapon pylons when the targeting
EMERGENCY JE’lTISON SELECT switches to 1 system is active with auxiliary fuel tanks installed.
I or 4 and pressing the JETTISON button on the
collective stick. Also, the tanks are jettisoned first if
2.5 ELECTRICAL POWER SUPPLY SYSTEM
wing stores at station 2 or 3 are selected to be
jettisoned. The pilot or gunner may jettison tanks. A FO-5, FO-6, and FO-7 are schematics of the dc I
manual release lever located on the outboard side of and ac power distribution system. DC power is
the stores ejector rack is provided for ground supplied by two generators,two batteries, or external
operation. power source through the external power receptacle.
A cockpit mounted AUX FUEL PUMP/OFF AC power is supplied by the main and standby
switch is provided for each side. The level sensing inverters, reference transformer, and the 26-vat
relay will energize when the AUX FUEL switch is transformer. A static inverter (dedicated to AIM-g)
set to PUMP and the forward fuel cell quantity is 50 supplies ac power for the AIM-9 missile system.
gallons (340 pounds) below full (approximately
1700 pounds indicated by the FUEL QTY indicator). 2.5.1 DC Power Supply System. Primary
Auxiliary fuel will transfer from the side selected(or electrical power is provided through a dual-bus, 28-
both when selected)to the forward fuselage fuel cell. vdc, single-wire, negative ground arrangement.
Fuel transfer is automatically shut off when the level Power is supplied by two 30-volt, 400-ampere
sensing relay deenergizes,and the forward fuel cell generatorsdriven by the output section gearing of
is 25 gallons (170 pounds) below full the combining gearbox. Backup electrical power and
(approximately 1900 pounds indicated by the FUEL power for starting is supplied to the electrical system
QTY indicator). by two 24-volt, 34.5 ampere-hour batteries.
Note
During normal operation, the helicopter essential
Auxiliary fuel pumps may energize at a and nonessential buses are powered by both
fuel level less than 1700 pounds. generators. The system is so designed that in the
event of failure of one generator, the remaining
A crossfeed system is provided in the air generator will supply the existing power
pressurization system so that one air pump can requirements. The dual bus power distribution
pressurizeboth sides if a failure of one pump occurs. system allows nonessentialloads to be automatically
A solenoid valve installed in the air feed line deenergized in the event both generators fail. The
controls crossfeed. The solenoid valve opens for air batteries then supply essential bus loads. The pilot
crossfeedwhen both AUX FUEL switches are in the may reclaim nonessential bus loads by placing the
PUMP position. BUS switch to the MAN position. Battery charging
The XFR advisory lights illuminate when fuel is is provided by two charger/monitors. The charger/
flowing through an indicating check valve into the monitors monitor battery voltage and illuminate the
main fuel cells. EMPTY caution lights indicate when NO. 1 BATT SYS or NO. 2 BATT SYS caution
each side is empty. light if cell voltage differential is sensedto be 0.5-
volt (cell imbalance), battery temperature has
2.4.3.1 TOW Activate Switch. The TOW reached 145 OF, or the charger/monitor has reached
ACTIVATE SW is a two-position (On/Off) switch an overtemperature condition. Should any of these
located in the lower right turret area adjacent to the conditions exist, battery charging will be inhibited.
Ammo Boost switch. This switch will allow the When APU or generator power is sensed by the
helicopter to simultaneously carry and use weapons charger/monitors, the batteries are isolated from the
with auxiliary fuel tanks loaded on the outboard essential bus and, dependingupon state, are charged
pylons of the wings. accordingly.
2-21 ORIGINAL
 NAVAIR 01-HlAAC-1

2.5.1.1 DC Power Control. DC power is SYS, and NO. 2 BATT TEMP. The BATT SYS
controlled by switches mounted in the engine control segments illuminate when the battery charging
panel (Figure 2-12). The panel contains the NO. 1 system has malfunctioned or a O&volt differential
and NO. 2 GEN switches, BUS switch, and NO. 1 between battery cells has been sensed. The BATT
and NO. 2 BATT switches. Panel illumination is TEMP segments illuminate when an
controlled by a rheostat switch in the lights panel. overtemperaturecondition occurs.
An ELEC PWR switch on the copilot/gunner
miscellaneous control panel provides a means of 2.5.1.3 Generators. Two 30-volt, 400-ampere
deenergizing the complete electrical system in the generators are installed on and driven by the
event of an emergency. combining gearbox. The generators share the load
demand on the 28-vdc essential bus. The generators
are controlled by respective switches (Figure 2-12)
in the pilot engine control panel. The switches are
labeled GEN NO. 1 and NO. 2. If a fault is detected
Total loss of electrical power will disable in a generator, the appropriate caution light will
the transmission and gearbox oil cooler illuminate. If the fault is corrected, the generator
blower and will cause the loss of all may be reclaimed by placing the switch to RESET
engine, transmission, rotor, and and then ON. With both generatorsoperational, the
component instruments and indicators. generatorswill operate in parallel with the batteries
The gearbox oil temperaturewill rise very during the first 6 seconds of engine cross-start
rapidly (approximately 28 “C per minute), sending 28 volts to the start bus. After 6 seconds,
and no cockpit indications will be battery input is removed from the start bus. A signal
available. is sent to the generator voltage regulators allowing
the generators to produce up to 40 volts. The
2.5.1.2 Battery. Two 24-volt, 34.5 ampere-hour generatorswill produce 40 volts until the start circuit
batteries are installed. Each battery contains 20 is deenergized.
individual nickel-cadmium cells that are capable of
providing three start attempts without recharge.
Currently the 20-cell battery is being replaced by a 2.5.1.3.1 DCVM Switch and VOLTS DC
19-cell, 24-volt, 35ampere battery. The cells are Gauge. A DCVM switch is installed on the pilot
enclosed in a vented, polyamide plastic case that is instrument panel (Figure 2-12). This six-position,
designed to contain the effects of battery explosion. rotary switch enables the pilot to select either GEN
A temperaturesensoris installed in each battery case 1, GEN 2, BATT 1, or BATT 2 output to be
to detect battery overtemperature.Refer to paragraph displayed on the VOLTS DC gaugeor display of the
2.5.1.2.2. voltage being applied to the essential or nonessential
buses.Depending on the selected position of DCVM
2.5.1.2.1 Battery Switches. BATT NO. 1 and switch (ESNTL, NON ESNTL, BATI 1, BAIT 2,
NO. 2 switches (Figure 2-12) are two-position (ON/ GEN 1 or GEN 2). the VOLTS DC gauge is
OFF) switches installed in the engine control panel. protected by DCVM, NON ESNTL VM, BAIT 1
Battery power is supplied to the electrical system VM, BATT 2 VM, GEN 1 VM, or GEN 2 VM
when one or both BATT switches are in the ON circuit breakers, respectively. During normal
position and neither generatornor external power is operation with selection of ESNTL or NON ESNTL,
on line. Both switches must be ON for engine start. the VOLTS DC gauge will display 24 to 26 volts
When the START switch is activated, the batteries when batteries are supplying power. Selecting GEN
initially act in parallel, then in seriesto provide up to 1 or GEN 2 will display 28 to 29 volts during
48 volts (6 secondsparallel, then series) for starting. normal operation and up to 40 volts during cross-
When the starter drops off line at engine idle or the starting. Selecting BATT 1 or BATI 2 will display
START switch is disengaged,the batteries revert to 24 to 26 volts with generators off and no external
parallel operation. power applied and 27 to 35 volts charge when
generator or external power is applied. During
2.5.1.2.2 Battery Caution Lights. The caution battery start, selecting BAIT 1 will display battery 1
advisory panels (Figure 2-12) contain segmentsNO. voltage of 10 to 26 voits and selecting BAIT 2 will
1 BAT-I SYS, NO. 1 BAIT TEMP, NO. 2 BATT display start bus voltage of 15 to 40 volts.
2-22 ORIGINAL
 NAVAIR Ol-HlAAC-1

I
PILOT STATION I
.mm,cp1
Jls58

Figure 2-12. DC Power Supply (Sheet 1 of 2)

2-23 ORIGINAL
 NAVAIR Ol-HlAAC-1

COPILOT,O”NNER
COPILOT,G”NNER STAT10
Jl3.58

Figure 2-12. DC Power Supply (Sheet 2 of 2)

Note generator failure, the respective caution light will

illummate.
The VOLTS DC gauge will indicate
battery voltage when the DCVM switch is
in the BAIT 1 or BAIT 2 position with 2.5.1.4 BUS Switch. The BUS switch (Figure 2-
the battery switches ON or OFF. 12) is located on the engine control panel. When the
switch is in the NORM position, power is supplied
to the 28-vdc nonessential bus provided at least one I
2.5.1.3.2 Generator Switches NO. 1 and NO.
2. These switches are located on the pilot engine generator is operating. In the event of a dual
control panel (Figure 2-12). The switches are labeled generator failure, the nonessential bus can be
GEN NO. 1 and NO. 2. During normal operations,’ reclaimed by placing the switch to the MAN
both switches are in the ON position. The RESET position. During normal flight operations, the switch
position is spring-loaded to return the switch to the shall be in the NORM position.
OFF position when released. In the event of
generator failure, the respective GEN switch may be
held in the RESET position momentarily and then 2.5.1.5 DC Circuit Breaker Panel. The dc
moved to the ON position in an attempt to reclaim circuit breaker panel is located in the pilot cockpit,
generator output. aft of the right console (Figure 2-13). (See FO-5,
FO-6, and FO-7.) In the event a circuit is I
2.5.1.3.3 Generator Caution Lights. The NO. overloaded, the circuit breaker will extend, opening
1 DC GEN and NO. 2 GEN caution lights are the circuit. The circuit is restored by pushing in the
located on the pilot and copilot/gunner caution circuit breaker. In some cases, circuit breakers will
advisory panels. The lights are operated by the line protect additional circuits (items) other than as
control relay for each generator. In the event of placarded.

2-24 ORIGINAL
 NAVAIR Ol-HlAAC-1

AC PANEL

AFT ELECTRICAL COMPARTMENT

CIRCUIT BREAKER INSTALLATION

DC PANEL

Figure 2-l Circuit Breaker Panels

2-25
 NAVAIR Ol-HlAAC-1

2.5.1.6 DC Elbctrical System Indicators. The The 26-vat transformer steps down 115vat
electrical system indicators consist of a dual essential bus power to 26-vat power that is supplied
ammeter and a voltmeter. The dual scale ammeter to the 26-vat essential and nonessential bus. Circuit
indicates amperage load on each dc generator. The protection is provided by the 26V XFMR circuit
voltmeter indicates voltage being supplied by the breaker.
batteries or generators,and voltage being supplied to AC power for the AIM-9 missile system is
the essential or nonessential bus as selected by the provided by an AIM-9 inverter and protected by the
DCVM switch, AIM-9 circuit breaker. (Refer to Chapter 20.)
2.5.1.7 Aft Electrical Compartment Circuit 2.5.2.1 lnverters Switch. The three-position
Breaker Installation. The aft electrical INV switch labeled MAIN/OFF/STBY is located on
compartment circuit breaker installation is located in the pilot engine control panel (Figure 2-14). (See
the aft electrical compartment (Figure 2-13). (See FO-5, FO-6, and FO-7.) In the MAIN position, the I
I FO-5, FO-6, and FO-7.) Circuit breakers of the main inverter is on if electrical power is being
push-pull type are pushed in to energize and pulled supplied to the essential bus. In the OFF position,
out to deenergizethe related circuits. In the event a both inverters are off. In the STBY position, the
circuit is overloaded, its circuit breaker will extend, standby inverter is on. Under normal conditions the
opening the circuit. The circuit is restored by switch is in MAIN. The standby inverter is also
pushing in the circuit breaker. In some cases,circuit operational with the INV switch in MAIN when the
breakers will protect additional circuits (items) other MASTER ARM switch is in STBY or ARM
than as placarded. position. When the main inverter is not operating,
the 26-vat nonessential bus and the 115-vat
2.5.2 AC Power Supply System. AC power is nonessential bus are deenergized.
provided from three sources: main inverter, standby
inverter, and AIM-9 inverter. With both main and 2.5.2.2 lnverter Caution Lights. The caution
standby inverters installed and operational, two ac lights AC MAIN and AC STBY are located on the
transformers, a reference transformer and a pilot and copilot/gunner caution advisory panels.
stepdown transformer, are fully operational to power The appropriate caution light illuminates when ac
armament, avionics, and instruments. With failure of power from an inverter to the ac essential bus is lost.
either main or standby inverter, the reference
transformer and step down transformer are 2.5.2.3 AC Circuit Breaker Panel. The ac
automatically disconnected from nonessential ac circuit breaker panel is located on the pilot left
circuits. The main inverter provides 115vat, 1000 console (Figure 2-14). (See FO-5, FO-6, and FO-7.) 1
volt-ampere, single-phase, 400-Hz power for Circuit breakersof the push-pull type are pushed in
operating instruments and avionics equipment. The to energize and pulled out to deenergize the related
standby inverter provides 11%vat, 750 volt-ampere, circuits. In the event of a current overload, the
three-phase, 400-Hz power for TOW and related system circuit breaker will be forced up
HELLFIRE missile system operation and emergency (open).
(standby) ac power.
Power from the inverters is distributed by a dual 2.5.3 External Power Receptacle. The external
bus system so that nonessential ac loads are power receptacle (Figure l-l) is located on the left
automatically dropped in the event of main inverter side of the fuselage. When a 28-vdc APU is
failure, and essential bus loads are transferred to one connectedto the receptacle,the external power relay
phaseof the standby inverter. Overload protection is in the electrical power is supplied to the primary
provided by the INVERTER MAINKTBY circuit bus. When the external door is opened, the EXT
breakers located in the ac circuit breaker panel PWR DOOR OPEN caution light will illuminate on
!<FigureJ-J4). (See FC-5, FO-6, and FO-7.) the pilot caution advisory panel. A voltage sensoris
provided in the electrical compartment that prevents
The referencetransformer converts or steps down the external power from being supplied to the
115-vat essential bus power to ac voltage settings helicopter bus if the APU is not set within the limits
required for operation of armament systems, the of 26 to 29 vdc. The sensor will automatically
helmet sight subsystem, and the attitude indicators. disconnect the helicopter bus from APU if voltage
Circuit protection is provided by the REF XFMR moves out of limits or excessive transients are
circuit breaker. present.
2-26 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 2- 14. AC Power Supply

2-27 ORIGINAL
 NAVAIR Ol-HlAAC-1

2.5.4 Exterior Lights. beaconring will flash at approximately 50 cycles per

minute. I
2.5.4.1 Navigation Lights. The navigation lights
(Figure 2-15) are controlled from the lights control 2.5.4.2 Anticollision Light. An anticollision
panel (Figure 2-16). Two switches marked FLASH- light is mounted on top of the engine cowl (Figure 2-
OFF-STEADY and BRT-DIM are provided for 15). The light is controlled by the pilot ANTI-COLL 1
control of the navigation lights. Power is supplied by LT switch and/or copilot/gunner ANTI COLL LT
the 28-vdc essential bus and protected by the switch (Figure 2-16). The switches are electrically
LIGHTS NAV circuit breaker. latched in the ON position one at a time, such that
energizing either switch deenergizesthe other. For
Note example, if the pilot switch is positioned to ON, the
light will operate, but if the gunner wishes to turn
Navigation light controls are located at the system off, he must position the gunner switch to
both crew stations and will override either ON then OFF. When the gunner positions his switch
station selection as required. However, to ON, the pilot switch will automatically return to
copilot/gunner cannot secure lights when OFF. Electrical power for the light and switches is
pilot has selected FLASH/STEADY. supplied from the 28-vdc essential bus and protected
by the LIGHTS ANTI COLL circuit breaker.
2.5.4.1.1 Infrared Position Lights. Four white
infrared (IR) NVG compatible position lights 2.5.4.3 Fuselage Formation Lights. The
(Figure 2-15) are mounted on the helicopter. One fuselage formation lights (Figure 2-15) consist of
light is mounted on each wing pylon aft of the NAV seven green lights. Lights are located on the tail
light. Another light is mounted on top of each fairing rotor gearbox, pylon fairing, and on the top of each
located on either side of the aft tailboom. The IR wing tip fairing. Additionally, a self-powered rotor
position lights are protected by the IR POS circuit tip light is located on the top surface of each main
breaker located on the dc circuit breaker panel. The rotor blade tip assembly. The rotor tip lights are not
IR position lights are operatedby an IR POSITION controllable; however, covers are provided for
rotary switch located on the LIGHTS control panel masking the light if required.
(Figure 2-16) in the pilot right console. When the
knob is rotated from OFF, required light brightness Note
is selected by numbers from 1 to 5 increasing light
intensity as larger numbers are selected.Number 5 is The rotor tip lights contain a gaseous
the brightest position. The IR position lights are radioisotope, tritium (H3). Care shall be
powered by 28-vdc essential bus and are protected exercised when handling these self-
by the IR POS circuit breaker. powered devices to minimize the
possibility of cracking or breaking the
2.5.4.1.2 Infrared Light Beacon Ring. The IR container.
light beacon ring assembly (Figure 2-15) consists of
10 infrared light emitting diode illuminators located The lights (except rotor tip) are controlled from
beneath the top anticollision light. The IR light the lights panel (Figure 2-16). The FUSELAGE
beacon ring is powered by an electronics unit FORMATION switch provides for turning the
located in the aft transmission area below the formation lights on and varying the brightness from
anticollision light. Control of the IR light beacon OFF to BRT. Power is supplied by the 115-vat
ring is accomplished by the six-position IR nonessential bus and protected by the FORM LT
POSITION rotary switch (OFF-l-2-3-4-5) located PWR and FUS circuit breakers.
on the pilot LIGHTS control panel (Figure 2-16) in
the pilot right console. Selection, from OFF to 1 2.5.4.4 Searchlight. The controllable searchlight
through 5 will illuminate the IR light beacon ring is located in the bottom fuselage section beneaththe
simultaneously with the IR position lights from dim copilot/gunner station. Control switches are provided
to bright, position 5 being the brightest. The IR light for the pilot and copilot/gunner. The pilot control
beacon ring system is powered by essential bus 28- switches are located on the collective stick switch
vdc through the IR POS circuit breaker. When box (Figure 2-16). The switches are marked SRCH
selected ON (position 1 through 5) the IR light LT-EXT/RETiLlR and SRCH LT-ON/OFF/STOW. 1
2-26 ORIGINAL
 NAVAIR Ol-HlAAC-1

The copilot/gunner switches are located on the

miscellaneous control panel. The switches arc
marked SRCH LT, ON-OFF and EXT-RETR. The Do not illuminate the IR light with the
copilot/gunner does not have the capability to rotate light assembly fully retracted.
the light right or left. Power is supplied by the 28-
vdc essential bus and protected by the LIGHTS The copilot/gunner searchlight switches are
SRCH PWR and SRCH CONT circuit breakers. located on the miscellaneous control panel (Figure
2-16). A two-position switch marked SRCHLT-ON/
An IR filter may be installed over the searchlight OFF turns the searchlight on or off. A second two-
lamp by maintenancepersonnelbefore a night vision position switch marked EXT/RETR-STOW extends
goggle flight. The IR filter can only be installed or or retracts the light assembly. The copilot/gunner
removed by groundcrew. does not have the capability to rotate the light right
or left or to operatethe IR light. Power is supplied
2.5.4.5 Dual Light Searchlight. The dual light by the 28-vdc essential bus and protected by the
LIGHTS SRCH PWR and SRCH CONT circuit
searchlight is located in the bottom fuselage section breakers.
beneaththe copilot/gunner station. The searchlight is
a controllable, dual light assembly with a white light 2.5.5 Interior Lights.
on one side and IR light on the other. Control
switches are provided for the pilot and copilot/ 2.5.5.1 Map Lights. The pilot and copilot/gunner I
gunner. The pilot control switches are located on the map lights are located on the side armored seat
collective stick switch box (Figure 2-16). One switch panels (Figure 2-16). Rheostat operating switches
is a three-position switch marked SRCHLT-WHT/ for the lights are mounted on the light assembly
OFF/IR and controls illumination in either IR or body. Brightness is controlled by operation of the
white light. The other switch is a four-position rheostat.The rheostatis also the ON-OFF switch for
switch marked SRCHLT, EXTIRILIRETR and the light assembly. Power is supplied by the 28-vdc
controls right and left direction of the searchlight essential bus and protected bv the LIGHTS CKPT
beam and extendsor retracts the light assembly. circuit breaker.

1. ROTOR
TIPUGHTG
2. FORMATlON LIGHTS (GREEN)
3. ANTICOLLNON LIGHT (RED)
4. LEFT AND RIGHT TAIL 1R POSlTlON LIGHT
5. LEFT AND RIGHT TAIL NA”,GA,lON LIGHT (w”lTE)
6. IR ANTCOLLISION LIGHT BEACON RlNG
7. LEFT AND RlGHT FORMATION LlG”T (GREEN,
8. LEFT AND RIGHT IR POSlTlON LIGHT
9. LEFT (RED) MD RIGHT (GREEN) NA”,OATION UG”T
IO. SEARCHLlG!dl

Figure 2-15. Exterior Lights

2-29
 NAVAIR 01-HlAAC-1

Figure 2-16. Exterior and Interior Light Controls (Sheet 1 of 2)

ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 2-16. Exterior and Interior Light Controls (Sheet 2 of 2)

2-31 ORIGINAL
 NAVAIR Ol-HlAAC-1

2.5.5.2 Pilot and Copilot/Gunner Instrument C. Fore and aft SCAS actllator
Lights. Lighting for the pilot and copilot/gunner
instruments is provided by individual bezels around d. Lateral SCAS acfllator
each instrument. A pilot rheostat marked INST is
located on the lights panel (Figure 2-16). A copilot/ e. Vibration suppressionsystem
gunner rheostat marked INST LT is located on the f. Oil cooler fan (when OIL COOLER
miscellaneous control panel. Power is supplied by switch is positioned to SEC).
four 5-vdc instrument lighting power supplies (one
for the copilot/gunner by the 28-vdc essential bus).
Circuit protection is provided by the LIGHTS PLT 2.6.2 Utility Hydraulic System. This system
INSTR GNR circuit breakers. incorporates components similar to hydraulic
systems No. 1 and No. 2. Hydraulic pressure is
2.5.5.3 Pilot and Copilot/Gunner Console provided by a pump mounted on the combining
Lights. Lighting for the pilot and copilot/gunner gearbox. The utility hydraulic system powers a
console includes internal lighting and floodlights for hydraulic motor-driven fan on the transmission/
panel lighting. A rheostat marked CSL is located on combining gearbox oil cooler during normal
the pilot lights panel (Figure 2-16). The copilot/ operation (Figure 2-17).
gunner miscellaneous control panel has a rheostat
marked CSL LT. Power is supplied by the 28-vdc 2.6.3 Hydraulic System Controls and
essential bus and protected by the LIGHTS CSL Indicators. The hydraulic system controls,
PLT & GNR circuit breakers. consisting of the HYD switch and OIL COOLER
switch, are located on the pilot engine control panel.
2.6 HYDRAULIC POWER SUPPLY SYSTEM The HYD switch has a triangle shapedswitch head. 1
Hydraulic system indicators consist of the hydraulic
The hydraulic system consists of three completely caution lights, pressure gauge, fluid level sight
independent systems, comprised of hydraulic gauges, and hydraulic filter bypass indicators
systems No. 1 and No. 2 and the utility hydraulic (Figure 2-18).
system.
2.6.3.1 Hydraulic Systems No. 1 and No. 2
2.6.1 Hydraulic Systems No. 1 and No. 2. Control Switch. The HYD SYS l/SYS 2 switch
Hydraulic systems No. 1 and No. 2 are powered by (Figure 2-18) is a center-lock-type switch. The
two transmission-driven hydraulic pumps. switch applies power to the system No. 1 or system
Components peculiar to both systems include No. 2 hydraulic control relays that actuate a bypass
1 reservoirs, pumps, and filter modules (FO-8).
solenoid in the manifold to stop hydraulic pressure
Systems No. 1 and No. 2 provide dual power boost
for the main rotor controls through three dual flow to the selected system. Set the switch to the
hydraulic actiators (two for cyclic control and one SYS 1 position to disable system No. 1 or the SYS 2
for collective). The dual actuators are designed so position to disable system No. 2. Systems No. 1 and
that no single hydraulic leak or single pump failure No. 2 are both operational with the switch in the
will cause the loss of more than one hydraulic center (ON) position.
system. In addition to the main rotor controls,
systems No. 1 and No. 2 provide hydraulic power Note
for the following:
The hydraulic control relays are
1. Hydraulic System No. 1 interfaced with the caution system to
prevent the good (functional) system from
a. Directional controls being turned off in the event the other
system fails (i.e., system No. 2 cannot be I
b. Directional (yaw) SCAS actuator. turned off if the No. 1 HYDR TEMPI
PRESS caution light is on, and vice
2. Hydraulic System No. 2
versa). Bypass solenoids are electrically
a. Rotor brake control unit held in event of a power low to the
solenoid, and the variable pressure will
b. TOW pylon actuators flow to that system.
2-32 ORIGINAL
 NAVAIR Ol-HlAAC-1

COUPUNG AS!
*“cnON
OlSCONNEcT
\
PUMP

3 I ‘R

CHECK
YAW’

couPwJGni
PRlSS”REOlS

\ laANS)L;ISSION 011
Fl‘TERB”PASSREUEF “AWE COOLEWS”S
LEGEND

PRESSURE -
RETURN EL
S”cnON -

Figure 2-17. Utility Hydraulic System

2-33 ORIGINAL
 NAVAIR 01-HlAAC-1

Figure 2-18. Hydraulic System Controls and Indicators

2-34 ORIGINAL
 NAVAIR Ol-HlAAC-1

2.6.3.2 Utility Hydraulic System Control 2.7 FLIGHT CONTROLS

Switch. The OIL COOLER switch is a two- The flight control system is a positive mechanical
position switch (Figure 2-18). In the NORM type that is actuated by cyclic, collective, and tail
position, the utility hydraulic system powers the rotor pedal controls. Complete controls are provided
primary hydraulic motor on the transmission/ for both pilot and copilot/gunner. The copilot/gunner
combining gearbox oil cooler fan. Setting the switch controls are slaved to the pilot controls (Figure 2-
to the SEC position disables the utility hydraulic 19). The system includes a cyclic system, collective
system and VSS system and selects a secondary system, tail rotor system, force trim system, and a
hydraulic motor to power the oil cooler fan. The stability and control augmentation system.
secondary motor (when selected) is powered by the
No. 2 hydraulic system. 2.7.1 Cyclic Control System. The system is
operated by the cyclic stick movement. Moving the
2.6.3.3 Hydraulic System Caution Lights. stick in any direction will produce a corresponding
The hydraulic system caution lights (NO. 1 HYD movement of the helicopter that is the result of a
TEMPIPRESS, NO. 2 HYD TEMPIPRESS, change in the plane of rotation of the main motor.
UTILITY HYD and XMSN OIL COOLER) are The stick fore and aft movement also changes the
located on the caution advisory panel (Figure 2-18). synchronized elevator attitude to assist
Refer to paragraph 2.11, WARNING, CAUTION, controllability and lengthen cg range. The cyclic
AND ADVISORY SYSTEMS. system has built-in operating friction and control
feel provided by the force system.
2.6.3.4 Hydraulic Pressure Gauge. The 2.7.2 Collective Control System. The pilot and
hydraulic pressure gauge (Figure 2-18) is marked copilot/gunner collective controls are located on the
HYD PSI and is on the pilot instrument panel. No. 1 left side of each respective cockpit and control the
and No. 2 hydraulic system pressures in psi are power for flight. The collective assembly consists of
I’d’m lcated on the gauge. See figure 4-5 for system the collective stick with adjustable friction (pilot
pressure ranges and operating limits. Power is only), dual twist grip throttles, and a switch box
supplied by the 28-vdc essential bus and protected assembly on the pilot collective (Figure 2-19). A
by the IND HYDR PRESS circuit breaker. hold-down strap is provided for the pilot collective.
Moving the collective stick up or down changesthe
2.6.3.5 Hydraulic Fluid Level Sight Gauges. angle of attack and lift developed by the main rotor.
Each hydraulic system reservoir incorporates a fluid In addition, mechanical and electrical inputs to
level sight gauge. The sight gauge indicates by a engine fuel controls are provided to reduce N,
sight line if the reservoir requires servicing. See transient droop. Refer to paragraph2.1.2.2.
Figure 3-l for location of system reservoirs.
2.7.3 Throttle Control System. Dual twist grip
2.6.3.6 Hydraulic Filter Bypass Indicators. throttles are located on both pilot and copilot/gunner
The filter assembly incorporates a red indicator that collective controls. The throttles control fuel flow to
extends when the differential pressure across the the engines via mechanical inputs through the fuel
1 filter element exceeds 70 psi. Once extended, the control actuators mounted on the HMU. Each
indicator will remain so until manually reset. When throttle is operatedindependently. Pilot throttles are
the indicator is in the retracted (reset) position, it is equipped with a friction adjusting nut. The forward
throttle controls engine No. 1, and the aft throttle
hidden from view. SeeFigure 3-1 for the location of controls engine No. 2. An electrical solenoid is
the filter bypass indicators. incorporated in the throttle linkage to provide an idle
stop and EECU lockout stop. The idle stop prevents
2.6.4 Hydraulic System Cooling. Two 28-vdc inadvertent throttle closure. The EECU lockout stop
blowers provide cooling air for the hydraulic system prevents inadvertent advancement of the throttles
No. 2 compartment area to prevent overheating of beyond the normal full-open position, at which point
the hydraulic fluid. The blowers are operational the automatic fuel control function of the EECU is
whenever 28-vdc power is applied to the disabled and engine speed must be manually
nonessential bus. Circuit protection is provided by controlled with the throttle. The solenoid is actuated
the HYD BLWR 1 and HYD BLWR 2 circuit by the IDLE-STOP-REL switch on the collective
breakerslocated in the aft electrical compartment. switch box (pilot) and the miscellaneous control
2-35 ORIGINAL
 NAVAIR Ol-HlAAC-1

vss

Figure 2-19. Flight Controls (Sheet 1 of 2)

2-36 ORIGINAL
 NAVAIR Ol-HIAAC-1

Figure 2-19. Flight Controls (Sheet 2 of 2)

2-37 ORIGINAL
 NAVAIR Ol-HlAAC-1

panel (copilot/gunner). The switch receives power displacement to control inputs is achieved by
from the 28-vdc essential bus and is protected by the electrically measuring the amount of physical
IDLE STOP circuit breaker. movement of the pilot control from one position to
another position. This signal, when received by the
Note amplifier, is interpreted as a pilot rate command, the
magnitude being proportional to the amount of
The idle stop/EECU lockout stop solenoid control displacement. The sensor amplifier compares
plunger remains retracted for 5 seconds the pilot rate command signal with a signal from the
after the IDLE-STOP-REL switch is SCAS rate gyro. The rate gyro sensesand reports the
pressed,allowing single-handedoperation actual rate of displacement of the helicopter. If the
of throttles through the stop positions. pilot rate command is different from the rate
reported by the gyro, the sensor amplifier sends a
2.7.4 Tail Rotor Control System. The tail rotor signal to the electrohydraulic actuator that will
control system is operated by the pedals. Pushing a correct for the difference. The electrohydraulic
pedal changesthe pitch of the tail rotor resulting in actuator extends or retracts the flight control system
directional control and may be used to pivot the to adjust the aircraft system rate to the rate selected
helicopter about its vertical axis. A pedal adjuster is by the pilot. Sensor amplifier circuitry limits the
provided to adjust the pedal distance for individual length of the SCAS memory so that only the most
comfort. Heel rests are provided for the copilot/ recent control position is used as a reference for the
gunner to prevent inadvertent pedal operation. pilot rate command.
2.7.5 Synchronized Elevator. The synchronized Reducing airframe oscillations through
elevator is located near the aft end of the tailboom electronically controlled damping is accomplished
and is connected by control tubes and mechanical by designing the sensor amplifier circuitry logic to
linkage to the fore and aft cyclic hydraulic servo. recognize that airframe displacement rates not
Fore and aft movement of the cyclic stick producesa commanded by the pilot are undesirable. The sensor
change in the synchronized elevator attitude, thus amplifier will then provide a control motion signal
increasing controllability and cg range. to the undesirable airframe rate. All three channels
operatein a similar manner.
2.7.6 Force Trim System. The system
incorporates magnetic brakes and force gradient 2.7.7.1 SCAS Control Panel. The SCAS control
springs in the cyclic and directional control systems panel (Figure 2-19) contains a POWER switch for
to provide artificial feel in the systems. Depressing applying 28-vdc (essential bus) and 115-vat
the cyclic stick TRIM REL switch will cause the (essentialbus) operating voltages to the system. The
magnetic brake and force gradient to be repositioned circuits are protected by the SCAS PWR dc and
to correspond to the positions of the cyclic stick and SCAS PWR ac circuit breakers. The panel also
pedals, thus providing trim. FORCE TRIM (pilot) contains three magnetically held channel engage
and F TRIM (copilot/gunner) switches are provided. switches that energize electric solenoid valves
The pilot switch is located on the pilot engine controlling hydraulic pressure to the system. The
control panel and the copilot/gunner switch is panel has three NO-GO lights, one each associated
located on the copilot/gunner miscellaneous control with PITCH, ROLL, and YAW channel engage
panel. Both switches must be ON to actuate the switches. These lights illuminate during the warmup
system. The OFF position of either switch to indicate the presenceof current in each associated
deactivates the system. Power is supplied by the 28- actuator channel. The warmup period allows the rate
vdc essential bus and protected by the FORCE gyros to attain operating speeds and the system to
TRIM circuit breaker. obtain a nulled condition. Should an engagementbe
attempted prior to obtaining a null condition (i.e.,
2.7.7 Stability and Control Augmentation with the NO-GO lights illuminated), the actuator
System.~~The~ SCAS is a three-axis, limited will make an abrupt input to the flight controls at the
authority, stability and control augmentation system. moment of engagement.When engagementis made,
The SCAS was designed to reduce the pilot the NO-GO lights are locked out of the circuit and
workload by standardizing the helicopter rate of do not operate as malfunction indicators.
displacement to control inputs and by reducing Disengaging a channel, however, restores the
airframe oscillarjons through electronically associated light to operation. The NO-GO lights
controlled damping. Standardizing helicopter rate of have a built-in press-to-testfeature for ensuring that
2-30 ORIGINAL
 NAVAIR Ol-HIAAC-1

the indicator is operational, but this feature works The VSS is electronically controlled by the VSS
only prior to channel engagement. switch located on the pilot instrument panel (Figure
2-19). The circuit is powered by the 28-vdc essential
2.7.7.2 SCAS Release Switch. The SCAS REL bus and protected by the VSS circuit breaker. The
switch is mounted on each cyclic grip (Figure Z-19) system is activated by pressing the VSS switch.
and is used to disengage the pitch, roll, and yaw Pressing the switch a second time will turn the
channels simultaneously. The channels are system off (OFF light illuminates). The bottom
reengaged by the PITCH, ROLL, and YAW switch segment illuminates (LIMIT) when VSS
switches on the SCAS control panel. weight stroke exceeds95 percent of electrical travel.
This indicates to the pilot that the maximum amount
2.7.7.3 Recoil Compensation System. When of two-per-revolution vibrations are being dampened
the weapon is fired, three-axis turret position signals by the system. The light will extinguish when the
are applied to the recoil compensation system that weight stroke falls below 85 percent of allowable
provide weapon recoil damping of helicopter travel. The VSS will suppress two-per-revolution
movement, The recoil compensation system vibrations only between 90 and 110 percent rotor
electrically interfaces the turret system with the ‘pm when pressure is above 2000 psi on hydraulic
SCAS. Turret position signals are applied to the system No. 2.
recoil compensation system and, when the Ml97
Note
gun is fired, output signals are applied to the SCAS
servoactuatorsproviding recoil damping. The recoil VSS is disabled under the following
compensation system receives power from the conditions:
RECOIL COMP switch (Figure 21-36) located on
the pilot armament control panel. The magnitude of 1. The OIL COOLER switch is positioned
the recoil compensationsystem output signals can be to SEC
set to LO-MD-HI by using the RECOIL COMP
selectorswitch located on the pilot instrument panel. 2. Hydraulic system No. 2 is disabled
2.8 VIBRATION SUPPRESSION SYSTEM 3. Rotor ‘pm not within operating limits.
The VSS is an electronically controlled, The OFF segment of the VSS switch will
hydraulically powered system that automatically illuminate.
senses and suppressesthe apparent effect of rotor
inducted vibrations. The system consists of four 2.9 LANDING GEAR
components: accelerometer, magnetic pickup, The skid landing gear consists of two arched
electronic control unit, and vibration suppressor crosstubes and fairings secured to the fuselage
assembly. structure and two skid tubes secured to the
The accelerometer is located near the copilot/ crosstubes.Each crosstube is securedto the fuselage
by a rubber pad fitting assembly. The skid tubes
gunner pedals and measures the vibration. The
system is synchronizedby a magnetic pickup located consist of an aluminum tube with steel skid shoes,
on the rotor system that sensesmain rotor frequency mounting fixtures to attach ground handling wheels,
and a tow ring on the forward end for towing the
(rpm). This information is then fed to the electronic
control unit, which generatesa control signal to the helicopter.
vibration suppressor assembly. The vibration A tail skid is attached to the lower aft section of
suppressorassembly is mounted below the floor of the tailboom assembly. The tail skid reduces the
the copilot/gunner cockpit. A 51-pound weight possibility of damage to the tailboom and tail rotor
slides up and down cm a piston in a sinusoidal and acts as an indicator to the pilot in case of a tail-
manner at the appropriate two-per-revolution low landing.
frequency to compensatefor the main rotor induced
vibrations. 2.10 FLIGHT INSTRUMENTS
The VSS is powered by hydraulic system No. 2 The flight instruments, navigation instruments,
(FO-8). A nitrogen-charged accumulator (FO-8) miscellaneous instruments, and indicators are
absorbs pressure line surges and maintains even described in the following paragraphs.For heads-up
pressureon the vibration suppressorassembly. display and other flight data, refer to Chapter 20.
2-39 ORIGINAL
 NAVAIR Ol-HlAAC-1

The description of engine instruments, transmission The altitude encoder provides mode C altitude
instruments, and rotor instruments will be found readings to the transponder set for reporting to
with the respective descriptions of the engine, ground stations. If ac power is lost or the altitude
transmission, and rotor. (See Figure 2-20.) encoder fails, a CODE OFF flag appears on the
upper left portion of the instrument face. The CODE
2.10.1 Airspeed Indicator. The airspeed OFF flag monitors only the encoder function of the
altimeter. Therefore, altitude reporting may be
indicators are calibrated in knots and provide an inoperative when the flag is not showing if the
indication of forward airspeed.The system measures transponderfails or is improperly set.
the difference between impact air pressurefrom the
pitot tube and static air pressure from the static If the dc powered vibrator in the altimeter
ports. The pitot tube is mounted on the left side of becomesinoperative becauseof internal failure or dc
the pylon fairing (Figure l-l), and the static ports power failure, the pointer and drum may
are located in the side cabin skins near the bottom momentarily hang up when passing from 9 through 0
edge of the canopy and just aft of the copilot/gunner (climbing) or from 0 through 9 (descending). This
station. A pitot heater is provided for removal of ice hangup will cause lag, the magnitude of which will
or snow from the pitot tube. depend on the vertical speed of the helicopter and
the friction in the altimeter. Pilots should be
2.10.2 Vertical Speed Indicator. The vertical especially watchful of this type failure when the
speed indicator displays the rate of altitude change minimum approach altitude lies within the 8 to 1
in fpm. The instrument is actuated by the rate of part of the scale (800 to 1100, 1800 to 2100, etc.).
atmospheric pressure change and is vented to the The altitude encoder ac power is controlled by the
static air system. ALT ENCDR circuit breaker, and dc power for the
vibrator is controlled by the IND ALTM VIB circuit
2.10.3 Pilot Altitude Encoder/Pneumatic breaker.
Altimeter AAU-32/A. The AAU32/A pneumatic
counter-drum-pointer altimeter is a self-contained 2.10.4 Copilot/Gunner Counter-Pointer
unit that consists of a precision pressure altimeter Pressure Altimeter. The altimeter displays a
combined with an ac-powered altitude encoder pressurealtitude range of minus 1000 to plus 20,000
(Figure 2-20). The altimeter also incorporates a 28- feet. The altitude display is provided by a single
vdc internal vibrator to minimize instrument lag. pointer and two drum counters. The pointer indicates
Altitude is displayed by drum-type counters (100 to hundreds of feet on a circular scale, with 50-foot
50,000 feet) and a pointer that indicates hundreds of center markings. The four-digit counter indicates
IOOO-foot levels, and the single-digit counter
feet on a circular scale. Stripes are displayed in lieu provides lO,OOO-footlevels. The combined readings
of the number 0 on the lO,OOO-footcounter when at of two counters and the pointer indicate the pressure
altitudes below 10,000 feet. A barometric pressure altitude in thousandsand hundredsof feet. A striped
setting knob is provided to insert the desired window on the lO,OOO-footcounter is displayed in
altimeter setting in inches of Hg. The altimeter lieu of the 0 number (altitude below 10,000 feet). A
indicates pneumatic altitude in reference to the barometric setting knob and a four-digit barometric
barometric pressurelevel selectedby the pilot. If the scale counter are provided. The setting knob permits
altimeter reading fails to agree with the field the altimeter to be set to indicate zero altitude at any
elevation by more than 70 feet when proper ground level pressurethroughout a range of 28.10 to
barometric pressure is set, the altimeter requires 31.00 inches Hg. The altimeter scale is adjusted by
zeroing or has failed internally. turning the knob clockwise to increasescale values.
Positive stops prevent the setting of ground level
Note pressuresoutside the range of 28.10 to 31.00 inches
Hg. A dc-powered vibrator operates inside the
Abnormal fame-shall-not ~,betrsed when altimeter to decrease friction in the mechanism. If
adjusting the barometric setting, as this the vibrator becomes inoperative or loses dc power,
may cause internal gear failure resulting the pointer and counter drums may momentarily
in altitude errors. If the knob binds, hang up when passing from 9 through 0 (climbing)
settings can sometimes be made by or from 0 through 9 (descending).This hangup will
backing off and turning at a slower rate. cause lag with the magnitude depending on vertical
2-40 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 2-20. Pilot and Copilot/Gunner Instrument Panel (Sheet 1 of 2)

2-41 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 2-20. Pilot and Copilot/Gunner Instrument Panel (Sheet 2 of 2)

2-42 ORIGINAL
 NAVAIR 01-HlAAC-1

speedand friction in the altimeter. Vibrator power is 2.10.6 Copilot/Gunner Attitude Indicator. The
controlled by the ALTM VIB circuit breaker. attitude indicator (Figure 2-20) is located on the
copilot/gunner instrument panel. The instrument
2.10.5 Pilot Attitude Indicator. The pilot repeats the information presented on the pilot
attitude indicator (Figure 2-21) provides the pilot attitude indicator. TACAN functions are not
with a visual indication of the pitch and roll of the connected and are not functional on the copilot/
helicopter in relation to the earth’s horizontal plane. gunner attitude indicator. No turn needleor roll trim
Pitch attitude is indicated by motion of the spherein knob is provided. Power is supplied by the 115-vat
referencetransformer and protectedby the A’IT SYS
relation to the miniature aircraft. Roll attitude is circuit breaker. The bezel lighting receives power
indicated by motion of the roll pointer with respect from the 5-vdc lighting power supply.
to the fixed roll scale located at the top of the
display. The indicator spherecan be adjusted to zero 2.10.7 Pitot-Static System. The pitot system
indication by the pitch and roll trim knobs located consists of an electrically heated pitot tube
on the face of the instrument. The turn-and-slip connectedto the airspeed indicators (Figure 2-22).
portion of the pilot attitude indicator consists of a
rate of turn pointer and an inclinometer (ball) that The static system consists of static ports and the
operateindependently.The electrically operatedrate tubing necessary to connect them to the airspeed
of turn pointer is controlled by the dc powered rate indicator(s), altimeter(s), and vertical speedindicator
gyro and indicates the direction and the rate of turn. (Figure 2-22). The static ports are located on either
The inclinometer indicates when the helicopter is in side of the helicopter forward of the pilot
compartment.
balanced flight. If the helicopter is yawing or
slipping, the ball will be off center. Above the ball at
the 6 o’clock position is a scale and a horizontal 2.10.6 Standby Compass. A standardmagnetic-
type compass is mounted on the left windshield
deviation pointer that will deviate toward the FM support and is bezel lighted.
station when the NAV CONTROL panel selector
switch is in the ADF or BOTH position and the 2.10.9 Free Air Temperature Indicator. The
tactical radio is tuned to an FM station and receiving free air temperature indicator is located on the left
a usable signal. When the pointer is centered in this side of the pilot compartment. The indicator
situation, the helicopter is on a relative heading to or provides a direct reading of the outside air
from the FM station. temperature.
The horizontal deviation pointer also indicates
TACAN course deviation when the NAV 2.10.10 Clock, Analog. The analog clock (Figure
2-23) is an eight-day clock with a stopwatch feature
CONTROL panel switch is in the DF or OFF for elapsed time utilization. A sweep-secondpointer
position and there is a usable TACAN signal being is incorporated, along with a minute totalizer
received by the TACAN receiver. In this situation, pointer, to indicate elapsed time up to one hour. The
the pointer will indicate 5” deviation from the winding and setting knob, located in the lower left
selected TACAN radial for each dot of pointer comer of the clock case, winds the mainspring of the
deflection from center. When the pointer is centered, clock when turned in a clockwise direction and
the helicopter is on the selectedTACAN radial. The engages the setting gear for the hour and minute
horizontal deviation flag for this pointer is at the 3 hands of the clock when pulled out into the setting
o’clock position and will appear when the position. The knob is free to turn counterclockwise
instrument is not receiving a usable signal in the with a ratchet gear. The elapsed time knob, located
selected mode (TACAN). As the helicopter on the upper right comer of the clock case, starts and
approachesthe station, the pointer will move toward stops the elapsedtime function of the clock at will to
the center of the scale. take time out (up to 60 minutes and repeating).
Three pushesof the knob completes the elapsedtime
The power OFF flag appears in the lower left functions, causing the elapsed time and sweep
quadrant when electrical power to the instrument is secondhandsto start, stop, or fly back. The fly-back
off. Power is supplied by the 115vat reference position of the sweep second hand and the elapsec
transformer and protected by the ATT SYS circuit time hand will be 60 as indicated on the dial. The
breaker. Power for the bezel lighting is received elapsed time function does not interfere with the
from the 5-vdc lighting power supply. hour and minute time hands.
2-43 ORIGINAL
 NAVAIR Ol-HlAAC-1

l-

1. Pitch trim
2. Ron tml
3. Sphan
4, Horkc.ntal d&atlon Rag 11 -
(DOPPLER 0, TACAN)
5. “orlzonta, detiatlon pointer io-
(DOPPLER or TACAN)
6. tncnnometer 9-
7. Rat%o‘ium polrder
8. power OFF nag
9. Minlatule ahcraft
10. “erWiaI devlatlon Rag (DOPPLER)
1,. “er3hl devlatlon pOhdsr (DOPPLER) 8-

6 J
i

Figure 2-21. Pilot Attitude Indicator

2.10.11 Clock, Digital. The digital clock (Figure When the helicopter is powered up, the digital clock
2-23) is a quartz time-base, electronic, aircraft clock will illuminate all segments of the light emitting
that digitally indicates hours, minutes, and seconds, diode (LED) during the first 5 seconds then default
and it contains a stopwatch feature for elapsed to clock time. Switching back and forth between
digital time utiliza&t. The time is displayed in a 6- clock time and elapsed the wjll not affect the
jigit, 24-hour numeric display with hours and performance of either mode.
minutes on the top line and seconds underneath.
When in the clock mode, a C will display on the 2.10.11.2 Set Clock Time. With the digital clock
bottom of the display. An ET will display on the in the clock mode, press the SEL pushbutton and
bottom indicating elapsed time mode. An analog CTRL pushbutton simultaneously. The first digit
sweep-secondpointer is incorporated. The display is will flash; momentarily press the CTRL pushbutton.
green liquid crystal that is night vision compatible. Each depression of the CTRL pushbutton will
l’he display is illuminated by the instrument lights increase the digit by one. Press the SEL pushbutton
control switch on the pilot LIGHTS control panel. to set the next digit flashing. All digits are set in this
The clock has a keep-alive battery system utilizing a same manner.
l/2 AA size battery to keep the timing circuits
aperating for a minimum of one year when the 2.10.11.3 Set Elapsed Time. With the digital
helicopter 2%vdc power is not applied. Power is 28- clock in the elapsed time mode, momentarily press
vdc essential bus supplied through the ENG NO. 1 the CTRL pushbutton to start the elapsed timer
[NSTR circuit breaker. The digital clock requires no counter counting upward. The second, third, and
corrective or preventive maintenance while installed fourth depressions of the CTRL pushbutton will
in the helicopter. stop, zero, and start the timer. The analog sweep-
second pointer shall be synchronized with the
2.10.11.1 Clock Modes. The digital clock elapsed timer.
display has two modes: clock time mode and elapsed
time mode. Pressing the SEL pushbutton will toggle
3etween clock time mode and elapsed time mode.
2-44 ORIGINAL
 NAVAIR Ol-HlAAC-1

ZERO SEITINQ SCREW

VERTICAL SPEED
INDICATOR
/ ’ 3REAKER PANEL

/
ALTIMEIER

AIRSPEED INDlCATOR

ECU CONTROL
PANEL

Figure 2-22. Static System

2-45 ORIGINAL
 NAVAIR Ol-Hl AAC-1

OONrNoL
’ PUSHWITON

DIGITAL CLOCK
DETAIL A

Figure 2-23. Clocks

2.11 WARNING, CAUTION, AND ADVISORY 2.11.1.2 Pilot Caution Advisory Panel. The
SYSTEMS caution advisory panel is located in the right section
of the instrument panel. Illumination of any of the
Warning indicators and caution advisory panels worded segmentsin the caution advisory panel alerts
are provided for the pilot and copilot/gunner (Figure the pilot to malfunctions. The panel is equipped with
2-24). In addition to the lights, an AAU provides a RESET TEST switch, a BRIGHT DIM switch, and
audio signals (voice and tones) over the ICS for two edge lights for illuminating the switches.
abnormal system conditions. See Figure 2-25 for a
listing of warning, caution, and advisory light The BRIGHT DIM switch permits the pilot to
segments; aural signals; and action required when a select a bright or dim condition for all caution
advisory panel lights, MASTER CAUTION light,
light illuminates. Power is supplied by the 28-vdc
essential bus, and the system is protected by the ROTOR BRAKE light, RPM light, pilot armament
CAUTION LIGHTS and AURAL WARN circuit control panel lights, STORE CONTROL PANEL
lights, TURRET STOW light, and fire warning
breakers. lights in the FIRE PULL handles. After each initial
application of power, the lamps illuminate in the
2.11 .l Pilot Master Caution System. The pilot bright mode. Momentarily setting the switch to the
master caution system consists of a caution advisory BRIGHT or DIM position selects the desired
panel and a remote MASTER CAUTION light. intensity.

2.11.1.1 MASTER CAUTION Light. The pilot Note

MASTER CAUTION light is located just under the
glareshield at the top of the instrument panel. When The DIM function is operational, only
the light illuminates, the pilot is alerted to check the when the pilot instrument lights are
caution panel for the malfunction. Pressing the illuminated.
MASTER CAUTION light extinguishes and resets Setting the RESET TEST switch to TEST will
the MASTER CAUTION light and silences the illuminate the pilot MASTER CAUTION light and
AAU signals for subsequentcaution indications. warning/caution/advisory lights. Additionally, it will
2-46 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Figure 2-24. Warning, Caution, and Advisory Lights (Sheet 1 of 2)

2-47 ORIGINAL
 NAVAIR Ol-HlAAC-1

” I GUNNER STATION

Figure 2-24. Warning, Caution, and Advisory Lights (Sheet 2 of 2)

light the copilot MASTER CAUTION light and the Note
XMSN CHIP, C BOX CHIP, 42’ CHIP, and 90”
CHIP warning segments on the copilot caution The DIM function will operate only when
panel. Lights illuminated when the RESET-TEST the copilot/gunner instrument lights are
switch is activated will extinguish when the switch on.
is released. The AAU will complete BIT and The TEST position of the TEST switch
sequentially deliver voice and tone messages.BIT illuminates the entire copilot/gunner caution panel.
failure or loss of power to the AAU is indicated by Testing the system will not change any malfunction
illumination of the AAU light on the caution indication existing prior to testing.
advisory panel. Testing the system will not change
any malfunction indication existing prior to testing. 2.11.3 Aural Alerting Unit. The AAU is a self-
The RESET position extinguishes the MASTER contained unit that delivers voice warning messages
CAUTION light in both cockpits and silences AAU and nonverbal tones for cautions and advisories via
signals in preparation for subsequentmalfunctions. the ICS. The AAU is activated in conjunction with
the existing warning and caution light indicators.
2.11.2 Copilot/Gunner Master Caution The signals that turn the caution and warning lights
System. The copilot/gunner MASTER CAUTION on and operatethe RPM warning system activate the
light and caution panel (Figure 2-24) are located on AAU. The AAU is controlled by the AURAL
the left side of the instrument panel (Figure 2-20). WARN circuit breaker and monitored by the AAU
This is a repeater-type system; however, the panel advisory light. AAU volume is slaved to the ICS
does not contain all the light segmentspresentedon volume setting. The AAU generatesvoice warning
the pilot panel. The BRIGHT DIM switch enables messages and two separate, discernible tones (one
the copilot/gunner to select a bright or dim condition for cautions and one for advisories) for the
for all caution panel lights, MASTER CAUTION helicopter systems as indicated in Figure 2-6.
light, FIRE warning lights, RPM light, the copilot The AAU delivers an 1100 Hz caution tone when
armament control panel, and the TURRET STOW the MASTER CAUTION light illuminates and a
light. burst of three short 800 Hz advisory tones when an
2-48 ORIGINAL
 NAVAIR Ol-HlAAC-1

Segment/Aural Signal Candltlon Action Required

MASTER CAUTION Segment in CAUTION Observe CAUTION ADVISORY

AAU: 1100 Hz tone. ADVISORY PANEL is panel. Reset MASTER CAUTION.
illuminated.

* ROTOR BRAKE 1. Rotor brake engaged. P\ace rotor brake handle down. If
AAU: “ROTOR BRAKE.” light remains illuminated, shut off
2. Pressure applied. hydraulic system No. 2. Monitor
rotor rpm and land as soon as
Note practicable. If tght remains
illuminated, land as soon as
VSS and cyclic SCAS
possible.
automatically disengage
when hydraulic system No. 2
is shut off.

RPM Rotor rpm high or low. Observe triple tach. Adjust rpm as
AAU: “ROTOR RPM.” M Engine rpm bw 01 engine out required. Check engine instruments.
rotor rpm is low, a swept (no AAU). Refer to ENGINE FAILURE. Land
tone (whoop] is heard as soon as practicable.
simultaneously. Note
VS.5 will automatically shut
off when rotor rpm is not
within operating limits.

* FIRE 1 PULL Fire in engine 1 area. Collective - ADJUST. Throttle (No.

l * FIRE ENG 1 1 engine) - CLOSE. Wing stores
AAU: “NUMBER ONE - JETTISON (as appropriate). FIRE
ENGINE FIRE.” I PULL handle - PULL. FIRE EXT
switch - MAIN. ENG 1 FUEL
switch -OFF. FUEL CROSS FEED
switch - AUTO. FUEL TANK
INTCON switch-OPEN. MASTER
CAUTION light - RESET. MAYDAY
- BROADCAST. LAND AS SOON
AS POSSIBLE. If fire persists -
LAND IMMEDIATELY.
*- Pilot only
-- - copilovgunner only

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet I of 9)

2-49 ORIGINAL
 NAVAIR 01-HlAAC-1

Segment/Aural Signal Condition Action Required

* FIRE 2 PULL Fire in engine 2 area. Collective - ADJUST. Throttle (No.

** FIRE ENG 2 2 engine) -CLOSE. Wing stores
AAU: “NUMBER TWO -JETTISON (as appropriate). FIRE
ENGINE FIRE.” 2 PULL handle - PULL. FIRE EXT
switch - MAIN. Engine 2 FUEL
switch-OFF. FUEL CROSS FEED
switch -AUTO. FUEL TANK
INTCON switch -OPEN. MASTER
CAUTION light - RESET. MAYDAY
- BROADCAST. LAND AS SOON
AS POSSIBLE. If fire persists -
LAND IMMEDIATELY.

* FIRE 1 PULL and Fire in both engine areas. Enter autorotation and close both
FIRE 2 PULL throttles. FIRE 1 PULL handle -
** FIRE ENG 1 and PULL. FIRE EXT switch-MAIN.
FIRE ENG 2 ENG FUEL switches-OFF. FIRE
AAU: “DUAL ENGINE 1 PULL handle - IN. FIRE 2 PULL
FIRE.” handle - PULL. FIRE EXT switch
- RESERVE. Broadcast MAYDAY.

* VSS LIMIT VSS weight stroke None. Light will extinguish when
AAU: None. exceeding 95% of electrical weight stroke is less than 85%.
travel.

ENG 1 CHIP or Metal particles in oil of Reduce throttle on affected engine

ENG 2 CHIP respective engine. to idle. Land as soon as practicable.
AAU: 1100 Hz tone. If secondary indications exist,
execute sin@ engine procedures.

OIL PRESSIBYP Engine oil pressure low. Check ENG OIL pressure. If oil
(ENG 1lENG 2) or pressure is in operating range or
AAU: 1100 Hz tone. Engine oil bypassing filter. greater, reset MASTER CAUTION,
monitor ENG OIL pressure, and land
as soon as practicable. If oil
pressure is below 30 psi, shut down
affected engine and execute single
engine procedures.
*- Pilot onfy
** - Copilot/gunner only
,TABLE
1.D9220402,

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 2 of 9)

2-50 ORIGINAL
 NAVAIR Ol-HlAAC-1

Segment/Aural Signal Condition Action Required

* ANTI-ICE ON Engine anti-icing system Verify engine anti-ice switch is in

(ENG 1IENG 2) activated. desired position. If system cannot
(Advisory light on when be deactivated, observe N9 limits
selected) with anti-ice on. Check ANTI-ICE
AAU: Three 800 Hz tones. circuit breaker.

l INLET ANTI-ICE Engine inlet anti-icing Check ENG INLET HTR PWR and
(ENG IIENG 2) system activated and inlet CDNT circuit breakers.
AAU: 1100 Hz tone. temp below 43 “F.

FUEL FILTER Engine fuel filter clogged. Land as soon as practicable.

(ENG IIENG 2)
AAU: 1100 Hz tone.

FWD FUEL LOW Forward fuel cell fuel level FUEL TANK INTCON switch -
AAU: 1100 Hz tone. low. OPEN. Land as soon as possible.

Note
When light is illuminated the
crossfeed valve opens and
fuel cell boost pumps are
activated automatically.

* FUEL VALVE Fuel valves or crossfeed Check ENG l/ENG 2 FUEL and
AAU: 1100 Hz tone. valve in transit or not in FUEL CROSS FEED switches for
selected position. desired position. Check FUEL
VALVE circuit breaker. Prepare for
single-engine operation.

’ CHIP DETR Metal particles in tail rotor Press PUSH TO CLEAR 4Z0/900
** 90” CHIP gearbox oil. XMSN indicator a maximum of three
90” (GEARBOX CHIP times to clear first chip indication
Indicator). (minimum 2-second pause between
presses). MASTER CAUTION -
RESET. If light extinguishes,
continue flight. If light does not
extinguish or illuminates again,
reduce power and reset MASTER
CAUTION. Land as soon as
practicable. If accompanied by 90”
TEMPlPRESS caution light. be
prepared to execute loss of tail rotor
procedures. Land as soon as
possible.
l- Pilot only
l *- Copilot/gunner only

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 3 of 9)

2-51 ORIGINAL
 NAVAIR Ol-HlAAC-1

SeamenffAural Sianal Condition Action Reouired

* CHIP DETR Metal particles in tail rotor Press PUSH TO CLEAR 42V90”
** 42” CHIP gearbox oil. XMSN indicator a maximum of three
42” (GEARBOX CHIP times to clear first chip in&a!ion
indicator) (minimum 2-secondpause between
presses). MASTER CAUTION -
RESET. If light extinguishes.
mnHn#ra
“.,. ‘lid,,. .. . I, linh,
,..,. “W ...LI ..J... ,+nm.
---_ ““,
.._.
extinguish or iluminates again,
reduce power and reset MASTER
CAUTION. Land as soon as
practicable. If accompanied by 42”
TEMP/PRESS caution light. be
prepared to execute loss of tail rotor
procedures. Land as soon as
possible.
l CHIP DETR Metal particles in mast Press PUSH TO CLEAR 42V90°
** XMSN CHIP bearing oil. transmission oil, XMSN Indicator a maximum of three
XMSN (GEARBOX CHIP or transmission sump oil. times to clear first chip indication
indicator) (minimum Z-second pause between
presses). MASTER CAUTION -
RESET. If light extinguishes,
continue flight. If light does not
extinguish or illuminates again, land
as soon as possible. If accompanied
by XMSN TEMPIPRESS caution
light, land immediately.
CHIP DETR Metal particles in engine 1 Press PUSH TO CLEAR 1, 2,
C BOX CHIP or 2 side, sump of SUMP indicator a maximum of three
1, 2, SUMP combining gearbox, or times to clear first chip indication
(GEARBOX CHIP indicator) throughout gearbox. (minimum 2-second pause between
presses). MASTER CAUTION -
RESET. If light extinguishes,
continue flight. If light does not
extinguish or illuminates during
remainder of flight, land as soon as
possible. If accompanied by C BOX
TEMP/PRESS caution light, land
immediately.
AFT FUEL LOW Aft fuel cell fuel level low. FUEL TANK INTCON switch -
AAU: 1100 Hz tone. OPEN. Land as soon as practicable.
Note
When light is illuminated, the
crossfeed valve opens and
fuel cell boost pumps are
activated automatically.
l - Pilot only
l *- Copllotl&nner only

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 4 of 9)

2-52 ORlGlNAL
 NAVAIR Ol-HlAAC-1

SegmentlAural Signal Condition Action Required

l NO. I FUEL PRESS 1. Engine-driven suction 1. FUEL CROSS FEED switch -

fuel pump malfunction if OPEN. Verify FUEL TANK
* NO. 2 FUEL’;AESS crossfeed valve is INTCON switch - OPEN. Verify
AA”: 1100 Hz tone. closed. affected engine FUEL PRESS
light extinguished. Do not make
Note
rapid collective movements. Flight
FUEL PRESS lights monitor above 10,000 feet shall not be
fuel cell boost pump attempted. Land as soon as
pressure when the crossfeed practicable. If affected engine has
valve is open. Engine-driven flamed out, follow procedures for
suction pump pressure is single engine operations,
monitored when the
crossfeed valve is closed.
2. Fuel cell boost pump 2. Verify FUEL TANK INTCON
malfunction if crossfeed switch - OPEN. Verify FUEL
valve is open. CROSS FEED switch-OPEN.
FUEL PRESS circuit breaker
(affected boost pump) - RESET
IF OUT. If light does not
extinguish, descend below 10,000
feet and land as soon as
practicable.

* 42” TEMPlPRESS 42” gearbox oil temperature Establish and maintain forward
AAU: 1100 Hz tone. high and/or pressure low. airspeed. If indication persists, land
as soon as possible.

l 90D TEMPlPRESS Tail rotor gearbox oil Establish and maintain forward
AAU: 1100 Hz tone. temperature high and/or airspeed. If indication persists, land
pressure low. as soon as possible.

NO. 1 HYD TEMP/PRESS No. 1 or No. 2 hydraulic Verify HYD PRESS. Affected system
or system hydraulic fluid -OFF. HYDR CONT circuit
NO. 2 HYD TEMP/PRESS temperature high and/or breaker - IN. If SYS 2 failure,
AAU: 1100 Hz tone. pressura low. switch VSS to OFF and monitor
XMSN and GRBX OIL temperature
if OIL COOLER switch in SEC. Land
as soon as possible. If XMSN or C
BOX TEMPIPRESS caution light
illuminates, land immediately.
l - Pilot only
(TABLE
I. D.9220105)

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 5 of 9)

2-53 ORIGINAL
 NAVAIR Ol-HlAAC-1

Segment/Aural Signal Condition Action Required

XMSN TEMPtPRESS Transmission oil Verify condition on XMSN OIL

AAU: 1100 Hz tone. temperature high and/or gauge. If problem is temperature,
pressure low. check GRBX OIL temperature. If
GRBX OIL temperature is also high,
position OIL COOLER switch to
SEC and land as soon as
practicable. (In SEC position the
VSS will automatically shut off.) If
XMSN OIL temperature remains
above limit or pressure is below
limit, land as soon as possible. If
XMSN OIL pressure is zero, be
prepared to execute impending
transmission failure procedures.

C BOX TEMPtPRESS Combining gearbox oil Verify condition on GRBX OIL

AAU: 1100 Hz tone. temperature high and/or TEMPIPRESS gauge. If problem is
pressure low. temperature, position OIL COOLER
switch to SEC. (In SEC position, the
VSS will automatically shut ,off).
Land as soon as practicable. If
temperature does not return to
normal operating limits or if oil
pressure is below limit, land as soon
as possible. If oil pressure is zero,
be prepared to execute impending
transmission failure procedures.

NO. 1 DC GEN No. 1 DC generator failed. Check AMPS gauge. If generator

AAU: 1100 Hz tone. not operating, GEN NO. 1 -
RESET then ON. It output not
restored, GEN NO. 1 switch - OFF.
Land as soon as oracticable.

XMSN OIL BYP Transmission oil bypassing Monitor XMSN OIL temperature.
AAU: 1100 Hz tone. oil cooler. Reduce power as required to
“.“i”.^i..
IIIYIIILUIII .^-“,.l....,,~^
.“~“p,“,V.“,” *..i+hi”
..1.11111,/“.i,^
,,,, I,.“.
Reset MASTER CAUTION and land
as soon as practicable. If oil
temperature is above limit, land as
soon as possible.
ITABLE 1.0.*204c-

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 6 of 9)

2-54 ORIGINAL
 NAVAIR 01-HlAAC-1

Segment/Aural Signal Condition Action Required

XMSN OIL COOLER Loss of utility hydraulic If OIL COOLER switch in NORM,
AAU: 1100 Hz tone. system pressure to primary position OIL COOLER switch to
. ..WW.89*.... oil cooler blower motor if SEC. Reset MASTER CAUTION.
CAUTION OIL COOLER switch in Monitor XMSN and GRBX OIL
f Hsw..*...IIIm I NORM. Hydraulic system temperature and land as soon as
No. 2 pressure lost to practicable. If XMSN or C BOX
If oil cooler blower is
secondary oil cooler blower TEMPlPRESS caution light
inoperative, GRBX OIL
motor if OIL COOLER illuminates, land as soon as
temperature will rise rapidly
(approximate,y 28 aC,M,N) switch Positioned to SEC. possible.
even if power is reduced. If OIL COOLER switch in SEC,
monitor XMSN and GRBX OIL
temperature and land as soon as
possible. If XMSN or C BOX TEMPl
PRESS caution light illuminates,
land immediately.

NO. 2 DC GEN No. 2 DC generator failed. Check AMPS gauge. If generator

AAU: 1100 Hz tone. not operating, GEN NO. 2 -
RESET then ON. If output not
restored, GEN NO. 2 - OFF. Land
as soon as practicable.

NO. 1 BATT SYS No. 1 or No. 2 battery Reset MASTER CAUTION. If light
failed. Cell imbalance in does not extinguish within 5
NO. 2 BATT”:YS battery. Defective charger/ minutes, affected BATT switch -
AAU: 1100 Hz tone. monitor. Battery temp above OFF. Land as soon as practicable.
145 “F.

AAU Aural alerting unit has a BIT AURAL WARN circuit breaker - IN.
AAU: None. failure or loss of power to If output not restored, circuit breaker
the AAU. OUT.

UTILITY HYD Utility hydraulic system Position OIL COOLER switch to

AAU: 1100 Hz tone. pressure low and/or SEC and reset MASTER CAUTION.
temperature high or utility Monitor XMSN and GRBX
hydraulic system has failed. temperature. Land as soon as
(Refer to caution in XMSN practicable. If XMSN or C BOX
OIL COOLER light.) TEMP/PRESS caution light
illuminates, land as soon as
possible.

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 7 of 9)

2-55 ORIGINAL
 Segment/Aural Signal Condltlon Action Required

NO. 1 BATT TEMP No. 1 battery temperature BATTERY NO. 1 or NO. 2 - OFF.
high. If light does not extinguish, land as
NO. 2 BATT?EMP soon as possible. Shut down
AAU: 1100 Hz tone. No. 2 battery temperature helicopter.
high.

AC MAIN Main inverter failed. INVERTER MAIN circuit breaker -

AAU: 1100 Hz tone. IN. If light remains illuminated,
INVERTER MAIN circuit breaker -
OUT. fNV switch - STBY. MASTER
CAUTION - RESET. Land as soon
as practicable.

AC STBY Standby inverter failed. INVERTER STBY circuit breaker -

AAU: 1100 Hz tone. IN. If light remains illuminated,
INVERTER STBY circuit breaker -
OUT.

SAM SAM threat radar signal Appropriate countermeasures.

APR-44 audio tone. detected by radar warning
system.

Al (APR-44 provisions only) Airborne threat radar signal Appropriate countermeasures.

detected by radar warning
system.

l IRCM AN/AL@1 44 Position IRCM control panel switch

AAU: 1100 Hz tone. countermeasures system to OFF.
inoperative.

* HUD HUD inoperative. Check HUD PWR circuit breaker.

AAU: 1100 Hz tone. Run BIT a second time. Check HUD
light extinguished.

* IFF Mode 4 IFF inoperative (or Select alternate code on IFF control
AAU: 1100 Hz tone. not properly keyed). panel.
’ - Pilot only
FABLE
I.D.9220408~

Figure 2-25. Warning, Caution, and Advisory Panel Segments (Sheet 8 of 9)

2-56 ORIGINAL
 NAVAIR Ol-HlAAC-1

Segment/Aural Signal Condition Action Required

* AMMO DOOR OPEN Ammo bay or external Secure appropriate door(s).

AAU: 1100 Hz tone. door(s) open.

= EXT PWR DOOR OPEN External power door not Secure door.
I AAU: 1100 Hz tone. secured. I

Figure 2-25. Warning, Caution, and Advisory Panel Segments(Sheet 9 of 9)

advisory segment illuminates. When a BIT check of 2.12.1 Fire Warning System. Fire warning
the AAU is initiated with the RESET TEST switch lights are located in the FIRE 1 PULL and FIRE 2
on the pilot caution advisory panel, the voice PULL handles on the pilot instrument panel (Figure
warning messages are delivered in the following 2-26). Two lights are located in the copilot/gunner
sequence:dual engine fire, No. 1 engine fire, No. 2 panel and indicate FIRE ENG 1 and FIRE ENG 2
engine fire, rotor brake, rotor ‘pm, followed by two when illuminated. The pilot and copilot/gunner
discernible tones (1100 Hz and 800 Hz). AAU voice
lights are connected in parallel, and both sets of
messages can be silenced by pressing either
MASTER CAUTION light. AAU tones can be lights illuminate when energized. A FIRE WARN
silenced by pressing either MASTER CAUTION TEST switch is located on the miscellaneous control
light or positioning the pilot RESET switch on the panel mounted on the pilot instrument panel. The
caution panel to RESET. The AAU is powered by switch is spring-loaded to the off position. The
the 28-vdc essential bus and protected by the TEST position causes all four fire warning lights to
AURAL WARN circuit breaker. illuminate, indicating the system is operational. The
detector elements are heat sensing wire loops
2.12 FIRE DETECTION SYSTEM connected to the fire detector control unit. These
elements have high electrical resistance at normal
Each engine compartment is equipped with a heat ambient temperatures. However, their resistance
sensing loop for fire detection. An overheat drops rapidly when heated.The fire detector control
condition in an engine compartment causes the
unit senses the low resistance from any overheat
appropriateengine fire warning light (FIRE 1 PULL/
FIRE 2 PULL) to illuminate (Figure 2-26). A FIRE condition and illuminates the appropriate fire
WARN TEST switch allows testing of the sensor warning light. If the overheat condition is corrected
loops. The AAU also provides a voice warning without damage to the detector elements, the fire
messageon the ICS when an overheat condition is warning lights will extinguish when the elements
present in the engine compartment. cool down and their resistance increases. Power is
2-57 ORIGINAL
 NAVAIR Ol-HlAAC-1

209064-18
Jl377.

Figure 2-26. Fire Detection and Extinguishing System

supplied by the 28-vdc essential bus and protected position. FIRE PULL light illumination is not
by FIRE DET ENG 1 and FIRE DET ENG 2 circuit required to discharge the extinguishers.
breakers. The 28-vdc essential bus supplies power. The
FIRE EXT circuit breaker provides circuit
protection.
. ..s8..,,,,,...II
Do not actuate the FIRE WARN TEST CAUTION
switch more than 15 seconds. Prolonged I .88....8s........ I
use will overheat the detector elements. Pulling a FIRE PULL handle and setting
2.12.2 Engine Fire Extinguishing System. the FIRE EXT switch to MAIN will result
Two fire extinguisher bottles are mounted in the oil in that bottle being discharged into the
cooler compartment for extinguishing engine selected engine compartment. However,
compartment fires. Plumbing, from the bottles to when both FIRE PULL handlesare pulled
outlet nozzles, and electrical actuating systems are out and the FIRE EXT switch is set to the
designed to permit using either or both bottles to MAIN position, the bottle will not
extinguish a fire in either engine compartment. discharge. If the switch is then set to the
Illumination of either FIRE PULL warning light RESERVE position, only one bottle will
indicates excessive heat in the respective engine discharge. The discharged extinguishing
compartment (Figure 2-26). Pulling the FIRE PULL agent will be routed to both engine areas
handle will shut off fuel to the affected engine, and could be ineffective in either engine
deactivate the ECU and rain removal circuits, and area.
arm both fire extinguisher bottles. Setting the FIRE 2.13 INGRESS/EGRESS SYSTEM
EXT switch to either MAIN or RESERVE will
discharge the selectedbottle into the affected engine 2.13.1 Crew Compartment Doors. Pilot and
compartment. The main fire extinguishing bottle copilot/gunner access (Figures 2-27 and 2-28) is
should be selected first. To use the reservebottle lift provided by canopy doors that are hinged at the top
and move the FIRE EXT switch to the RESERVE and swing outward and up. The pilot canopy door
2-58 ORIGINAL
 NAVAIR Ol-HlAAC-1

opening is on the right side and the copilot/gunner cockpit, ROTATE THE HANDLE 90”
canopy door is on the left side, COUNTERCLOCKWISE AND PULL, I
Both doors are openedor closed manually with an
assist from a pneumatic strut from inside or outside.
To open either door from the closed position, turn I
the door handle and raise the door; it will
automatically extend to the full-open position. To l Helmet visors shall be down prior to
close the canopy door, pull the door shut and turn activation of the CRS to preclude
the door handle to the closed position. The doors possible eye injury.
may only be placed in the full-open or closed
position. l When the system is actuated, debris
may be expelled 50 feet outward from
the helicopter.
l The CRS handle/ring must be pulled
completely out of the arm/fire
Crew compartment doors may depart the mechanism or the CRS may not
helicopter if opened in flight. detonate.

2.13.2 Canopy Removal System. The canopy l The CRS handle must be pulled straight
removal system (CRS) provides for rapid crew out of the arm/fire mechanism without
egressin emergency situations (Figures 2-27 and 2- bending the initiator or extreme force
28). The system consists of a linear explosive system will be required to remove the initiator
used to cut the side windows from the canopy and actuate the system.
support structure, three arm/fire mechanisms, and l Activation of the CRS when
the interconnecting lines of flexible, confined, combustible fuel and/or vapors are
detonating cord. The arm/fire mechanisms are presentmay result in an explosion/fire.
manually activated, percussion-type detonators. The canopy breakout knife or survival
When fired, all four window cutting assemblies will knife can be used as an alternate means
be immediately detonated to blow the four side of egresswhen combustible fuel and/or
windows outward in fragments, leaving an empty vapors are present.
frame for egressor ingress.
I l Simultaneous or near simultaneous
2.13.2.1 Nose Mounted CRS Ring. The pulling of both pilot and copilot/gunner
external, nose mounted CRS mechanism is equipped arm/fire mechanism handles may result
with a canopy removal system ring for external in injury to one or both crew members.
activation of the CRS system. To actuate the system, The pilot and copilot/gunner must
ROTATE THE RING 90” COUNTERCLOCKWISE coordinate prior to firing the system.
AND PULL.

I 2.13.2.2 Cockpit CRS Handles. The cockpit,

yellow-striped canopy removal system handles are
2.14 ENVIRONMENTAL CONTROL SYSTEM

2.14.1 Environmental Control Unit. The ECU

installed in the arm/fire mechanisms as shown in is located in the hydraulic compartment. Air for the
Figures 2-27 and 2-28. The system can be actuated ECU is bled from the engine compressors.
by either of the handles or the nose mounted ring. Conditioned air from the ECU is supplied through
The CRS handles have a safety pin with streamer the air distribution system. The ECU is subject to
(REMOVE BEFORE FLIGHT) to prevent accidental automatic shutoff because of priority demand for
firing of the system. The pins must be pulled before engine bleed air in the event engine oil pressure is
the system can be actuated. To actuate the system 15 psig or below or a FIRE PULL handle is pulled.
from the m cockpit, PULL THE HANDLE The automatic control function of the ECU energizes
COMPLETELY OUT OF THE ARM/FIRE the ventilation blower, providing a backup
MECHANISM. To actuate the system from the q ventilating function for the system.
2-59 ORIGINAL
 NAVAIR Ol-HlAAC-1

CANOPY REMOVAL CANOPY REMOVAL

SYSTEM (CRS) HANDLE

GUICK-RELEASE PIN

I A ’
QUICK-RELEASE PIN

GUNNER COCKPIT PILOT COCKP,T

ARM/FIRE MECHANISM ARM/FIRE MECHANISM
(LOCATED AT L!ZADING (LOCATED AT CENTER
EDGE OF LOWER SEAT) LEADING EDGE OF
LOWER SEAT)

GUNNER COCKPIT
DOOR HANDLE
(PILOT-RIGHT SIDE)

-CANOPY REMOVAL
SYSTEM RING

OCTERNAL
ARMFIRE
MECHANISM
(RIGHT SIDE)

Figure 2-27. m Ingress/EgressSystems

2-60 ORIGINAL
 NAVAIR Ol-HlAAC-1

CANOPY REMOVAL
SYSTEM HANDLE

- CANOPY REMOVAL
SYSTEM HANDLE

SAFElY PIN

-‘--=-
-C...C.a -
?I sAFENP
L.YzTEi f- STREAMEF

GUNNER
ARWFlAE
COCKPIT
MECHANISM
A \
PILOT
ARM/FIR
COCKPlT

(LOCATED ON
RIGHT CONSOLE) -I=?/-- ,

/ GUNNER COCKPIT
DOOR HANDLE
SAFETY PI
/ (PILOl-RIGHl SIDE)

-CANOPY REMOVAL
SVSIEM RING

EtlSRNAL
p
STREAMER ARM/FIRE
MECHANISM
(RIGHT SIDE)
3”0--

Figure 2-28. q Ingress/EgressSystems

2-61
 NAVAIR 01-HlAAC-1

Setting the ECU/VENT switch (Figure 2-29) to essential bus and controlled by the .TOW SYS
the ECU position actuates the unit. The COOL/ BLWR circuit breaker.
WARM knob, located on the control panel in the
pilot tight console, regulates the temperature of the 2.16 RAIN AND ICE REMOVAL SYSTEM
outlet air.
Power is supplied by the 2%vdc essential bus and Removal of rain or ice from the forward window
protected by the ECU PWR circuit breaker. The panel is accomplished by setting the RAIN REM
RAIN REM and ECU switches should be in the OFF switch to RAIN REM (Figure 2-29). The switch is
or VENT position during flight conditions requiting located in the ECU panel on the pilot tight console.
maximum engine performance becauseof reduction When the RAIN REM switch is actuated,a bleed air
in engine power available. valve opens and bleed air mixed with outside air is
directed to the base of the forward windshield.
2.14.2 Ventilating System. Ventilating air is Power is supplied by the 28-vdc nonessential bus
supplied through air inlets located on the leading and protected by the ECU PWR circuit breaker.
edge of the pylon fairings. An electrical blower rrrrrrm........
provides forced air throughout the distribution
system. Setting the ECUNENT switch (Figure 2-29) CAUTION
I . . . . . . . . . . . ..+u. I
to VENT actuates the system. The pilot has an
adjustable outlet on each side of the instrument The rain removal system should be turned
panel and one between the tail rotor control pedals. off as soon as cleared vision will permit.
The copilot/gunner has one outlet on the left side of Heat may melt the windshield if operated
the instrument panel, or by the right side armament for a prolonged period on a dry
panel, and one between the tail rotor control pedals. windshield.
Airflow volume is regulated by the butterfly valve in
the outlets. Note
Ventilating air is also routed through the pilot and A decrease in power available can be
copilot/gunner seat and back cushions. Power is expected when operating the ECU and/or
supplied by the 28-vdc essential bus and protected
by the VENT BLO circuit breaker. the rain removal system.

2.17 PERSONNEL EQUIPMENT

I,,,,,,,(
2.17.1 Pilot Seat. The pilot seat is a vertically
Should the bleed air valve fail in the adjustable, nonreclining type, installed at a reclined
OPEN position with the temperature angle of 15”. The vertical height adjustment is on the
control in the COOL position and the left side of the seat. The back, bottom, and side
cockpit air inlets partially or fully closed, panels are made of ceramic and fiberglass composite
the ECS .duct system can expand causing armor.
cyclic control interference or binding.
Increased force required to move the Additional protection is provided by side shoulder
cyclic may not overcome this condition. panels that can be installed on or removed from the
basic seat. The seat is equipped with seat and back
2.14.3 Defrosting/Defogging. The ECU cushions, lap safety belt, and inertia reel shoulder
provides heated air for defrosting and defogging. harness.
The outlets on the pilot instrument panel shroud
provide air for defrosting and defogging the side
canopy areas. 2.17.2 Copilot/Gunner Seat. The copilot/gunner
seat is a fixed seat installed at a reclined angle of
15”. The seat is made of ceramic and fiberglass
2.15 AVIONIC EQUIPMENT COOLING
composite armor. The seat is equipped with a lap
The avionics and TOW compartments are cooled safety belt, inertia reel shoulder harness, and seat
by two blowers located under the ammunition bay and back cushions. Arm rests are provided for each
floor. The TOW blowers are powered by the 28-vdc side of the seat.
2-62 ORIGINAL
 NAVAIR Ol-HlAAC-1

2.18 EMERGENCY EQUIPMENT

2.17.3 Seatbelts and Harnesses. Seatbelts,
inertia reels, and shoulder harnessesare installed on 2.18.1 First-Aid Kit. An aeronautical-type first-
the pilot and copilot/gunner seats. Each seat aid kit is located on the aft bulkhead of the pilot
incorporates a manual lock-unlock control handle. compartment.
When the control handle is in the unlocked position,
the inertia reel cable will extend to allow the 2.18.2 Handheld Fire Extinguisher. A portable
occupant to lean forward. However, the reel will fire extinguisher is located on the bulkhead to the
automatically lock when the helicopter encounters left of the copilot/gunner seat.
an impact force in excess of a 2g deceleration.
Locking of the reel can be accomplished with the
harness at any position, and the reel will I\NARNING(
automatically take up the slack in the harness. To
releasethe lock, it is necessaryto lean back slightly When using the handheld CF3Br Halon
to releasetension on the lock and move the control 1301 extinguishers for aircraft in-flight
handle to the lock and then unlock position. It is fires, asphyxiation or degraded human
possible to have pressure against the seat whereby motor capabilities will occur with
no additional movement can be accomplished and inadequateventilation.
the lock cannot be released.If this condition occurs,
it will be necessaryto loosen the shoulder harness. 2.19 MISCELLANEOUS EQUIPMENT
The reel should be manually locked for takeoff and
landing. 2.19.1 Data Case. The data case is mounted on
the left armor panel in the pilot compartment.

2.19.2 Rear-View Mirror. A rear-view mirror is

located in the copilot/gunner compartment above the
UHF EMER switch.

Figure 2-29. Environmental System Controls

2-63 ORiGINAL
 NAVAIR 01 -Hl AAC-1

2.19.3 Relief Tubes. The relief tubes are located flight into possible icing conditions or unusual FOD
in the pilot and copilot/gunner compartments. The danger areas(such as low level/hover maneuvers in
system is vented overboard on the underside of the an area of cot, long-bladed grass or loose gravel) is
helicopter and provided with three strip heaters to expected. The screens are not required for normal
prevent freezeup. The heating strips are designed to operation.
energize at temperaturesbelow 40 *5 “F and not to
exceed an operating temperature of 70 rt5 OF.Power 2.20 WIRE STRIKE PROTECTION
is supplied by the 2%vdc essential bus. Control and
protection of the circuit is provided by the RLF
TUBE circuit breaker. The wire strike protection consists of deflectors
and three cutters installed on the upper and lower
2.19.4 Engine Inlet Screens. Engine inlet portions of the forward fuselage. The deflectors and
screens are provided for both engine inlets. The cutters are designed to guide wire toward the base
screens are removable and shall be installed when area where the cutting edge is located (Figure l-1).

2-64 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHAPTER 3

Service and Handling

3.1 SERVICING DATA 2. Water wash tank- Connect to engine wash
connector on engine to be washed.
The servicing data is presented by systems and
components. Figure 3-1 illustrates servicing points 3. Rotor brake - As Required.
and sight gauges for replenishment of nitrogen 4. BATT NO. 1 and NO. 2 switches - ON.
charge, hydraulic fluid, oil, and fuel. If necessary,
refer to Figures 2-1 and 2-5 for a better definition of 5. MASTER CAUTION circuit breaker -
servicing points and sight gauges for the respective PULL.
components. Figure 3-2 provides detailed 6. APU - CONNECT (set 26 to 29 vdc).
illustrations of the main transmission and gearboxes
for identification of the related chip detectors. Fuel, 7. ENG WASH switch - WASH.
oil, hydraulic fluid, and nitrogen specifications for 8. ENG START switch-ON. Simultaneously
the helicopter are shown in Figure 3-3. System turn on cleaning solution supply system and
capacities are shown in Figure 3-4. motor engine for 15 seconds.
3.2 ENGINE WASH PROCEDURES 9. ENG START switch - OFF. Continue
applying cleaning solution for 15 seconds
There are two types of engine wash procedures: during coastdown.
the engine performance recovery/gas path cleaning
wash and the engine desalinization rinse. 10. Cleaning solution supply - OFF.
The ENG WASH switch is located on top of the 11. Allow solution to soak in engine and
pilot left console outboard of the engine control starter to cool for 10 minutes.
panel. 12. Repeat steps 7 through Il.
Only personnel designated by commanding 13. Cleaning solution supply - Disconnect.
officers shall be authorized to conduct engine
motoring wash procedures. 14. Rinsing solution supply - Connect and
pressurize tank.
3.2.1 Enaine Performance Recovery/Gas 15. Accomplish steps 7 through 11 with
Path Cleking Wash. rinsing solution.
16. Rinsing solution supply - Disconnect.
17. ENG WASH switch - Normal Start.

Engine
- MGT shall . be 125 “C. or less Note
before water or cleanmg solutton 1s
sprayed into the engine. If necessary,the During the cooldown period, allow
starter may be motored to reduce MGT. residual water to drain from wash
Starter limitations shall be observed. If an manifold and prepare for an engine run.
APU is used as the electrical power The time required to obtain engine light-
source for engine wash/rinse procedures, off will be several seconds longer than
the APU current limiter shall be set at 750 with a fully dried engine.
amps when motoring the engine during 18. Perform a normal engine start (Refer to
wash/rinsecycles. paragraphs7.9 and 7.10.)
1. Armament - OFF/SAFE. 19. ANTI-ICE ENG UENG 2 - ON.
3-1 ORIGINAL
 NAVAIR 01 -HI AAC-1

HYDRAULIC SYSTEM NO. 2

NO. 2 ENGINE n

p&ECcodpL

SIGHT GAUGE

.-..-.._- -..... ^“.*“-v.. INDICATORS

FlLTER BYPASS INDICATOR

MAIN TRANSMISSION
SIGHTGLASS
!G

PRESSURE FUELING FUEL FILLER CAP

RECEPTACLE (GRAVIlV FILL)

L!-FM

Figure 3-l. Servicing Diagram (Sheet 1 of 2)

3-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

INTERMEDlr 4T
GEARBOX

SIGHT GAUGE

OIL FILLER PLUGS

OIL FILLER CAP

(SEE ENG NO. 2)

SIGHT GAUGE

FILTER BYPASS

SIGHT GAUGE 1

CHECK VALVE

SIGHT GAUGE

NITROGEN CHARGE VALVE _*

VIERATlO~N&PPRESSlON HYDRAULIC SYSTEM NO. 1

Figure 3-1. Servicing Diagram (Sheet 2 of 2)

3-3 ORIGINAL
 NAVAIR 01 -Hl AAC-1

L CHIP DETECTOR
(CSOX ENG #I)

CHIP DETECTOR
(CBOX ENG #Z)

1. MAST BEARING CHIP DETECTOR

2. LECT SIDE SUMP CHIP DEtECTOR
3. RIGNT SlDE SUMP CHIP DETECTOR
4. LEFT SIDE PIANETARY CHIP DETECTOR
5. RIGHT SIDE PLANETARY CHIP DETECTOR

1
CHIP COUNTER ASSEMBLY
CHIP D!2lEClOR
5 (CBOX SUMP)

I!-
VISWA
LOOKING AFT

c I

LOCATED ON EC” COMPARTMENT

A.FT BULKHEAD, LEFT SIDE
-127H
ilm

Figure 3-2. Transmission/Gearbox Chip Detector Locations (Sheet 1 of 2)

3-4 ORIGINAL
 NAVAIR 01-HlAAC-1

INTERMEDIATE GEARBOX TAIL ROTOR GEARBOX

VIEW B

I CHIP DETECTOR

VIEW B
LOOKING FORWARD VIEW c
LOOKING FORWARD

Figure 3-2. Transmission/Gearbox Chip Detector Locations (Sheet 2 of 2)

3-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

SPEC,FlCATlON

SYSTEM STANDARD ALTERNATE

JPS (MIL-T562.5) ASTM D1655 I I

FUEL
JP4
Jp8
(MIL-TS624)
(MIL-T-Wl33)
JETA
JET A-f
JETB I
I
I
OIL NATO
SYMBOL 1

Englnes
I MIL-L-23699
MIL-L-7809 I
C-158
0148 I

Comblnlng gearbox DOPL-86734 (AS) AEROSHELL 555

ROYCO 555
TransmiMhm EkXON ET025

hltsmledlate gearbox MIL-L-7808 l o-u0

Tail rotor gearbox MILis3699 . c-156

Main rotor Any hlgh deter

MILi.45152
hub grips gmt 1ow 30 OS

HYDRAULIC FLUID

Flight co”trol
MIL-H-S3292
and utflltv . systems
. I I . - ---
YIL-WMR - I I
YSS ACCUMULATOR sEN411c Type 1
NITROGEN Grade B Class 2

U.S. COMMERCIAL
l NATO SPEC ASTST;;6%2T
SYMBOL GFi$ES I

F44 *** JP-5 l *** JET A AVCATl48

F-40 JW l * JE7B AWAG

RM JP-8 JET A-l AVTURISO

l *= F4‘l approved fuel afloat.

l ..* Equivalent to JET A-l except freezlng pobd Is 40 ‘C vice 50 ‘C.

Figure 3-3. Specification Sheet

3-6 ORIGINAL
 NAVAIR Ol-HIAAC-1

CAPACITY (UI)
SYSTEM
USA8LE UNUSABLE TOTAL

FUEL

TOTALONTERNAL) 298 GAL 6 GAL 304 GAL

L I I TOTAL
I
I
ENGINE NO. 1 3.8 QUARTS 3.5 QUARTS 1.3 QUARTS

ENGINE NO. 2 3.8 QUARTS 3.5 QUARTS 7.3 QUARTS

COMBINING GEARBOX
INCLUDING COOLER

I TRANSMISSION
INCLUDING COOLER I 16 QUARTS 4 QUARTS I 20 QUARTS I

INTERMEDIATE GEARBOX 3.5 PINTS 3.5 PINTS

TAIL ROTOR GEARBOX 4.5 PINTS 4.5 PINTS

MAIN ROTOR HUB GRIP NO. 1 2.5 PINTS 2.5 PINTS

I MAIN ROTOR HUB GRIP NO. 2 I 2.5 PINTS [ - 1 2.5PINTS \

r -- HYDRAULIC r
SYSTEM NO. 1 9mNTs 9 PINTS

SYSTEM NO. 2 15 PINTS 15 PINTS

UTILITY SYSTEM 3 PuaS 3 PINTS

2000 f 100
PSI
VSSACCUMULATOR (HYDRAULIC
SYSTEM OFF)

100000.1222
H4750

Figure 3-4. System Capabilities

3-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

20. Run engine at IOO-percentengine ‘pm (Np) 2. Wash cart - Connect to engine to be
for a minimum of 5 minutes. rinsed.
3. Rotor brake - As Required.
Note
4. BATT NO. 1 and NO. 2 switches - ON.
Ensure engine anti-icing operates for the
last 3 minutes to dry out piping. 5. MASTER CAUTION circuit breaker -
Poll.
21. ANTI-ICE ENG l/ENG 2 - OFF.
6. APU - Connect (set 26 to 29 vdc).
22. Shut down engine. (Refer to paragraph
7.35) 7. ECU and RAIN RMV switches - OFF.
8. ENG WASH switch -WASH.
23. Repeat proceduresfor remaining engine.
9. ENG START switch -ON. Simultaneously
Note tam on rinsing solution supply system and
motor engine for 15 seconds.
The remaining engine wash may be
accomplished during the soaking period IO. ENG START switch - OFF. Continue
of the first engine. Engine drying runs applying rinsing solution for 15 seconds
may be done at the same time. during coastdown.
11. Rinsing solution supply - OFF.
3.2.2 Engine Desalinization Rinse. An engine
desalinization rinse is performed to remove internal 12. Allow starter to cool 10 minutes.
salt accumulations from the engine. The rinse is 13. Repeat steps 8 through 11.
recommended when the helicopter is deployed
aboard ship, when operating from bases within 2 14. Accomplish steps 2 through 13 for the
miles of salt water, or after flights below 500 feet remaining engine.
over salt water. There are four methods of rinsing 15. Disconnect rinsing solution supply.
the engine. The preferred method is after engine
shutdown following the last flight of the day. The 16. ENG WASH switch - Normal Start.
other methods in order of preference are as follows:
Note
1. Method 2 - Prior to engine start preceding
the first flight of the day. The time required to obtain engine light-
off will be several seconds longer than
2. Method 3 - Prior to engine shutdown with a fully dried engine.
following the last flight of the day.
17. Accomplish a normal engine start on both
3. Method 4 - After engine start prior to the engines. (Refer to paragraphs 7.9 and
first flight of the day. 7.10.)
18. ANTI-ICE ENG I/ENG 2 - ON.
19. Operate engines at lOO-percentengine rpm
-IIIIIwIIIII (Np) for a minimum of 5 minutes.
CAUTION
I....w8u+8.~n. I Note
Engine MGT shall be 125 OC or below
before accomplishing rinse. If necessary, Ensure engine anti-icing operates for the
the engine may be motored to reduce last 3 minutes to dry out piping.
MGT. Starter limitations shall be 20. ANTI-ICE ENG l/ENG 2 - OFF
observed. If an APU is used as the
electrical power source for engine wash/ 21. Shut down engines. (Refer to paragraph
rinse procedures,the APU current limiter 7.35.)
shall be set at 750 amps when motoring
the engine during wash/rinse cycles. 3.2.2.2 Method 2. The procedure is the same as
the preferred method except it is accomplished
1. Armament - OFF/SAFE. before the first flight of the day.
3-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

3.2.2.3 Method 3. parallel to the helicopter during any servicing

operation.
Note
Prior to fueling, grounding devices on the
Methods 3 and 4 are provided for use helicopter and on trucks shall be inspected by
when required by operational necessity. fueling personnel for a proper ground. Turn off all
These methods are not as effective as the switches and electrical equipment in the helicopter
preferred method and with prolonged use (unless hot refueling procedures are being
will result in a significant degradation in accomplished). Check that no electrical apparatus
engine performance. supplied by outside power (electrical cords, drop
1. Engine running at flight idle. lights, floodlights, etc.) is in or near the helicopter.
For night fueling, safety flashlights shall be used.
2. Armament - OFF/SAFE. Before using a fuel hose, the hose nozzle shall be
brought in contact with some metal part of the
3. Wash cart - Connect to engine to be helicopter, remote from the fuel cells, to eliminate
rinsed. any static differential that may exist. This procedure
4. ECU and RAIN RMV switches - OFF. should reduce the chance of a static spark at the fuel
cell filler port.
5. ANTI-ICE ENG l/ENG 2 (engine being
rinsed) - ON. Before removing the cell filler caps, the hose I
nozzle ground attachment shall be connected to a
6. Inject 5 gallons of water into engine (do not metal part of the helicopter at a safe distance from
exceed 2.5 gpm). filler openings and cell vents. During fueling, a
7. Run engine for 3 to 5 minutes. secondary operator or assistant plane captain will
man a fire extinguisher with a second extinguisher
Accomplish steps 1 through 7 for the readily available.
remaining engine.
I 1 ANTI-ICE ENG l/ENG 2 - OFF. Note

10. Shut down engine. (Refer to paragraph Ensure the fuel tank interconnect valve is
7.35) open prior to refueling. If the valve is
closed, the aft fuel cell will not be
3.2.2.4 Method 4. This procedure is the same as serviced regardless of which fuel filler
Method 3 except it is accomplished before the first port is used.
flight of the day.
3.3.1 Pressure Fueling. The pressure fueling
3.3 FUELING system will accept the standard pressure fueling
probe and is capable of receiving fuel at a rate of 45
gpm at 55 psi. The system consists of a receiver
located in the right side of the aft fuel cell (Figure 3-
1), a dual pilot valve in the forward cell, a dual
The helicopter shall not be located in the shutoff valve, and two press-to-testprecheck valves.
vicinity of possible sources of ignition, The pilot valve senses a full tank and causes the
such as blasting, drilling, or welding shutoff valve to close, stopping the fueling
operations. During field operations, a operation. Proper operation of the pilot and shutoff
minimum of 50 feet should be maintained valves is checked during filling by pressing the
from other aircraft and 75 feet from any precheck valves which in turn actuate the pilot
operating radar set. valve, causing the shutoff valve to close. Procedures
for pressurefueling are as follows:
Only authorized and qualified personnel shall
operate fueling equipment. The plane captain shall 1. BATT NO. 1 and NO. 2 switches - ON.
be responsible for fueling the helicopter after each
flight. He will make a visual check to ensure the 2. FUEL TANK INTCON switch - OPEN.
proper fuel is used. The helicopter shall be fueled 3. BATT NO. 1 and NO. 2 switches - OFF.
with the grades of fuel listed in Figure 3-3.
Helicopter servicing vehicles will be positioned 4. Helicopter - Ground.
3-9 ORIGINAL
 NAVAIR 01 -Hl AAC-1

5. Fueling unit - Ground. 3.3.3 Hot Refueling.

6. Fireguard - Post. Note

Aircraft custodians are responsible for
7. Filler cap - Remove. training personnel as nozzle operatorsand
Fuel probe - Connect to Receiver. aircraft directors. Proper accounting data
8. (DD form 1896/97 Jet FueI/AV Fuel
9. Fuel handle - ON. Identification card) shall be used for
aircraft refueling and defueling as
10. Push and hold one of two PRECHECK appropriate to the operation being
REFUEL plungers on the rim of the performed.
fueling valve. Fuel flow should stop. 1. Throttles - loo-Percent Engine RPM.
Release the plunger to allow flow. Repeat
with the other PRECHECK REFUEL 2. Copilot/gunner - Out (as required).
plunger. 3. Copilot/gunner door - CLOSED.
11. Fuel vent - Check for Airflow. 4. Pilot door - CLOSED.
5. Helmet visor - Down.
pijzJ 6. FUEL TANK INTCON switch - Open.
7. FORCE TRIM - ON.
Pressure refueling shall be discontinued
immediately when any of the following is 8. Fueling personnel shall proceed with steps4
observed: fuel flow does not stop on through 16 of the pressure fueling
either precheck refuel check; no airflow procedures(paragraph 3.3.1).
out of vent; slow or no fuel flow; fuel out
of vent; fuel seeping out around vent 3.4 OIL SYSTEM SERVICING
access panel; fuel quantity gauge shows Refer to Figure 3-3 for a list of approved oils.
no increase; or sound of structural
deformation.
12. After satisfactory tests, complete fueling.
Lubricating oils MILL-23699 and MIL-
13. Fuel handle - OFF. L-7808 contain materials hazardous to
health and can cause paralysis if
14. Fuel probe - Disconnect. swallowed. Prolonged contact may irritate
the skin. Wash hands thoroughly after
15. Filler cap - Install. handling. It may bum if exposed to heat
or flame. Use only with proper
lb. tirounas - Remove. ventilation.
Lubricating oil MIL-L-23699 can withstand
higher operating temperatures than lubricating oil
MIL-L-7808 and has improved anticoking
If the fuel quantity gauge shows below characteristics. Lubricating oil MIL-L-23699 has a
full quantity when pressure fueling higher viscosity than MIL-L-7808, which results in
automatic shutoff occurs, a malfunction or slightly higher oil pressures under similar engine
failure exists within the fuel system. speed and oil temperature conditions. Experience
indicates this is approximately~5 to 10 psi. The
3.3.2 Gravity Fueling. The helicopter is gravity minimum oil temperature for starting with
fueled through a filler cap on the right side, forward lubricating oil MIL-L-23699 is -40 “C (-40 “F). The
of the wing (Figure 3-l). Before fueling, accomplish minimum oil temperature for starting with
the procedures in paragraph 3.3 and check that the lubricating oil MIL-L-7808 is -54 ‘C (-65 “F).
tank interconnect valve is open. Therefore, MIL-L-7808 is the recommended engine
3-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

oil when operating at sustainedground temperatures . . . . . . . . . . ...**.*

of -32 OC (-25 “F) or below. CAUTION
i . . . . . ..w........ I
Do not contaminate hydraulic fluid MIL-
3.4.1 Engine. Each engine has an integral oil H-83282 with any other fluid. A mixture
system. A sight gauge is located on both sides of containing only 5 percent hydraulic fluid,
each engine. An oil fill port is located on the upper MIL-H-5606, will reduce the flame
right side of each engine. Engine one has a funnel retardantcharacteristics of hydraulic fluid
installed to facilitate servicing. Service to the level MIL-H-83282 by approximately one-
third.
indicated on the sight gauge(s) (Figure 3-l).

Note 3.5.1 Hydraulic Systems No. 1 and No. 2.

Service to the level indicated on the reservoir sight
Ensure the funnel is clean prior to gauge (Figure 3-l). These are pressurized systems
that cannot be serviced without a hydraulic service
servicing. After servicing, ensure the unit.
funnel covers are reinstalled.
3.5.2 Utility Hydraulic System. Service to the
3.4.2 Main Rotor Hub. The oil filler plug is level indicated on the reservoir sight gauge. Service
located on top of the reservoir sight gauge. Service in accordancewith hydraulic systemsNo. 1 and No.
to approximately half full. 2.

3.6 HELICOPTER JACKING POINTS

3.4.3 Transmission. The transmission oil filler
cap and neck assembly is located on top of the Four jack fittings are provided. One fitting is
transmission. A sight gauge is located on the right installed under each wing, one under the forward
side of the sump case. Service to the level indicated fuselage,and one under the aft fuselage(Figure 3-S).
on the sight gauge (Figure 3-l). Maximum jacking weights are 9660 pounds for ship-
basedproceduresand 12,800pounds for shore-based
procedures.
3.4.4 Combining Gearbox. An oil filler cap is
located on top of the gearbox. A sight gauge is ..w...*.wn...
located on the tight side of the sump (Figure 3-l). CAUTION
Service to the level indicated on the sight gauge. f ..W.WWWSWS.. i
Prior to jacking the helicopter, ensurethe
3.4.5 intermediate Gearbox. An oil filler cap is required structural panels and fasteners
located on the top left side of the gearbox. A sight are installed on the helicopter. Refer to
gauge is located on the left side of the gearbox. NAVAIR 01-HlAAC-2-1 WP 008 00.
Service to the level indicated on the sight gauge
(Figure 3-l). 3.7 EXTERNAL POWER REQUIREMENTS
The external power receptacle is located on the
3.4.6 Tail Rotor Gearbox. An oil filler cap is left side of the fuselage. When a Z8-vdc APU plug is
located on the top center of the gearbox. A sight inserted into the receptacle,the external power relay
gaugeis located below the oil filler cap (Figure 3-l). in the electrical system is energized and 28-vdc
electrical power is supplied to the primary bus.
Service to the level indicated on the sight gauge. When the external power door is opened, the EXT
PWR DOOR OPEN caution light will illuminate on
3.6 HYDRAULIC SYSTEM SERVICING the pilot caution advisory panel. A voltage sensoris
provided in the electrical compartment; that prevents
the external power from being supplied to the
Hydraulic fluids listed in Figure 3-3 are approved helicopter bus if the APU is not set within the limits
for use in the flight control systems and utility of 26 to 29 vdc. The sensor will automatically
hydraulic system. disconnect the helicopter bus from the APU if
3-11 ORIGINAL
 1. Wing Jack and mowlng flltlng
2. M jack and moorlw~ fkdng
3. Forward jack and mooring fining
4. FuwIaga j4ck (p/N Osss)
5. Wlmg jack (P/N MIK Z5l17)

Figure 3-5. Jacking and Mooting Fitting Installation

3-12 ORIGINAL
 NAVAIR Ol-HIAAC-1

Voltage moves out of limits or excessive transients 3.10.1 Ground Handling. If the helicopter is
are present. moved by hand, do not push on any part of the
During an APU start, dc voltage does not increase airframe that could result in damageto the helicopter
to 48 volts as in a battery start. This causesa higher (such as elevators, etc.). Towing the helicopter on
drain on the starter. Using an APU to charge the rough ground surfaces or across hangar door tracks
batteries is preferred to an APU start, and external at gross weights in excess of 13,560 pounds may
power should be limited to ground troubleshooting cause permanent set in the crosstubes.
and battery charging. Both the forward and aft mounted ground
.,*.,..*.88...,., handling gear are required when moving the
CAUTION helicopter over rough terrain or hangar door tracks.
I .*...*.....8u... i Limited operationusing only the aft mounted ground
handling gear is allowed over smooth, level surfaces.
Failure to pull the MASTER CAUTION
LIGHT circuit breaker prior to applying The helicopter may be towed or pushed by hand. A
external power may result in damage to qualified aircraft handler shall be positioned on the
the master caution panel. Voltage should tail skid to take weight off the front skid tube and
be confirmed steadyat 26 to 29 vdc prior provide steerage. Two aircraft handlers may be
to placing the circuit breaker in. APU required on the tail skid when wind and weight
output limitations for starting the conditions warrant.
helicopter are 600 amps minimum and
1300 amps maximum. 3.10.2 Towing Speed. Towing speed shall not
exceed 5 miles per hour. Sudden stops and starts
3.9 DANGER AREAS shall be avoided. Extreme caution shall be exercised
when towing in a congestedarea.
Figure 3-6 shows dangerareasof engines, 20-mm
gun, canopy jettison, intakes, exhaust, and wing
storesarmament. 3.10.3 Ground Handling Gear. Two types of
ground handling gear are used for moving the
3.9 TURNING RAOIUS(GROUND helicopter: forward mounted and aft mounted with
CLEARANCE handbrakes.
Refer to Figure 3-7. 1. Install all the ground handling gears in the
eyebolts on the skid tubes.
3.10 TOWING HELICOPTER
The maximum helicopter weight for towing 2. Extend the aft ground handling wheel on
operations is 13,560 pounds. Ground handling one side only. Extend the forward gear on
wheels are provided to facilitate movement of the the same side. Extend the remaining aft
helicopter (Figure 3-8). Eyebolt fittings for installing ground handling gear. Extend the remaining
ground handling wheels are located at the forward forward-mounted ground handling gear.
and aft ends of the skids. Prior to movement of the Lower in reverse order.
helicopter, disconnect the static ground wire and
secureall doors, panels, fairings, and loose parts. (WARNING(
Do not raise or lower the forward-
mounted ground handling gear unless the
Forward ground handling wheels should aft ground handling gear is raised.
be used during a shipboard environment.
The pitching and rolling of the ship may 3. One handbrake is installed on each aft
cause the helicopter to pitch forward and ground handling gear assembly. During
cause the forward skids to contact the actual movement of the helicopter, each
deck while towing the helicopter without handbrake shall be manned by a qualified
forward ground handling wheels. This aircraft handler. Handbrakes shall be
contact may causestructural failure to the applied immediately upon whistle or hand
forward crosstube. signal.
3-13 ORIGINAL
 NAVAIR Ol-HIAAC-1

L-WING STORES AND JElTlSON

IMPULSE CARTRIDGES
(2 LOCATIONS EACH WING)

FORWARD FUEL CELL

LEFT SAITERY COMPARTMENT

RIGHT SA,TERY OPPOSITE

INTERNAL CANOPY
REMOVAL SYSTEM HANDLES

EXTERNAL CANOPY TRANSMISSION

AF, FUEL CELL

- WlNG STORES ARMAMENT (TYPICAL)

20 MM AMhlUNlTlON
COMPARTMENT (RIGHT SIDE)

Figure 3-6. Helicopter Danger Areas (Typical)

3-14 ORIGINAL
 NAVAIR 01 -Hl AAC-1

* CHECK ANlENNAS AND WIRE STRIKE CUUER WHICH PROTRUDE LOWER.

Figure 3-7. Turning Radius and Ground Clearance

3-15 ORIGINAL
 NAVAIR Oi-HlAAC-1

Figure 3-8. Ground Handling

4. Care should be exercised when lowering the Care shall be taken to ensure that the ground
helicopter. The helicopter should be lowered handling pins are properly installed in eyebolts on
slowly after ensuring all personnel are well the skid tube.
clear of the helicopter.
3.11 TlEDOWNlSECURlNG HELICOPTER
3.10.4 Wingwalker. When towing a helicopter, a Position the helicopter on a level surface when
wingwalker equipped with a whistle shall be possible. Covers for the canopy, TSU, ALQ-144,
stationed on each side of the helicopter to ensure pitot tube, engine air inlet screens, and engine
adequateclearance. At night, the wingwalkers will exhausts are provided along with tiedowns for tail
carry a flashlight or luminous wand. rotor and main rotor blades (Figure 3-8).
If available, attach a static ground wire to the
3.10.5 Movement. During all phasesof helicopter ground receptacle on the right side of the fuselage,
movement, the main rotor blades shall be securedin forward of the fuel filler cap. Check that all switches
accordance with paragraph 3.11.1.1, main rotor are in the OFF position. Disconnect batteries for
tiedown procedures(Figure 3-8). extended parking. Close and lock doors.

3.10.6 Operation of Equipment. Only qualified 3.11.1 Parking Helicopter. When parking the
personnel shall operate towing equipment. Towing helicopter, main rotor blade tiedowns shall be
couplings shall be inspected prior to towing. Only installed whenever any of the following conditions
approvedtow bars shall be used. Ground handling exist:
wheels shall be installed in eyebolts provided on 1. Thunderstorms are in the local area or
each landing gear skid tube, located forward of the forecasted.
aft crosstube and forward of the forward crosstube.
Reference the maintenance manual for proper 2. Winds in excessof 20 knots or a gust spread
ground handling gear installation and operation. of 15 knots exist or are forecasted.
3-16 ORIGINAL
 NAVAIR 01-HlAAC-1

3. The helicopter is parked within 150 feet of red streamers stenciled in white letters REMOVE
hovering or air taxiing helicopters that are in BEFORE FLIGHT are attachedto each cover.
excess of the maximum gross weight of the
AH-l W helicopter. 3.11.1.4 Inlet Screen Covers. Inlet screen
4. The helicopter is to be parked overnight. covers are provided when inlet screensare installed.
Two red streamers stenciled in white letters
REMOVE BEFORE FLIGHT are attached to each
3.11.1.1 Tiedown Main Rotor. The main rotor cover.
tiedown consists of two red nylon sock assemblies
equipped with lines, straps, rings, and a keepered
hook or quick-release pin for attachment to 3.11.1.5 Engine Exhaust cover. A cover is
designated points on the helicopter. The lines and provided for each engine exhaustejector. The covers
straps on each sock assembly are fixed in length; one have a red streamer on each side stenciled in white
for securing a blade over the nose of the helicopter letters REMOVE BEFORE FLIGHT and a nylon
and one for securing a blade over the helicopter cord to secure them when installed.
tailboom (Figure 3-8). A red streamer stenciled in
white letters REMOVE BEFORE FLIGHT is 3.11.1.6 Pitot Tube Cover. The pitot tube cover
attachedto the outboard end of each sock assembly. is provided with a nylon cord and a red streamer
A separate tiedown-assist strap with handle and stenciled in white letters REMOVE BEFORE
shotbagis provided for use in reaching and holding FLIGHT. Install the cover in the pitot tube and tie
the blade down while installing the sock assembly. the cord to secure the cover to the pitot tobe.
Install the main rotor tiedown as follows:
1. Turn main rotor until aligned fore and aft 3.11 .1.7 Canopy Cover. A canopy cover (Figure
with tail rotor aligned with vertical fin. 3-9) is provided to protect the canopy from an
abrasive environment. ultraviolet sun rays, and
2. Install sock assembly with keeperedhook on weather. The cover assembly consists of the
forward blade and sock assembly with following panels with Velcro fasteners, straps and
quick-releasespin on aft blade. buckles.
3. Attach keeperedhook on forward blade sock
assembly to tow fitting on right skid tube. TSU panel
4. Attach ring and quick-release pin on aft Copilot/gunner cockpit panel
blade sock assembly to bracket on left side Pilot cockpit panel
of tailboom, forward of the elevator.
Turret assembly and Ml97 gun panel
H..~.88w..s8
CAUTION Each cover protects a different portion of the
I ~,,.....II,,,. I forward fuselage. The inside liner that rests against
Do not alter the length of the straps on the the canopy or TSU glass is made of fine woven
main rotor tiedown sock assemblies or artificial silk bounded by a simulated fur trap. A
cause the blades to be deflected feature of the canopy cover is that only an individual
downward more than 30 inches from section needs to be removed to gain accessto that
horizontal in the secure position. portion of the canopy or cockpit.

3.11.1.2 Tiedown Tail Rotor. The tail rotor 3.11 .1.7.1 Removal.
tiedown is red in color and is stenciled in white
letters REMOVE BEFORE FLIGHT. Secure the tail 1. All straps and buckles - LOOSEN.
rotor to the tail skid or vertical fin with a tiedown
strap after the main rotor blades have been tied ..8............,,
down. CAUTION
I . . . ..*.*u*...... I
3.11.1.3 Engine Inlet Plugs. Engine inlet plugs Use care not to bang strap buckles against
are provided for left- and right-side installation. Two helicopter during strap removal.
3-17 ORIGINAL
 NAVAIR Ol-HlAAC-1

14
/-
COPILOT/GUNNER COCKPIT PANEL PILOT COCKPIT PANEL

3&b
3
1. Ml97 GUN SLEEVE
7
27h
2. TURRET ASSEMBLY PANEL 3
3. VELCRO FASTENERS
4. STRAPS
6. COPILOT/GUNNER COCKPIT PANEL
6. VELCRO FASTENERS
7. STRAPS
00
TOP8
9. TBU PANEL
3 3
9. STRAPS
10.
11.
12.
PILOT COCKPIT PANEL
VELCRO FASTENERS
STRAPS
Lz -
w

\
3

v
/
13. STRAPS
14. BUCKLES TBU PANEL TURRETABBEhlBLYANDM197GUNPANEL
16. BUCKLES
2098002027-1
Ii5181

Figure 3-9. Canopy Cover (Sheet 1 of 2)

3-l a ORIGINAL
 NAVAIR Ol-HlAAC-1

PILOT COCKPIT
PANEL

1 STRAPS AND SUCKLES

- - - - - - VELCRO

Figure 3-9. Canopy Cover (Sheet 2 of 2)

2. Ml97 gun sleeve and turret assembly panel 3.11.1.7.2 Installation.
Velcro fastenersand straps - UNFASTEN
FROM COPILOT/GUNNER COCKPIT Note
PANEL AND SLIDE SLEEVE AND Canopy covers should be installed as soon
PANEL OFF GUN. as possible after landing to prevent
canopy abrasions and to keep cockpit
Note temperaturesat a minimum.
When removing canopy cover, assure 1. Pilot and copilot/gunner canopy doors -
exterior surface only comes in contact CLOSE.
with the ground.
2. TSU and Ml97 gun - STOW.
3. TSU Velcro fasteners at copilot/gunner 3. Ammo and equipment bay doors -
cockpit panel - UNFASTEN AND CLOSE.
REMOVE TSU PANEL.
4. Pilot cockpit panel - IDENTIFY ANI:
4. Copilot/gunner cockpit panel Velcro POSITION ON HELICOPTER WITH
fastenersand strapsat pilot cockpit panel - CENTER TOP INDEX MARK ORIENTEI:
UNFASTEN AND REMOVE PANEL. ON FUSELAGE.
Note Note
Use care to clear panel pockets and slots Locate antenna,temperatureprobes, steps,
from door handles and steps before and grab/door handlesin appropriateslots
removing panel. in cover as required.
5. Pilot cockpit panel Velcro fasteners and 5. Rear straps-PASS OVER WING PYLOb
straps - UNFASTEN AND REMOVE AND ENGAGE HOOKS AS REQUIRED
PANEL. DO NOT TIGHTEN STRAPS.
3-19 ORIGINAL
 NAVAIR Ol-HlAAC-1

6. Lower straps - PASS BENEATH 13. Rear edge of TSU panel - PULL
FUSELAGE AND CONNECT BUCKLES. FORWARD SIX INCHES.
DO NOT TIGHTEN.
14. Ml97 gun panel - PULL AFT AND
7. Copilot/gunner panel - IDENTIFY AND WEAVE EDGES BENEATH COPILOT/
POSITION ON HELICOPTER WITH GUNNER COCKPIT PANEL AND
CENTER TOP INDEX MARK ORIENTED SECURE WITH VELCRO FASTENERS.
ON FUSELAGE. 15. TSU panel - SECURE IN ORIGINAL
pcs:T:cp; AhTn TrP.UTI2N
1 *u.. *->. ALL
(W/\RNING( STRAPS. _A’ -
16. All Velcro fasteners and buckles -
Care should be taken when using handles ASSURE THEY ARE FASTENED AND
and steps when cover is being installed TIGHTENED. TIGHTEN WING PYLON
becausecover may be slippery when wet. STRAPS LAST.

Note
Locate steps and grab/door handles in
appropriate slots in cover as required. Assure adequate ventilation when
occupying helicopter crewstations with
Velcro fasteners should overlap pilot remaining canopy cover installed.
cockpit panel by about two inches.
8. Lower straps - PASS BENEATH
FUSELAGE AND CHIN SECTION AND
CONNECT BUCKLES. Although the canopy cover is flameproof,
9. TSU panel - IDENTIFY AND POSITION avoid open flame or contact with engine
OVER TSU LOCATING VELCRO SLIT exhaust.
AT BOlTOM.
3.11.2 Mooring Helicopter. Mooring is securing
the parked helicopter in such a manner that it will
Note not be damaged during periods of high winds or
Velcro fasteners should overlap copilot/ turbulent weather. The helicopter shall be moored if
gunner cockpit panel by two inches. wind is expected to exceed45 knots (52 mph). The
helicopter should be shelteredor evacuatedto a safe
Pass TSU sighting rod carefully through area when winds are forecast to exceed65 knots (75
apermre in panel. mph).
tn orme..” CUI.l.lU.
1”. YL’Up. r--nhThlOPT UY..I..--.
PFNC AT” rwrhT
-* --_. I. Park the helicopter over ground mooring
SECTION OF HELICOPTER. points, headed toward the direction from
which the highest winds are expected and
Note comply with requirements for parking the
helicopter.
TSU panel is manufactured to
accommodate any parked TSU position; 2. Install forward and aft jack fittings with
therefore, panel may appear to be too mooring shackles attached.
large. This design consideration should be 3. Attach mooring lines from ground mooring
ignored. points to shackles on jack fittings and the
mooring shackle under each wing. Ground
11. Turret assembly and Ml97 gun panel - mooring points should be 45” to the lefi and
IDENTIFY AND SLIDE GUN SLEEVE right of the fuselagefittings and 45” forward
OVER BARREL. and aft of the wing fittings (Figure 3-10).
12. TSU and copilot/gunner panel - 4. The helicopter may also be moored using
LOOSEN LOWER STRAPS outboard wing jack fittings. If required,
3-20 ORIGINAL
 NAVAIR 01 -Hl AAC-1

install wing jack fittings in outboard ejector 8. Moor ground support equipment a safe
rack adapter inserts. Attach mooring lines. distance from the helicopter.

5. Fill fuel tanks to capacity if time permits. Note

6. Disconnect batteries. Not applicable to shipboard operation.

7. Secure all loose equipment.

- ,, / I I, , I

Figure 3-10. Mooring Diagram

3-21 (Reverse Blank) ORIGINAL

 NAVAIR 01-HlAAC-1

CHAPTER 4

Operating Limitations
4.1 SCOPE maximum power settings. However, always reduce a
power setting to maintain MGT within limits.
The operating limitations that shall be observed
during normal operations are covered in this chapter. MGT conveys information on how well the engine
is performing at a desired power setting. Normally,
It is a pilot responsibility to make proper notation MGT will be kept within limits by the fuel control.
any time operating limitations are exceeded. If MGT increases or stabilizes at too high a
. . . . . . . . . . . ...*.. temperature, reduce power. Excessive temperatures
should be noted for maximum reached and for the
CAUTION
i . . . . . . . . . . . ...*.. I length of time above the limit. The temperature
should be reported as a discrepancy for appropriate
If helicopter rotor or engine limitations maintenance action.
are exceeded, record on a VIDS/MAF
(OPNAV 4790/60). Further flight shall 4.4 MINIMUM CREW REQUIREMENTS
not be attempted until the helicopter is
inspected and proper maintenance is The minimum crew consists of one pilot.
accomplished by qualified maintenance
personnel.

Note
Solo flight shall require 180 Ibs ballast
Record all chip light indications on a properly secured in ammo bay to ensure
VIDS/MAF (OPNAV 4790/60), including aircraft remains within CG limits.
those followed by a successful chip
burnoff. Note

4.2 ENGINE RATINGS l The view is restricted from the aft

Engine ratings were not set up as limits that if cockpit. With only one pilot in the
exceeded would result in an engine failure. Overall helicopter, a slight sideslip may be
engine life for a particular installation is first required to see the landing area during
determined. This life is broken down into final approach.
percentages that reflect the time used at different l Ballast, equipment, or baggage may be
power settings. With this information, allowable carried in the ammunition compartment
limits are set. In normal engine life, when engine if properly secured.
time is used up, the engine is ready for overhaul. A
better understanding of engine ratings will bring into 4.5 ENGINE LIMITATIONS
focus the real reason engine limits are set.
See Figure 4-5.
4.3 MEASURED GAS TEMPERATURE
4.5.1 Engine Starter Limits. Starter use is
Excessive temperature causes deformation of limited as follows:
metal parts and, if allowed to persist, will result in
sagging and/or creep and subsequent structural 1. Sixty seconds - ON
failure. Consequently, MGT is the most important Five minutes - OFF
2.
factor in engine durability. This does not mean that
MGT is to be used as a limit in place of a time at 3. Sixty seconds - ON

4-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

... ..... .........

4. Thirty minutes - OFF.
CAUTION
The above cycle may then be repeated. I . . . . . ..w........ I
Do not attempt rotor brake start at an
ambient temperature below -18 “C (0 OF).
4.5.2 Engine Wash Starter Limits. With the
ENG WASH switch in the WASH position, the duty Increased engine torque at lower
cycle for the starter is as follows: temperatures may exceed braking
capability and result in slippage.
1. Fifteen seconds - ON
4.10 AIRSPEED LIMITS
2. Ten minutes - OFF. Decrease airspeed 5 KIAS for each 1000 feet of
density altitude above 4000 feet. Airspeed limits
The cycle can be repeated three additional times
below 4000 feet of density altitude are as follows:
(total four cycles) which may then be followed by an
engine start. 1. One. hundred ninety KIAS without stores
2. One hundred seventy KIAS any
4.5.3 Hot Start. The maximum MGT during
configuration with stores/auxiliary fuel
starting shall not exceed 867 “C before starter tanks
cutout. Refer to paragraph 12.2.3.
3. One hundred twenty KIAS steady state
4.6 TRANSMISSION AND COMBINING autorotation
GEARBOX LIMITATIONS
4. Thirty-five-knot sideward flight
See Figure 4-5. 5. Thirty-knot rearward flight

4.7 HYDRAULIC SYSTEM LIMITATIONS 6. Flight within the red area of the height
velocity diagram should be avoided (Figure
See Figure 4-5. 4-1).

4.8 ROTOR LIMITATIONS Note

The airspeed indicator is unreliable at
See Figure 4-5. airspeeds less than 40 knots.

4.9 ROTOR BRAKE LIMITATIONS 4.10.1 Twin-Engine Height-Velocity

Diagram. The diagram (Figure 4-l) presents the
1. Do not apply the rotor brake above 60 height-velocity limitations as a function of airspeed,
percent N,. height above ground, and gross weight. The “avoid
cuniinuous operalion” porrion represents a criricai
area of helicopter operation during takeoff and
2. Do not apply the rotor brake below 25 landing. In the event of twin-engine failure, the use
percent Nr.
of area A, B, or C curves, as defined in the height-
velocity diagram, is determined by using the area
3. When feasible, release the rotor brake at obtained from the gross weight versus density
approximately 10 percent Nr to avoid altitude plot above the height-velocity diagram. If
sudden stoppage. the helicopter is operating in area A of the density
altitude versus gross weight chart, then the
4. -DO snot move ~the ~handle above the detent corresponding area A of the height-velocity diagram
while the rotor is turning. should be used to determine performance. If the
helicopter can safely jettison stores to reduce weight,
5. During rotor brake start, release the brake this is recommended because the rotor inertia and
within 25 seconds after 67 percent Ng is skid gear can better absorb the touchdown. The
attained. Do not exceed idle rpm (67 +3 limitations as illustrated on the height-velocity
percent) with the rotor brake on. diagram are for smooth, level, firm surfaces.

4-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

EXAMPLE: 6. Enter the lower left-hand portion of Figure

4-2, sheet 2 at 4900 feet on the DENSITY
For a helicopter with a gross weight of 13,000 ALTITUDE scale.
pounds at a density altitude of 6000 feet and a skid
height above the ground off 500 feet, find the I. Move up and interpolate for a Q ratio of
indicated airspeedrequired to be outside the AVOID 0.68, then move horizontally to the left and
region. read 176 feet on the SKID HEIGHT
ABOVE GROUND scale. This is the
SOLUTION: minimum high hover height for safe
1. Enter the DENSITY ALTITUDE VS landing.
GROSS WEIGHT plot (upper right-hand
area) at 13,000 pounds and move up to the 8. Move horizontally to the right and intersect
6000 foot DENSITY ALTITUDE line. This the BASELINE. From this intersection,
point falls below line B but above line C, so continue right following the trend of the
use line B of the height-velocity plot in curves to the point of contact with the
determining the height-velocity limitations. MINIMUM SPEED FOR NO HEIGHT
RESTRICTION line.
2. Enter the height-velocity diagram at 500 feet 9. Drop vertically from this point and read an
on the SKID HEIGHT ABOVE GROUND
scale and project right to intersect line .B. airspeed of 23 on the CALIBRATED
AIRSPEED scale. This is the minimum
3. Drop down and read an INDICATED airspeed for which no height restriction
AIRSPEED of 48 knots. exists.

4.10.2 Single-Engine Height-Velocity 4.11 PROHIBITED MANEUVERS

Diagrams: These diagrams (Figure 4-2, sheets 1
and 2) illustrate graphically the hover height and 1. No acrobatic maneuvers are permitted
airspeed limitations for safe landing after a single- (acrobatic as defined in the current
engine failure. Sheet 2 gives the ratio of single- OPNAVINST 3710.7).
engine power available to the power required to 2. Flight below +OSg is prohibited.
hover out of ground effect (Q-ratio) for operational
gross weights and pressure altitudes at four air 3. No practice autorotations to touchdown
temperatures. unless gross weight is 12,500 poundsor less
and a qualified instructor, designatedfor full
EXAMPLE: autorotations by the commanding officer, is
Find the minimum high hover height and the in the cockpit.
minimum airspeed for no height-velocity restriction 4. Practice autorotation entries within the
of a 14,500 pound helicopter having a single-engine shadedareas of the height-velocity diagram
failure at 4000 feet and 15 “C OAT. (Figure 4-1) are prohibited.
SOLUTION: No airstarts above a 15,000 foot pressure
5.
1. Enter the +15 ‘C portion of Figure 4-2, altitude are pentted.
sheet 1 at 14,500 pounds on the GROSS
6. No dual engine throttle chops above VMC
WEIGHT scale. (maximum level flight speed attainable at
2. Move horizontally to the right to intersect maximum continuous transmission limit or
the 4000 foot PRESSURE ALTITUDE line. maximum continuous engine power limit)
are permitted.
3. Move downward and read 0.68 on the Q
RATIO scale. I. No solo flights are permitted from the
copilot/gunner cockpit.
4. To establish the density altitude, use the
upper right-hand portion of Figure 4-2, 8. Do not exceed 65 percent transmission
sheet 2. Enter the PRES ALT scale at 4000 torque at airspeeds above VH while in a
feet. dive.
5. Move up to the 15 “C line and project left 9. ACM/EVM flying and abrupt or extremely
and read a DENSITY ALT of 4900 feet. aggressive maneuvers are prohibited except
4-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

MODEL: AH-IW ENGINE: T700-GE-401

DATE: 2 NOVEMBER ,985 FUEL GRADE: JP-4NP-5
DATA BASIS: ESTIMATED DATA FUEL DENSITY: 6.5/6.8 LB/GAL

Figure : 4-2. Single-Engine Height Velocity - 25Minute Power - All Configurations - IOO-Percent
Engine RPM - Calm Wind (Sheet 1 of 2)

4-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

in emergencyor actual combat conditions or 4.14 WEIGHT AND BALANCE LIMITATIONS

specifically waived by CNO. For the
purpose OFweapon system training, airborne Refer to NAVAIR Ol-IB-40 for weight and
employment of the AIM-9 missile system is balance information.
authorized.
4.14.1 Longitudinal Center-of-Gravity
4.12 ACCELERATION (G) LIMITATIONS Limits. See Figure 4-4 for longitudinal cg limits.

See Figure 4-3. 4.14.2 Lateral Center-of-Gravity

Limits. Lateral cg limits are 6.0 inches left and
4.13 ALTITUDE LIMITATIONS right of the centerline. Within these limits, the
helicopter may be flown with a single store on any
Ambient temperature/altitude combinations shall station. Stores on both stationson the same side with
be limited as shown below when operating with JP-4 the opposite side empty can possibly exceed the
fuel and the FUEL CROSS FEED switch in the lateral limit (depending on the particular stores).
AUTO position (crossfeedvalve closed and fuel cell Refer to NWP 3-22.5-AH], Vol. I, for authorized
boost pumps off). Flight above a pressurealtitude of station loading configuration.
10,000 feet requiresfuel cell boost pumps operating
(fuel crossfeed open, no low fuel lights) regardless Note
of jet fuel type used.
The most critical flight condition with the
lateral cg at the right limit is level flight at
PRESSURE MAXIMUM full power. The most critical flight
ALTITUDE AMBIENT condition with the lateral cg at the left
RANGE limit is 120 KIAS in autorotation. If the
TEMPERATURE
lateral cg limits are exceeded, there may
Sea level to 2000 feet +35 “C (+95 “F) not be sufficient lateral control margin to
2000 to 10,000feet +30 “C (+86 OF) maintain balancedflight.

-1
8 9 10 11 12 13 14 14,750

GROSS WEIGHT ,000 LB Es-

Figure 4-3. Gross Weight Versus Acceleration Nz
4-7 ORIGINAL
 NAVAIR 01 -HI AAC-1

Figure 4-4. Center of Gravity

4.15 DUMMY TURRET AND DUMMY TSU 4.17 INSTRUMENT MARKINGS

LIMITATIONS See Figure 4-5.

The dummy turret and the dummy TSU are

authorized for flight to the limits of the basic
airframe.

4.16 EXTERNAL STORES LIMITATIONS

Refer to paragraph 4.14 and Part XI. For

additional limitations, refer to NWP 3-225AH1,
Vol. I.

4-8 ORIGINAL
 NAVAIR 01 -Hl AAC-1

PART II

Indoctrination
Chapter 5 - Training Indoctrination

51 (Reverse Blank)
 NAVAIR Ol-HIAAC-1

CHAPTER 5

Training Indoctrination
5.1 INTRODUCTION 4. Communications
The operating procedurescontained in this manual 5. Survival and first aid
will apply to the helicopter when performing
assigned missions within its capabilities. The 6. Search and rescue
information contained herein is to clarify, amplify, 7. Flight planning, fuel management
and standardizethose areaswhere there is room for
variance of interpretation by individual commands. 8. Helicopter navigation
The procedures contained herein cannot possibly
cover every conceivable situation but are intended to 9. Flight safety
govern situations most frequently encountered.The
safety and successof any mission are of paramount 10. Emergency procedures.
importance with precedence of actions depending
upon the existing situation. 5.4 PILOT FLIGHT TRAINING
A flight training syllabus shall be established by
5.2 GROUND TRAINING SYLLABUS each command to accomplish maximum training for
A ground training program shall be established the mission and,tasks assigned.The syllabus must be
that will ensure thorough training and a high degree flexible and tailored to fit the situation and the
of readiness for all flight personnel. The ground varying nature of the tasks and commitments. The
training syllabus that follows is to be .used as a flight training syllabus will contain the following
guide. It representsthe minimum requirementsto be phases: familiarization, formation, instruments,
met prior to completing the familiarization stage in navigation, night, shipboard, and special categories.
the flight training syllabus as set forth by the type
commands. 5.5 FLIGHTCREW DESIGNATION,
QUALIFICATIONS, AND REQUIREMENTS
5.3 PILOT GROUND TRAINING
The flightcrew qualifications and requirements as
Every pilot checking out in the helicopter will be set forth in the following paragraphsare minimums
required to complete a course of instruction. This and are not to be interpreted as limiting in any way
course of instruction will vary from about 20 hours the establishment of higher requirements by proper
to the maximum of 40 hours depending upon pilot authority.
background.
A written examination will be given on the 5.5.1 Designation. A naval aviator or aviation
NATOPS flight manual and NWP series pilot will be designated as qualified in model only
publications. after having previously been designated as a
helicopter pilot under the provisions of the current
Instruction and examination must be completed on OPNAVJNST 3710.7. A pilot who has qualified in
the following subjects prior to completion of the one of the helicopter classifications shall have a
flight familiarization phase: certificate thereof, signed by the qualifying
authority. This certificate will state the model
1. Helicopter operational performance helicopter and modification thereto in which the
2. Weight and balance aviator is qualified and shall be placed in the
Aviators Flight Log Book or Officers Qualification
3. Publications (FAA, tactical, technical) Jacket, as appropriate.
5-1 ORIGINAL
 NAVAIR 01-HlAAC-1

55.2 Designating Authority. Commanding 5.5.3.7 Copilot/Gunner. A copilot/gunner is a

officers or higher authority in the chain of command pilot who has completed the familiarization stage
are empowered to designate a pilot qualified in and all front cockpit ordnance requirements.
model and issue certification thereto. The immediate
superior in command to the commanding officer or 5.5.3.8 Functional Checkpilot. An FCP must
higher authority may assume the function. The have a minimum of 100 hours in model, be a PQM,
authority assuming the function shall issue and be designated in writing by the unit
appropriate instructions. commanding officer.

55.3 Qualifications. 5.5.3.9 Crew Requirements.

1. A pilot designated as PQM shall command
5.5.3.1 Pilot Qualified in Model. A PQM must the helicopter and occupy one of the control
have successfully completed the combat capable positions on all service and combat flights.
phase of the flight training syllabus, to include a
NATOPS evaluation. The pilot must also meet the 2. A transition pilot (pilot under instruction),
requirements as set forth in the current rated safe for solo, may command the
OPNAVINST 3710.7. helicopter on all types of operational
training missions within his capabilities and
that, in the opinion of the commanding
5.5.3.2 Attack Helicopter Commander. An officer, are best suited to instill pilot
AHC must be a PQM who has completed an confidence and helicopter command
advanced flight training syllabus (demonstrating responsibilities.
comparable proficiency through the combat-
qualified level) demonstrating the personal ability to 3. On all flights, a qualified observer may
command a helicopter under any assigned squadron occupy the forward seat to ensure adequate
task. visual surveillance. A qualified observer is
anyone who is thoroughly briefed in cockpit
conduct and safety, to include intercom
5.5.3.3 Mission Commander. A mission system operation and lookout
commander shall be a properly qualified naval
responsibilities.
aviator designated by appropriate authority. The
mission commander may exercise command over 4. All instructional flights will be under the
single naval aircraft or formations of naval aircraft. direct supervision of a designated PQM.
1 The mission commander shall be responsible for all
phases of the assigned mission except those aspects 5.5.4 Currency.
of safety of flight that fall under the prerogatives of
individual pilots in command. Requirements for 5.5.4.1 Annual Flying and Currency
designation as mission commander will be outlined Requirements. To ensure that the skill of naval
by appropriate authority. aviators is maintained at an acceptable standard of
readiness for fleet operations, the annual flying
5.5.3.4 Section Leader. A section leader must requirements as set forth in the current
OPNAVINST 3710.7 must be adhered to by all
be a PQM. In addition, this pilot must be fully
active duty naval aviators.
qualified to lead a section under all conditions in
performance of any of the squadron tasks.
5.5.4.2 NATOPS Evaluation. On assignment to
another unit, a PQM will not be required to receive a
5.5.3.5 Division Leader. A division leader must NATOPS evaluation if the log book entry and pilots
be a PQM with no less than 600 total flight hours. qualification jacket indicate successful completion
Of this total, 260 hours must be in helicopters, of of the check within the last 12 months,
which 50 hours must be in squadron model.
5.5.4.3 Waivers. Unit commanders are authorized
5.5.3.6 Flight Leader. A flight leader must be a to waive in writing minimum flight and/or training
qualified division leader with no less than 750 total requirements where recent experience in similar
flight hours. model helicopters warrants.

5-2 ORIGINAL
 NAVAIR 01-HI AAC-1

5.5.5 Crew Rest Requirements. Pilots should 3. Nomex gloves

not be scheduled for more than 6-l/2 hours of
normal flying per day. Eight hours for 1 day is 4. Nomex flight suit
permissible provided a minimum of 2 hours crew 5. Identification tags
rest is taken between each 4-hour period of flight.
The normal crew day for all aircrews will be 12 6. Survival knife and sheath
hours; however, in a situation requiring an aircrew to
exceedtheir 1Zhour limit to complete a mission, the 7. Personal survival kit
commanding officer may authorize an extension of 8. Signaling devices for all night flights and
up to 6 hours if warranted by urgent or unusual flights over water or sparsely populated
operational requirements.The crew day begins upon areas.
reporting to work and ends with the termination of
the last sortie. 5.6.2 Overwater Flights.

5.6 PERSONAL FLYING EQUIPMENT 1. Life preservers shall b-eworn

2. Antiexposure suits shall be provided for all
The latest available type of flight safety and personnel in accordance with the current
survival equipment listed below shall be worn by all OPNAVINST 3710.7.
pilots and crewmembers on all flights unless a
tactical combat environment or military exigency 3. The HEED, SRU-36/P, shall be carried in
the pistol pocket of the SV-2 survival vest. I
requires onsite deviations. See the current
OPNAVINST 3710.7 for farther details.
5.6.3 Night and Instrument Flights.
5.6.1 All Flights. 1. A flashlight shall be carried in the helicopter
1. Protective helmet 2. Approach plates
2. Flight safety boots 3. Maps.

5-3 (Reverse Blank) ORIGINAL

 NAVAIR 01-HlAAC-1

PART III

Normal Procedures
Chapter 6 -Flight Preparation

Chapter 7 - Shore-Based Procedures

Chapter 8 -Ship-Based Procedures

Chapter 9 - Special Procedures

Chapter 10 - Functional ChecMight Procedures

53 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

CHAPTER 6

Flight Preparation
I
6.1 MISSION PLANNING can hover at heavier gross weights in ground effect I
than out of ground effect.
6.1.1 Introduction. Adequate and thorough
planning of the flight is necessary to ensure the 6.1.2.6 Engine Performance. Helicopter
successful completion of any mission. performance will be reduced with a deteriorated
engine (see Figure 10-2). Performance will also be I
6.1.2 Factors Affecting Helicopter Lift reduced when salt or dirt is allowed to build up in
Capability. the engines.

6.1.2.1 Temperature. High OAT increases inlet 6.1.3 Weight Limitations Applicable to
air temperature, which has an adverse effect on the Helicopters.
power output of gas turbine engines and decreases
the lift capability of the rotor. 6.1.3.1 Aerodynamic Power-Weight Limit.
Increasesin ambient air temperature,humidity, and/
6.1.2.2 Humidity. The effect of humidity on gas or pressure altitude restrict lift capability of the
turbine engines is negligible. helicopter because a decrease in air density will
result in decreasedpower available from the engine
6.1.2.3 Altitude. Altitude has a marked effect on and a loss of rotor efficiency. The relationship of lift
the performance of all helicopter engines. Air capability to atmospheric conditions is found in the
density and temperature decrease all altitude performance charts in Part XI. While flight
increases.As air density decreases,the mass flow of operations based on HIGE limit will permit an
air through the gas turbine decreases; therefore, increase of lift capability, HOGE weight
power output of the engine decreases.However, the computations will be used for normal training
gas turbine operates more efficiently at the lower operations. Exceptions to this will be necessary
temperaturesencounteredat high altitudes, resulting when operational and service flights are made under
in reduced specific fuel consumption. favorable conditions that require carrying payloads
at an altitude beyond the capability of the helicopter
6.1.2.4 Wind. If a helicopter can take off and land to HOGE. Sliding landings and takeoffs will further
into a steady wind, payloads can be increased increasepayloads but require a surface of sufficient
because less power is required for the same flight length in an area free of obstacles.HOGE and HIGE
performance with wind than without wind. should be computed prior to takeoff or landing.
Helicopters operating from the decks of ships Operations based on these exceptions should be
underway are in an excellent position to take made only under carefully calculated requirements.
advantage of the relative wind generated by ship
movement. However, an allowance for deck edge 6.1.3.2 Weight and Balance. This helicopter is
and elevator turbulence must be made. a class IB aircraft for weight and balance purposes
Consideration must be given to winds in the landing (the cg limits can be exceeded by some normal
zone ashore when at maximum gross weight loads) and therefore needs loading control. The
conditions. Manual for Weight and Balance, NA Ol-lB-40,
includes guidance and data for the specific serial
6.1.2.5 Ground Effect. For hovering flight closer number helicopter to ensure proper loading control.
than one-half rotor diameter to the Earth, the lifting The maximum allowable gross weight for takeoff is
ability of a helicopter is increasedby ground effect. 14,750pounds and must not be exceeded.CG limits
Since the power required to hover increaseswith an are shown in Figure 4-4. The lateral cg limit is 6.0 1
increase in height above the ground, the helicopter inches right or left of center.
6-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

Form 365F of NA Ol-lB-40 is not normally 6.2.1 Time Hack.

required for each flight if a current form is on file.
See the current OPNAVINST 3710.7 for further 6.2.2 General.
information. The pilot in command will ensure that 1. Helicopter call signs, event
the maximum allowable gross weight and
longitudinal and lateral cg limits will not be 2. Lead/alternates
exceededduring flight. 3. Fuel load, stores, gross weight
6.1.4 General Precautions. Special care will be 4. Start, taxi, takeoff times
exercised to avoid flying over populated areas, 5. Takeoff data, rendezvous.
civilian airports, turkey and chicken farms, etc. In all
cases, conformance with existing regulations is 6.2.3 Target or Destination.
mandatory.
1. Primary
6.1.5 Requirements for Mission Planning. 2. Secondary
Mission planning has two requirements. The first
requirement is for pilot and operations personnel to 3. Operating area, targets
calculate normal and emergencyhelicopter operating 4. Control agency
capabilities concurrent with existing ambient
conditions and mission requirements prior to every 5. Time on station or over target.
flight on a daily basis. The second requirement is
preparation of planning documents for the future 6.2.4 Navigation/Flight Planning.
helicopter assaultor support mission and is normally 1. Duty runway
prepared from weather summaries and predicted
weather in the area to be considered. Weather 2. Climb out
summaries suitable for preparationof such estimates 3. Operating/restricted areas
can be prepared or obtained by any authorized
weather facility with a forecasting capability. Fuel 4. Obstacles to flight
reservefor all flights shall be computed so as to land 5. Mission plan
with no less than 10 percent or 20 minutes fuel
remaining, whichever is greater. 6. Cockpit coordination
7. Bingo/low fuel
6.1.6 Computation Card. The computation card
for determining capabilities (Figure 6-l) shall be 8. Holding
used for mission planning. Deviations and 9. Approach/lighting
substitutions may be made with the standard form.
Substituting HIGE or HOGE is an example. HOGE 10. GCA/missed approach
computations should be made for all mission 11. Recovery
r^^..:rr.-^“.”
.‘~U”“...U...l :” “,UI.
..a ^rrl^r L”
t^ .,=...
I.“..,. ..>&Y
,I.:* :ZfO-rZZiO~
readily available during flight. 12. Divert/emergency fields.

6.2 BRIEFING 6.2.5 Communications.

1. Frequencies
The pilot is responsiblefor briefing the crew. This
briefing shall ensure complete understanding of the 2. Agencies
mission. The pilot shall give specific instructions to
3. Procedure/discipline
cover special situations that may occur.
4. IFF
A briefing will be used. On training ftights, the
appropriate syllabus guide should be used. Each 5. NAVAIDs
pilot will maintain a kneepad and a record of all 6. Signals.
flight numbers, call signs, and other data necessary
to successfully assume the lead and complete the 6.2.6 Weapons.
assignedmission. The briefing guide will include the
following items. 1. Loading
6-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

1. AIC SIDE NO. 12. OAT

2. A/C BUREAU NO. 13. HlGE

(AT A,RFIELG)
3. PILOT

4. COPILOT 14. HIGE

(AT HIGHEST MISSION ELEVATION)
5. BASICWT.

6. CREWWT. 15. HOGE

(AT AIRFIELD)
7. FUELWT.

8. ARMAMENT WEIGHT: 16. HOGE

(AT HIGHEST MISSION ELEVATION)
20 MM

TOW 17. SINGLE ENGINE:

HELLFIRE MAX TORQUE

(2-l/2 MINUTE LIMIT)
2.75 RKT
FLY AWAY
5.00 RKT CLIMB A,S

FLARES FLY AWAY

CRUISE AIS
OTHER
SERVICE
9. GROSSWT. CEILING

10. PRESS ALT.

,I. DENSITY ALT.

Figure 6-l. Computation Card

2. Arming 4. Loss of visual contact, VMC/IMC
3. Hot ordnance routes 5. Inadvertent IMC
4. Pattern 6. Lost procedures
5. Switches 7. SAR
6. Airspeeds 8. Helicopter/system failures
7. Minimums 9. Crew coordination.
8. G versus weight
6.2.9 Special Instructions.
9. Duds, hung ordnance, dearm, jettison
1. Intelligence
10. Safety
2. Safety
11. Crew coordination.
3. Reports/authentication.
6.2.7 Weather.
6.3 DEBRIEFING
1. Local, en route, destination forecast
A proper debriefing conducted under tactical or
2. Alternates training conditions can be the most important part of
3. Winds. a flight. Mistakes can be discussedin an atmosphere
free from distractions. Under tactical conditions,
debriefing is a primary source of information leading
6.2.6 Emergencies. to the location of targets, distribution of troops, and
1. Aborts many other important considerations. An outline
should be followed when debriefing a flight. This
2. Radio failures outline should contain all of the items for briefing
3. NAVAIR failures plus the following:
6-3 ORIGINAL
 NAVAIR 01-HlAAC-1

1. All unusual circumstances encountered c. Radar altimeter setting (all changes

briefed intercockpit)
2. Discrepancies noted
d. Aircrew currency, proficiency, comfort
3. Constructive criticism can be conducted in level
such a manner that all concerned can
participate and present their ideas on the e. Weather/ambient light
conduct of the flight.
f. Shadows
6.4 CREW COORDINATION BRIEF g. Illusions
1. Who is in front/back? h. Moon angle (MRIMS)

2. Checklist procedures.Challenge/Response. i. NVG emergencies (tube/battery failure)

3. Control changes.Positive three way. j. Aircraft emergencies

4. Arming/Dearming procedures k. Use of landing/IR light

5. Look-out procedures/responsibilities 1. Ordnance effects.

6. Navigation procedures/responsibilities 12. Aircraft emergencies. Pilot/Copilot

responsibilities.
7. Penetration procedures
a. Engine failures. Dual/Single.
8. Refuel procedures
b. Transmission or driveshaft failure
9. Ordnance procedures:
c. Gearboxes
a. Weapons switchologylselection
d. Tail rotor failure
b. Sector of fire responsibilities
e. Tail rotor malfunction (stuck pedal)
c. Expendables responsibilities.
f. Hydraulic failures
10. Supporting arms control:
g. Electrical
a. Artillery/Naval gunfire; who calls, who h. Fires
flier.
i. Bird/wire strike
b. Offensive air support; who calls; who
flies. j. Ditching.
11. NVG procedures: 13. Load computation/gross weight
a. Goggle/degoggle 14. Weather/winds
b.~ Crew responsibilities: 15. Terrain
(1) Aircraft lighting; changes-interior/ 16. Obstacles
exterior
17. Inadvertent
(2) Takeoff/landing; who flies, who
monitors instruments 18. Brownout/whiteout/vertigo.
6-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHAPTER 7
Shore-Based Procedures
7.1 INTRODUCTION helicopter is satisfactory for safe flight and can
accomplish the assigned mission. The pilot will
Shore-based procedures are discussed in this review the completed VIDS/MAF (OPNAV 4790/
chapter to cover as many operational situations as 60) discrepancies from the last 10 flights and all
possible.
previous outstanding discrepancies. Prior to flight,
the pilot and aircrewmen shall ensure a complete
7.2 SCHEDULING
visual check of the helicopter is accomplished.
The commanding officer or his designated
representativeis responsiblefor the promulgation of 1. The pilot shall ensure that the plane captain
the flight schedule when based ashore. The flight has conducted a standard daily preflight as
schedule,when published, becomes an order of the set forth in the NAVAIR 01-HlAAC-6
commanding officer. The flight schedule will
contain sufficient information to ensure all series and signed the OPNAV form 3760/
preparationsrelative to flight can be accomplished in 2D, Part A prior to each flight.
a smooth and timely manner. The minimum essential
items that shall be included on the flight schedule 2. The pilot shall ensure that the maintenance
are found in the current OPNAVINST 3710.7. controller or designated representative has
signed the OPNAV form 3760/2D, Part A,
7.3 GROUND OPERATIONS signifying the helicopter is safe for flight.

7.3.1 Preflight Prior to flight, the

Inspection. 3. The pilot shall ensure a proper fuel sample
pilot and aircrewmen shall conduct a complete has been taken.
visual check of the helicopter, except in the case of
crew hot seating. When crews hot seat, the new crew 7.4 DISCREPANCY REPORTING
has the option of accepting the previous crew
preflight. Immediately following each flight, the pilot shall
note all discrepancies in detail by completing the
7.3.2 Fireguard. Prior to starting engines, a applicable items of the VIDS/MAF form in
qualified fireguard shall be positioned near the accordancewith OPNAVINST 4790.2 series.To aid
engines and remain in readiness with a fire bottle in discrepancyanalysis, specific information such as
until the engines are operating. position of controls, movement of controls and
results, instrument readings, etc., should be recorded
in flight, if practical, to he included on the VIDS/
MAF (OPNAV 4790160) form. Maintenance
troubleshootersshould be available for consultation.
l The fireguard shall remain clear of the The pilot will ensure that he has conveyed his
exhaust and compressor blade area. complete knowledge of the discrepancy orally and in
writing.
l Ear protection and goggles that provide
adequate peripheral vision shall be
worn by flight line personnel. 7.5 EXTERIOR INSPECTION

7.3.3 Helicopter The pilot in

Acceptance. Figure 7-l represents minimum preflight
command shall ensure,prior to acceptance,that the inspection for all flights.
7-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

1. AU cove” and tIedowns mnowd. Avlonlcr/baggage compartment.

011 cooler compartment tar IaaksIcondhlon.
3. WindshIeld. eoglna flm exdngul4har and tillly
7el4scoplc SlgM ““ft. hydmullo Iluld leurl.
win atrIkecutter. 011 or fuel leaka In tmnsmluLIon. comblnlng
Vlbmdon suppressor assembly. gemboa and angIna compartment.
Englne NO. t 011Iowl.
3. AmmunItIon compmnsnt Hydmullo fluld IewI and leaka (sys No. 1).
PltwstanC sy4mm port. M4ln rotor. mss, Md had.
Fllot Canopy o,Matlon and Iatchlng. E%glrn Inlet semen (II hlst4lled).
sunmy comparbn*r4. rvl :I cullllr (top).
Hydnullc Ruld Iewl and leak4 (sy4 No. 2).
Fuel quantily and cap s4cudty. Battery 4ompalimenL
Engble lnla rrwn (Ii Imb3lle.d). All acwsa door, and psnels -re.
RIgM skid tube 4nd c-be,. LNI skid tub8 4nd crosstuba.
RlgM wing. Left wing.
Tmnsmlulon 1311level.
EngIno No. 2 oil level.
Comblnlng gearbox 011Iwml. 5. Gunner canopy opmatlon and Iatchlng.
011 or (uel ,4.aks I,, b,,,,smlulon, comblnlng VSS accumulatw pressure.
WOarbox, and englns compartment. Surchllght.
All acceaa doom and panels secured. Wlm strike cult41 (bottom).
011 Coolm compaltmeni lor I44k4/ Avionics compmtmwd.
C’%dltlo~ utllltv hydmulks and englns
nn sxthgumr. 7. Feedef and baneIs.
An elecmcal mmpalmlent. T”rnt gun drlw aseiembly.
Mdn rotor bladss ‘mm dgM &,a RUrgmmcwm
Fusslags and tallboom. Dockdch~er CannOn plug.
EIeva:or for dam4ge. Elevallon and azimuth brakes.
Ana~~pwtionrot1)N, Tumt mwnng.
tall mm drlvwban to1
condklo”,secwlty.
WARNING
4. ran mm. Gun chamban, wder 4nd bare sh4ll ba c1a.r
Tall 4Wd. oi ammunlUon pdor to non-ordnance nlated
flIghta. Feeder rolsnold shall be engaged and
barrel* rotated 4 mlnlmum ol sh cycl41.

5. Elevaor for damage.

Fuselage and tallboom.
All accwalble paikma of Uw
tall rotor drl”avssha‘, ‘or l vwny alI covamwdown~ w4 rsmoved
COndtUon/securky. (0s appmprltis prior to lntmior lnrpealo”,.

Figure 7-l. Exterior Inspection

7-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

7.6 PREENTRY INSPECTION l An APU is required to accomplish the

auxiliary fuel check. A minimum of 20
7.6.1 Normal Operation. The following list minutes is required to pressurize tanks
represents the minimum preentry inspection items and illuminate AUX FUEL XFR lights.
for all flights: 14. INV switch - OFF.
Note 15. BATI NO. 1 and NO. 2 switches - OFF.
The pilot should adjust the butterfly valve 7.6.2 Single-Pilot Operation. The following
in the air vent between the tail rotor items shall be checked in the copilot/gunner cockpit
control pedals prior to entering the when flight by a single pilot is to be conducted:
cockpit, as it is difficult to reach when
seated. 1. Safety belt/shoulder harness- SECURE.

I 1. Canopy removal system (CRS) safety pins

- INSTALLED.
2. Loose equipment - STOWISECURE.
3. Canopy removal system (CRS) safety pins
- INSTALLED.

I
Note
4. UHF EMER switch - OFF, COVERED.
CRS safety pins should be installed prior
to entering the cockpit. 5. CSC panel - SET.
2. Armament circuit breakers - UPIINBD 6. INST LT and CSL LT switches - OFF.
(except HUD, AIM-9, and TURRET EL 7. SRCH LT switch - OFF.
STOW).
8. FORCE TRIM switch - ON.
3. Armament switches - OFF/SAF!Z.
9. ELEC PWR switch - ON.
4. FIRE PULL handles- IN.
10. WGST JElT switch - OFF, COVERED.
5. FIRE EXT switch - OFF.
11. PILOT OVERRIDE switch - OFF.
6. ENG WASH switch - OFF.
12. Armament switches and controls - As
I. BATT NO. 1 and NO. 2 switches - ON. required.
8. BUS switch - MAN. 13. Canopy door - CLOSE and SECURE.
9. Hydraulic cooling fans - CHECK. 7.7 INTERIOR INSPECTION - COPILOT/
10. BUS switch - NORM. GUNNER
11. INV switch - MAIN. The following items represent minimum
inspection for all flights:
12. FUEL QTY - CHECK.
13. Auxiliary fuel tank check: Note

a. AUX FUEL PUMP switches - UP The copilot/gunner should adjust the

(on). buttemy valve in the air vent between the
tail rotor control pedals prior to entering
b. Check AUX FUEL XFR lights the cockpit as it is difficult to reach when
illuminate. seated.
c. AUX FUEL PUMP switches - OFF. I. Loose equipment - STOW/SECURE.
2. Pedals - ADJUST.
Note
3. Safety belt/shoulder harness- ADJUST.
l For auxiliary fuel tank functional 4. Inertia reel - CHECK.
checkflight, the FUEL QTY indicator
should read approximately 1170 5. HUD- CHECK (desiccant crystal/BIT
pounds. indicator).
7-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

6. Map light - OFF. 7.8 INTERIOR INSPECTION - PILOT

7. canopy removal system (CRS) safety pins 1. Loose equipment - STOW/SECURE.

- INSTALLED.
2. Seat and pedals - ADJUST.
8. ANVIS HUD control panel - OFF.
3. Safety belt/shoulder harness- ADJUST.
9. CSC panel - SET.
4. Inertial reel - CHECK,
10. PILOT OVERRIDE - OFF.
5. DC circuit breakers- IN (except PLT and
11. Armament switches and controls - As GNR CDU, and NO. 1 and NO. 2 ICU)
required: (CHAFF DISP and CONT CBS - OUT (as
required)).
a. AIRSPEED COMP - As required.
6. Map light - OFF.
b. Turret depressionlimit - LIMIT.
7. Lights - As required.
c. TSU track rate - As desired.
8. Pitot heater- OFF.
d. Wing stores select - OFF.
9. Rain removal - OFF.
12. m Laser min range - OFF / SET (as
required). 10. ANVIS HUD control panel - OFF.
I
13. m Laser FIRST/LAST/OFF - OFF. 11. Compass (if installed) - SLAVED.

14. UHF EMER - OFF, COVERED. 12. RadiosiNav equiplKYs/IFF - OFF.

15. m Radar altimeter - OFF. 13. ALE-39 ARM - OFF (down).

16. Altimeter - SET. 14. ALE-39 power - OFF.

15. Clock - SET and RUNNING.
17. ACQfl-RWSTOW - STOW.
16. Altimeter - SET.
18. m m MFD - DAY I NIGHT (as
required). 17. Radar altimeter - OFF.
19. THCDP - OFF. 18. FIRE PULL handles- IN.
20. Instrument and console lights - As 19. HPCP switch - GNR CONT.
required.
20. MASTER ARM - OFF.
21. Exterior lights - As required.
21. NARCADS panel - SET (as required).
22. FORCE TRIM switch - ON.
22. GND/AIR/NORM - NORM (as desired).
23. SRCH LT switch - OFF.
23. ZEROIZE -FORWARD (off).
24. Electrical power - ON.
24. UHF emergency - OFF, COVERED.
25. Wing storesjettison - OFF, COVERED.
25. APR-39 power - OFF.
26. Inform pilot - Copilot/gunner checklist
complete. 26. APR-44 power - OFF.
7-4 ORIGINAL
 NAVAIR 01-HlAAC-1

27. ALQ-144 IRCM - OFF. 55. Armament circuit breakers - DOWN/

OUTBOARD (except TURRET CNTRL,
28. Canopy removal system (CRS) safety pins DR MTR, GUN MTR). I
- INSTALLED.
56. HUD - CHECK
29. AIM-9 ARM - OFF.
30. VSS - OFF. a. Dual combiner glass/optics- CLEAN.

31. FIRE EXT switch - OFF. b. HUD brightness- BRIGHT.

32. ECU/VENT - OFF.
c. PWR - OFF.
33. IFF CODE HOLD - HOLD/HOLD.
d. MODE - TEST.
34. Navigation control panel - OFF.
57. Copilot/gunner checklist - COMPLETE.
35. EMERGENCY JETTISON SELECT -
OFF.
7.8.1 Interior Inspection (Night Flights). In
36. CSC panel - As desired. addition to interior inspection for all flights, the pilot
shall inspect the following:
31. SCAS power - OFF.
1. Flashlights - AVAILABLE.
38. LAUNCHER ARM - OFF.
39. FUEL ENG 1 and ENG 2 - OFF. 2. Interior lights - CHECK operation.

40. FUEL CROSS FEED - OPEN. 3. Exterior lights - CHECK operation.

41. FUEL TANK INTCON - OPEN. Note
42. Hydraulics - ON. IR NAV and IR light beacon ring
operation must be checked with night
43. OIL COOLER - NORM. vision goggles.
44. ANTI-ICE ENG 1 and ENG 2 - OFF. 4. ANVIS HUDs - INSTALLED (if
required).
45. INV switch - OFF.
46. FORCE TRIM switch - ON. 7.9 PRESTART CHECKLIST

47. GEN NO. 1 and NO. 2 - OFF.

1. Helmet - ON.
48. BUS - NORMAL.
2. BATT NO. 1 and NO. 2 - ON.
49. BATT NO. 1 and NO. 2 - OFF.
3. DCVM - BATT 1, BATT 2 (24 vdc
50. AUX FUEL PUMP - OFF. minimum).
51. AC circuit breakers- IN. . . . ..W...H.....
CAUTlON
52. Searchlight - OFF. f . . . . . . . . ..88..... i
53. UNCAGE/FIRE - GUARD DOWN. Do not attempt battery start with voltage
below 24 volts to preclude possible
54. Collective strap- OFF. damage to the battery or helicopter.
7-S ORIGINAL
 NAVAIR Ol-HlAAC-1

4. ANTI-COLLlPOS lights - As required. 13. Throttles - SET FRICTION.

5. If the APU is required: 14. Main rotor - CLEAR.
. . . . .. . . . . . .. . . . .
CAUTION 7.10 START CHECKLIST
I ..*,,,........... I
.u8.w...*..+88e
APU output limitations for starting the CAUTION
helicopter are 600 amps minimum and I ..98.........*... I
1300 amps maximum.

Note l Engine starts with tail winds in excess

of 10 knots may result in smoke,
Using an APU to start will result in longer tailpipe fire, and/or excessive MGT.
start times.
a. Master LIGHTS CAUTION circuit l If rotor brake slippage occurs after the
breaker - PULL. starter is engaged and the decision is
made to continue the start, release the
. . . . . . . . ..U..... rotor brake immediately. If slippage
CAUTION occurs in winds greater than 35 knots,
I w..........w... I abort the start. Refer to wind limitations
Failure to pull master LIGKTS in Chapter 8.
CAUTION circuit breaker prior to
applying external power may result in l If for any reason a starting attempt is to
damage to the master caution panel. be aborted, rotate the appropriate
throttle to OFF and motor the engine
b. APU - CONNECT. using the START switch for 20 seconds
c. DCVM - ESNTL (26 to 29 vdc). or until MGT is less than 150 “C.
Observe starter limits. A starting
d. Master LIGHTS CAUTION circuit attempt shall be aborted in the event
breaker - IN. one or more of the following conditions
6. INV switch - STBY (AC STBY caution occurs:
light out). . . Ng fails to reach I4 percent within 6
7. INV switch - MAIN (AC MAINlSTBY seconds.
lights out).
. . MGT is not evident within 20 seconds
8. Rotor brake - CHECK/ON (if required). after initial indication of Ng.
Note . . Oil pressure is not evident within 30
If rotor brake is not used, ensurehandle is secondsafter starter is engaged.
fully stowed.
. . Np is not present within 30 seconds
9. FIRE WARN - TEST. after Ng has reached 67 f3 percent.
Note . . MGT reaches 867 “C before starter
DO not hold test switch on for more than disengagement(52 to 59 percent Ng).
15 seconds.
Note
10; heI gauges- TEST.
Failure to pull the NO. I ICU, NO. 2 ICU,
I I. MASTER CAUTION, CAUTION, and PLT CDU circuit breakers prior to
ADVISORY, and AAU - TEST. engine start and generator engagement
12. Throttles - OPEN, CHECK IDLE STOP, may result in random CDU zeroizing and
EECU LOCKOUT, CLOSE. random bit failures of ICUs.
7-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

1. FUEL CROSS FEED - OPEN.

2. FUEL TANK INTCON - OPEN.
3. FUEL ENG 1 and ENG 2 - As required. Avoid steady state Np operation between
60 and 75 percent.
4. Engine priming - As required.
9. ENG OIL - 20 PSI or above at IDLE.
Note 10. IDLE - CHECK 67 +3 percent Ng.
Engine starting may be difficult under hot 11. Rotor brake - RELEASE. I
ambient temperatures, 30 “C (86 “F) or
above, and/or when using JP-4 becauseof 12. Flight controls - As required.
I
fuel vaporization in the HMU. Aborted 13. XMSN, GRBX, and HYD temperature/
starts can be avoided by priming the pressure- CHECK.
engines.
14. Throttle - INCREASE (90 to 95 percent
a. Throttles - OPEN to EECU N&). I
LOCKOUT.
b. Observe fuel coming out of the Note
overboard drain. If engine is operated above 96 percent,
c. Throttles - CLOSE. EECU cross-signaling will cause Nr/Nn
fluctuations of 1 to 2 percent ihe;
d. Proceed with normal start. attempting start on the other engine.
5. START switch - ON (note MGT below 15. APU (if used) -DISCONNECT.
200 “C).
16. GEN NO. 1 and NO. 2 - ON.
Note 17. DCVM - GEN 1, GEN 2 (28 to 29 vdc).
Either engine may be started first. 18. ECU-VENT (as required).
6. Throttle - OPEN slowly to lower side of 19. Repeat steps 3 through 10 for remaining
IDLE STOP. engine.
Note ..*w.*....*.w..
CAUTION
Observe an increase in BAlT 2 voltage I . . . . . . . . . ...*...* I
after 6 seconds when batteries switch
from parallel to series. l To ensure that the second engine. has
7. NG, MGT, and ENG OIL pressure - engaged properly, the second engine
throttle should be advancedslowly until
MONITOR. both Np and rotor needles are matched
~w8......8w,,. and torque rise is noted.
CAUTION l A nonengagedengine is indicated by a
I ,*,+s........,,,. I higher Np ‘pm than the engagedengine
along wth zero torque. If an engine
l If MGT reaches 867 “C before starter does not engage, do not allow Np to
disengagement (52 to 59 percent Ng), overshoot more than 2 to 3 percent.
abort the start. Immediately shut down the nonengaged
l Ensure the collective is full down, engine. When the nonengaged engine
cyclic is centered, and pedals are has stopped, shut down the remaining
neutral (approximately three-fourths of engine.
an inch right) as soon as hydraulic
pressure allows. Note
8. START switch - Verify OFF (52 to 59 A restart may be attempted. On restart,
percent Ng). start the engine that failed to engagefirst.
ORIGINAL
 NAVAIR Ol-HlAAC-1

20. DC circuitbreakers (PLT and GNR CDU, 32. Throttles - FULL OPEN
and NO. 1 and NO. 2 ICU) - IN.
.. .... ......... ..
2 1. HUD power - STBY. CAUTION
I ..*.........I.,.. I
22. HUD MODE - TEST.
Inadvertent EECU lockout may occur. Be
23. MASTER ARM - STBY. prepared to reduce the throttle rapidly to
control Nr/Np
24. WEAPON CONTROL - GUNNER.
33. FUEL CROSS FEED - As Required. I
25. ACQiTRWSTOW - STOW.
34. ENGINE RPM - ADJUST (100 percent
26. THCDP BRT - ON.
W$).
21. THCDP mode - STBY TOW or TSUI
GUN (observe BIT and verify TSU 35. ENG 2 TRIM - ADJUST.
gimbals stabilize). 36. Warning/Caution advisory lights -
28. Radios/Nav equip/KYs/IFF - ON/STBY. CHECK.

29. m EGI align - GCA (or as desired). 37. ENG, XMSN, and GRBX OIL pressures
- CHECK.
30. Navigation system - As required.
38. Flight controls - CHECK
a. START page - CHECK (datum/date/
time/position). 39. Force trim - CHECK.
b. TIMER page - CHECK (TOD/TMR 40. Hydraulics system - CHECK.
selection).
7.11 POSTSTART CHECKLIST
c. WPT list - BUILD.
1. SCAS POWER - ON.
d. TGT list - BUILD.
e. CONFIG page- CHECK (NTS/CDU 2 2. Attitude gyro - SET.
installed/not installed). 3. Radar altimeters - ON/TEST/SET (100
3 1. Remaining engine engagement-CHECK. f15).
4. SCAS -NO GO LIGHTS OUT/ENGAGE.
Note
The batteries may not receive a full Note
charge during flights of 1 hour or less. LTse nf an!i-icp wrl the inlet heater is
This may result in an inability to start
engines on subsequent flights. In these required when flying in or encountering
instances, the BAT 1 and BAT 2 circuit visible moisture at ambient air
breakersmay be pulled out at the start of temperaturesof 4 OC (40 “F) or below.
the flight to bypass the battery charger 5. Anti-ice - CHECK (as required).
monitors and allow a fast charge of the
batteries. During this time, the NO. 1 a. Ng - SET above 89 percent.
BATT SYS or NO. 2 BATT SYS caution
lights may illuminate temporarily. Within Note
6 to 10 minutes, push in BAT 1 and BAT
2 circuit breakers to reestablish the Under most conditions, it will be
charger monitor functions necessary to necessaryto roll the throttle of the engine
fully charge the batteries. The NO. 1 not being checked to idle and add
BA’IT SYS or NO. 2 BATT SYS caution collective pitch to raise Ng above 89
lights should remain extinguished. percent.
7-0 ORIGINAL
 NAVAIR Ol-Hi AAC-1

b. ANTI-ICE ENG 1 switch - ON. Note Note

rise in MGT and AMPS load; ENG 1 Allow cool down of FLIR prior to BRST.
ANTI-ICE ON advisory light on.
14. ANVIS HUDS - As desired.
c. ANTI-ICE ENG 1 switch - OFF. Note
decreasein MGT and AMPS load. 7.12 SUBSEQUENT START CHECKLIST
d. Repeatsteps a, b, and c for ENG 2.
6. Engine overspeed sensing circuit -
CHECK. During missions requiring multiple starts,
the Subsequent Start Checklist may be
l .*...**.....,,* used.

I
I CAUTION
,W,............. I
The overspeed sensing circuit test shall
7.12.1 Subsequent Prestart.

not be performed during flight. A circuit 1. Helmet - ON.

malfunction may cause a flameout. 2. BA’IT NO. 1 and NO. 2 - ON.
Note 3. DCVM - BATT 1, BATT 2 (24 vdc
minimum).
A circuit malfunction may only cause an
engine fluctuation and not a total 4. ANTI-COLIJPOS lights - As required.
flameout.
5. If APU is required:
7. Oil cooler secondary hydraulic motor -
CHECK. a. Master LIGHTS CAUTION circuil
breaker- FULL.
8. HUD POWER - Verify TEST PASSION:
b. APU - CONNECT.
a. AUTO BRT - OFF.
c. DCVM - ESNTL (26 to 29 vdc).
b. HUD BRIGHTNESS - As desired.
d. Master LIGHTS CAUTION circuil
c. MODE switch - STAD, then NORM. breaker- IN.
d. NIGHT FILTER - As desired. 6. INV switch - MAIN (caution lights out). 1
9. COMPASS - ALIGNED. 7. Rotor brake - As required.
10. VSS - ON (light out). 8. Throttles - CLOSED.
11. m HaveQuick/SINCGARS - 9. Main rotor - CLEAR.. I
INITIALIZE (as required)
7.12.2 Subsequent Start.
12. Armament preflight procedures - As
required. 1. FUEL CROSS FEED - OPEN.
13. m NTS - CHECK. 2. FUEL TANK INTCON - OPEN.
a. DVO -FOCUS. 3. FUEL ENG 1 and ENG 2 - ON. I
b. CCD -FOCUS. 4. START switch - ON (note MGT below
MFD - ADJUST (BRTICNTISYM). 200 “C).
C.

d. MFD - CHECK gray scale. 5. Throttle - Open slowly to lower side of

IDLE STOP.
I
e. ORT -ADJUST (BRTICNTISYM).
6. Ng. MGT, and ENG OIL pressure -
f. BORESIGHT - PERFORM. MONITOR. I
7-9 ORIGINAL
 NAVAIR Ol-HIAAC-1

7. START switch - Verify OFF (52 to 59 28. FUEL CROSS FEED - As required.
percent Ng).
8. Rotor brake - RELEASE. 7.123 Subsequent Poststart.

9. XMSN, GRBX, and HYD temperatures/ 1. SCAS power - ON.

pressures- CHECK.
10. Throttle - INCREASE (90 to 95 percent 2. Attitude gyro - SET.
W$). 3. Radar altimeters - ONREST (100 ?15)/
11. GEN NO. 1 and NO. 2 - ON. SET.
12. DCVM - GEN 1, GEN 2 (28 to 29 vdc). 4. SCAS - NO GO lights OUTIENGAGE. I
13. ECU - VENT (as required).
5. Flight controls - ABBREVIATED
14. Repeat steps 4 through 7 for remaining CHECK.
engine.
6. HUD turn-on procedures- COMPLETE.
15. DC circuit breakers (PLT and GNR CDU,
and NO. 1 and NO. 2 ICU) - IN. 7. COMPASS - ALIGNED. I
16. HUD power - STBY.
8. VSS - ON.
17. HUD MODE - TEST.
9. m!l HaveQuicklSINCGARS -
18. MASTER ARM - STBY. INITIALIZE (as required).
19. WEAPON CONTROL - GUNNER.
10. Armament preflight procedures - A$
20. ACQlrRIUSTOW - STOW. required.

21. THCDP BRT - ON. Il. m NTS - CHECK and BRST.

22. THCDP Mode - STBY TOW or TSUI Note
GUN (observe BIT and verify TSU
gimbals stabilize). Allow cool down of FLIR prior to BRST.
23. Radios/Nav equip/KYs/IFF - ON. 12. ANVIS HUD - ON (as required).

24. m EGI align - GCA (or as desired). 7.13 COCKING CHECKLIST

25. Navigation system - As required. After preflight, the helicopter will be started, all
..-^_-
normal NAIUn checkiist irum uxrq&c;& &id tbc
26. Remaining engine engagement-CHECK. Arming Checklist completed. The helicopter will
27. Throttles - FULL OPEN. then be shut down and cocked in accordancewith
the following procedures:
I,,,,,,,h 1. BATT NO. 1 and NO. 2 - ON (APU if
required).
When engines operating on JP-4 are
restarted within 2 hours of engine 2. m EGI align - GCA.
shutdown with ambient air temperature
above 21 “C (70 “F), a minimum of 2 3. INV switch - MAIN. I
minutes of two-engine ground operation
at IO0 percent Np is required prior to 4. Rotor brake - As required.
takeoff to purge the hot fuel from the
engine nacelle area. 5. Throttles - CLOSED.
7-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

6. FUEL ENG 1 and ENG 2 - ON. 13. ECU - VENT (as required).
I. FUEL CROSS FEED - OPEN. 14. Repeat steps 6 through 8 and 10 for the
remaining engine.
8. FUEL TANK INTCON - OPEN.
15. DC circuit breakers(PLT and GNR CDU,
9. FUEL QTY - CHECK. and NO. 1 and NO. 2 ICU) - IN.
10. Selected armament circuit breakers - 16. HUD power - STBY.
DOWNIOUTBD (except TURRET
CONTR, DR MTR, GUN MTR). 17. MASTER ARM - STBY.
11. HUD MODE - TEST. 18. THCDP BRT - ON.
12. WEAPON CONTROL-GUNNER.
19. THCDP mode - STBY TOW or TSUI
13. ACQ/TRKlSTOW - STOW. GUN (observe BIT and verify TSU
gimbals stabilize).
14. TWCDP mode - STBY TOW or TSUf
GUN. 20. Radios/Nav equip/KYs/IFF - ON/STBY.
15. BA’lT NO. 1 and NO. 2 - OFF. 21. m EGI align - SHA (or as required).

7.13.1 Quick Start Checklist. After cocking 22. Navigation system - As required.
upon receipt of an alert or call for assistance, the
Quick Start Checklist shall be completed prior to 23. Remaining engine engagement-CHECK.
launch.
24. SCAS power - ON.
1. Helmet - ON.
25. Throttles - 1NCREASE (100 percent Nr/
2. BATT NO. 1 and NO. 2 - ON (APU if Np).
required).
26. FUEL CROSS FEED - As required.
3. DCVM - BATT 1, BATT 2 (24 vdc
minimum). 27. Flight controls - ABBREVIATED
CHECK.
4. ANTI-COLL/POS lights - As required.
28. SCAS - ENGAGE.
5. Main rotor - CLEAR.
29. Radar altimeters - ON/TEST (100 f15)/
6. START switch - ON (note MGT below SET.
200 “C).
7. Throttle - OPEN slowly to lower side of 30. HUD tom-on procedures- COMPLETE.
IDLE STOP.
3 1. COMPASS - ALIGNED.
8. START switch - Verify OFF (52 to 59
percent Ns). 32. VSS - ON.

9. Rotor brake - RELEASE. 33. m HaveQuicklSINCGARS -

INITIALIZE (as required).
10. Throttle - INCREASE (90 to 95 percent
N,dW. 34. m NTS-CHECWBRST.

11. GENNO. 1 andNO.2-ON. Note

12. DCVM - GEN 1, GEN 2 (28 to 29 vdc). Allow cool down of FLIR prior to BRST.
7-11 ORIGINAL
 NAVAIR Of-HlAAC-1

I
35. Armament preflight procedures - As 15. Exterior lights - As desired
reauired.
36. ANVIS HUDs - ON (as required). 7.15 AIR TAXIING

7.14 PRETAKEOFF CHECKLIST

1. RPM - 100 percent Nr/Np.
Avoid low-level/hover flight maneuvers
2. Caution and warning lights - CHECK. in areas with cut grass or other debris
3. TURRET STOW light - As desired. without inlet screens installed. Engine
inlet blockage can occur causing engine
Note performance loss.
The TURRET STOW light will not be on Movement of the helicopter from one ground
after arming procedures contained in position to another can be accomplished by air
Chapter 21 are completed. taxiing at an altitude of 3 to 5 feet (skid tube above
ground surface). From a hover, apply sufficient
4. Instruments- CHECK. cyclic to establish a slow rate of movement over the
5. FUEL QTY - CHECK. ground in the desired direction. In confined areas,
this rate of movement should be no faster than a
6. SCAS - ENGAGED. person can walk.
7. ECUNENT - As desired. Whenever possible, all air taxiing should be done
8. Shoulder harness- LOCKED. by pointing the nose of the helicopter in the desired
direction of movement. Sideward and rearward flight
9. MASTER ARM - STBY. may be necessary for use in high winds and in
10. JETTISON - As required. confined areas. Because of increased rotor wash
caused by air taxiing, caution should be exercised
Il. GND/AIR/NORM - As desired. when in the vicinity of other aircraft. Particular
attention should be directed to the increased rotor
Note wash and its effects on loose objects and debris in
m The GNDlAIRlNORM switch the vicinity of the helicopter. Sufficient ground
should be in the NORM position (AIR control personnel shall be available to provide for
position for backup mode) prior to the safe taxiing of helicopters in the vicinity of
takeoff, and STBY NAV should delete obstructions or other aircraft. Only approved
from the CDU upon takeoff, indicating standard taxi signals will be used. Extreme caution
the helicopter is in flight and the Doppler should be exercised when taxiing at night.
is in the air navigation mode. 1. AN/ASN-75 compass- CHECK.
Note 2. Turn-and-slip indicator - CHECK.
m If the helicopter start point 3. ATTITUDE indicator - CHECK and SET.
position is unknown but can be positioned
to a known point, move the helicopter to a 4. Magnetic compass - CHECK.
known point with the GND/AIR/NORM 5. Vertical velocity indicator - CHECK.
switch in the GND position until over the
known point. Place the pilot GNDIAIRI 6. Exterior lights - As desired.
NORM switch to NORM when over the
known point to initialize the Doppler 7.16 TYPES OF TAKEOFF
navigation start point.
Conditions at the time of takeoff are the governing
12. Area - CLEAR. factors in the type of takeoff to be accomplished.
13. Canopy removal system (CRS) safety The factors governing the type of takeoff to be
- OUT (as required). accomplished are the gross weight of the helicopter,
pressurealtitude, outside air temperature,prevailing
14. VSS - ON. winds, the size of the takeoff area, and the tactical
7-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

situation. There are many possible variations in decrease in Ng. As the helicopter is flown into
takeoff procedures. translational lift, a slight reduction in power may be
necessaryto preclude ballooning. Adjust power and
As the helicopter acceleratesfrom hovering flight smoothly lower the noseof the helicopter to arrive at
to flight in any direction, with engine power, rpm, approximately 25 feet of altitude and 50 knots of
and collective held constant in calm air, a airspeed.Maintain runway alignment until SOfeet of
momentary settling will occur. This momentary altitude has been reached,at which time establish a
settling condition is a result of the helicopter moving crab, if necessary,to trim the helicopter. Continue to
If rom the ground cushion and the tilting of the tip- accelerateand climb. Then smoothly lower the nose
path plane of the main rotor. of the helicopter to an attitude that will result in an
Taking off into the wind or with a crosswind increase of airspeed to at least 70 knots. Adjust
component will partially eliminate this settling power as required to establish the desired rate of
becauseof the increasedairflow over the main rotor. climb.
The higher the wind velocity, especially when taking
off into the wind, the less pronounced this setting 7.16.4 Normal Takeoff From the Ground.
will be. Conversely, taking off with a tailwind This takeoff is utilized for expeditious departureor
component will aggravatethis settling becauseof the where normal takeoff to a hover is undesirable, for
decreased airflow over the main rotor as the example, over heavy sand or loose grass. With the
helicopter groundspeedmatches the velocity of the helicopter on the ground, coordinate increased
tailwind component. collective with simultaneous forward cyclic to
takeoff and move smoothly into translational lift.
7.16.1 Takeoff Performance. A normal takeoff Maintain normal takeoff attitudes until translational
can be accomplished whenever the helicopter is lift is attained, then proceed into normal climb.
capableof hovering with the skids 5 to 10 feet above
the ground. The hover charts in PART XI can be 7.16.5 Maximum Power Takeoff. Place the
used to determine if the helicopter can hover out of cyclic in the neutral position. With throttles full
ground effect and in ground effect. open, increasecollective smoothly. As the helicopter
leaves the ground, continue increasing power to
7.16.2 Normal Takeoff to Hover. The vertical maximum available (not to exceed limits) and
takeoff is the normal type of takeoff and should be assume an 80 knot attitude. As power is increased,
used wheneverpossible. The helicopter is lifted from maintain heading by smoothly coordinating pedals.
1 the ground vertically to a height of approximately 3 When sufficient altitude for obstacle clearance is
to 5 feet where the flight controls and engine may be attained, smoothly increase airspeed and reduce
checked for normal operation before continuing to power to establish a normal climb.
climb. A normal vertical takeoff is made in the
following manner. Begin with throttles full open, the 7.16.6 Confined Area Takeoff. This takeoff is
collective pitch full down, and the cyclic control in a utilized to depart an area over an obstacle where
neutral position. Increase collective pitch control little or no forward motion is possible until the
slowly and smoothly until hovering altitude of 3 to 5 helicopter is above the height of the obstacle. Lift to
feet is reached.Apply pedals to maintain heading as a 4 foot hover, if possible, without exceeding limits.
collective is increased.Make minor corrections with If within limits, smoothly increase collective to
the cyclic to ensure vertical ascent and use the maximum allowable power and lift straight up.
pedals to maintain heading. When the skids are above obstacle height, apply
forward cyclic to accelerateinto translational lift and
7.16.3 Normal Takeoff From Hover. Hover proceed into normal climb.
briefly to determine if the engines and flight controls
are operating properly. From a normal hover at a 3- 7.16.7 Crosswind Takeoff. In the event a
to 5-foot altitude, apply forward cyclic to accelerate crosswind takeoff is required, there will be a definite
into effective translational lift; maintain hovering tendency to drift downwind. This tendency can be
altitude with collective and maintain heading with corrected by applying cyclic into the wind a
pedals until translational lift is attained and the sufficient amount to prevent downwind drift. When
ascent has begun. In order to preclude sinking, a a crosswind takeoff is accomplished, it is advisable
slight increasein power may be necessary.Just prior to turn the helicopter into the wind for climb as soon
to translational lift, the pilot will note a slight as obstacles are cleared and terrain permits.
7-13 ORIGINAL
 NAVAIR Oi-HlAAC-1

7.17 AFTER TAKEOFF 2. RPM - 100 percent.

After the helicopter acceleratesforward to 10 to 3. Caution and warning lights - CHECK.
I5 KIAS, less power is required to sustain flight
becauseof an increase in aerodynamic efficiency as 4. TURRET CNTRL Circuit Breaker - OFF.
airspeed is increasedto best climbing speed.Takeoff
power should be maintained until a safe autorotative 5. TURRET STOW light - ON.
airspeed is attained, then power may be adjusted to
establish the desired rate of climb. 6. Instruments - CHECK.
7.18 CLIMB 7. FUEL QTY - CHECK.
The normal climb is made by adjusting nose
attitude to maintain at least 70 KIAS. Refer to PART 8. SCAS - ENGAGED.
XI for optimum climb airspeeds.At approximately
100 feet prior to the desired cruising altitude, 9. ECU/VENT - As desired.
smoothly lower the nose and allow the helicopter to
accelerate to cruise airspeed, while maintaining a 10. RAIN REMOVAL - As desired.
slight rate of climb to reach cruising altitude. As the
airspeed approachescruise airspeed,adjust power to 11. Shoulder harnesses- LOCKED.
maintain the desired altitude and airspeed.
12. MASTER ARM - STBYIOFF.
7.19 CRUISE 13. Landing light - As required.

7.22 LANDING

7.22.1 Normal Approach and Landing. The

Flight above certain ambient temperature/ downwind leg should be flown at 80 KIAS, 500 feet
altitude combinations may result in engine above the surface. Select the 180” position with
flameout when operating with JP-4 and referenceto the existing wind. At the 180” position,
the FUEL CROSS FEED switch in the commence a coordinated descendingturn to arrive at
AUTO position (crossfeed valve closed the 90” position at 300 feet and 70 KIAS. Adjust the
and fuel cell boost pumps off). rate of mm and rate of descentso as to intercept the
Normal cruise will be conducted at a safe altitude landing line with approximately 1000 feet of
and as dictated by weather, helicopter configuration straightaway and about 125 feet of altitude. At this
and weight, terrain and obstacles, mission of flight, point, adjust the nose attitude smoothly to slow the
safety of the helicopter, and safety of persons and airspeed and decreasethe rate of descent. Start the
property on the ground Refer to PART XI for design gas producer accelerating by slightly increasing
cruise airspeeds and airspeed indicator corrections. collective while the helicopter is still in translational
Power and attimde chnnld he adjusted to attain lift. Maintain heading with the pedals. The objective
of a normai approach is iu siurulianeoiisly LLL~llr--:..-
desired cruise airspeed.
over the point of intended landing with zero
7.20 DESCENT groundspeed and approximately 3 to 5 feet of
altitude. This should be accomplished without an
A descentis performed at a normal cruise airspeed extreme flare and/or abrupt power change.
and collective pitch control as required for the
desired rate of decent. At approximately 100 feet Once the helicopter is established in a hover,
prior to the desired cruising altitude, adjust the nose lower the collective to establish a slow, controlled
attitude rate of descent to a gentle touchdown, making
.~.~ . and power setting to level off at the desired corrections with the pedals and cyclic to maintain a
attttude.

I
level attitude, vertical descent,and constant heading.
7.21 PRELANDING CHECK Upon contact with the ground, continue to lower the
collective smoothly and steadily until the entire
1. Armament postfiring/before landing weight of the helicopter is resting on the ground and
checklist - As required, the collective if full down.
7-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

7.22.2 Slope Landing. Make the slope landing approachused to clear obstaclesand to accomplish a
by heading the helicopter generally cross-slope. landing in confined areas.Slightly past the normal
(Slope landings should be made cross-slope with 180° position, commence a coordinated descending
skid-type gear.) Descend slowly, placing the upslope turn to arrive at the 90” position with 300 feet of
skid on the ground first. Coordinate reduction of altitude and 70 KIAS. Continue to decelerate and
collective pitch with lateral cyclic (into the slope) turn to arrive on the wind line with approximately
until the downslope skid touches the ground. 1000 feet of straightaway and 300 feet above the
Continue coordinating reduction of collective and ground or 100 feet of altitude above the highest
application of cyclic into the slope until all the obstacle. Airspeed should be smoothly reducedto 45
weight of the helicopter is resting firmly on the KIAS as the approach angle is reached. Reduce
slope. If the cyclic control contacts the stop before collective and adjust the cyclic to commence a
the downslope skid is resting firmly on the ground, descent on the desired approach angle. Keep the
return to hover and select a position where the point of intended landing in sight through the
degreeof slope is not so great. After completion of a windshield. The airspeed is controlled by nose
slope landing and after determining that the attitude, and the rate of descentis controlled by the
helicopter will maintain its position on the slope, collective. Power requirements are governedby the
place the cyclic in the neutral position. gross weight, wind velocity, density altitude, and
approach angle. Slow the rate of descent with the
(WARNING) collective, simultaneously reducing airspeedwith the
cyclic so as to arrive over the point of intended
landing with 3 to 5 feet of altitude and zero airspeed.
After the upslope skid contactsthe deck, a This should be effected with little or no flare. The
roll rate must be established for the landing from a hover is standard.
downslope skid to contact the deck.
Angular momentum can build to the point
where dynamic rollover can ensue
regardlessof helicopter angle of bank. If
mast bumping occurs, reposition the During steep approaches at less than 40
cyclic toward center, keep the control knots, avoid descent rates exceeding 800
inputs and helicopter roll rate small to fpm. Refer to POWER SETTLING,
avoid dynamic rollover, then reestablisha paragraph 11.9.
hover.

7.22.3 Crosswind Landing. Crosswind landings 7.22.5 High-Speed Approach and Landing.
can generally be avoided in helicopter operations. The high-speed approach is employed to accelerate
Occasionally, plowed, furrowed or eroded fields, the transition from flight to landing. Airspeed is
and narrow mountain ridges may require that maintained in excess of 100 KIAS to an altitude of
crosswind landings be made. The crosswind landing 100 feet, at which point the quick-stop technique is
in such instances is utilized to prevent landing at a employed to transition to a landing. Rotor rpm will
high tipping angle or dangeroustail-low altitude. tend to overspeed during the approach and quick
stop. Adjust collective as necessary to maintain
A crosswind landing may also be accomplished on rotor/engine rpm within limits. Arrive at 45 KIAS
smooth terrain when deemedadvisable by the pilot. and level attitude in order to transition from a steep
The following procedures should be observed in approachto a landing.
accomplishing a crosswind landing.
1. Accomplish Prelanding Checklist. 7.22.6 Maximum Gross Weight Landing (No
Hover Landing). Maximum gross weight landings
2. Hover helicopter crosswind. should be practiced to simulate landing without
hovering at high gross weights and high density
3. Hold the cyclic control stick into the wind to altitudes. This type of landing may be employed
prevent side drift throughout the landing. where a transition to a hover is not possible or a
4. Proceed as in a normal landing. sliding landing is not feasible. The helicopter is
flown as in a normal approach with a straightaway
7.22.4 Steep Approach and Landing. The of approximately 1000 feet, 70 KIAS, and 125 feet
steep approach is a precision, power-controlled of altitude. At this point, raise the nose attitude to
7.15 ORIGINAL
 NAVAIR 01-HlAAC-1

slow airspeed and adjust collective to slow the rate 7.23 AUTOROTATION PRACTICE
of descent. As the airspeed decreases,continue to Full autorotation landings shall not be attempted
adjust the collective to maintain a slow, controlled as a practice measure except by pilots specifically
rate of descent. As translational lift is lost, level the authorized by the squadron commanding officer.
helicopter and assumethe landing attitude. Continue Practice autorotations with power recoveries are
to increase the collective to maximum power permitted; however, recovery shall be initiated with
available to prevent a hard landing. Touchdown sufficient altitude to permit full recovery at an
should be at less than 5 knots groundspeed.Once the altitude of 3 to 5 feet above the surface. From this
helicopter is firmly on the ground, smoothly lower point, a waveoff shall be accomplished straight
the collective to the bottom to complete the landing. ahead as in a normal takeoff.
No-hover landings should be made, whenever
possible, when operating in sandy or dusty areasto Practice autorotations shall always be made into
the wind and shall be performed at approved landing
minimize wear on engines and rotor blades. areasor airfields. Always plan an autorotation to an
area that will permit a safe landing in an actual
7.22.7 Sliding Landing. Sliding landings should emergency, preferably a hard, flat, smooth surface,
be practiced to simulate conditions where HIGE is clear of approach and rollout obstructions. Practice
not possible. They have value in that they acquaint autorotations should not be attempted in conditions
the pilot with the characteristics of skid-type landing of critical cg loadings. Caution should be exercised
gear on various landing surfaces and they afford the when practicing autorotations under conditions of
opportunity to evaluate possible landing sites in case high gross weight because angle of descent is
of engine failure. If an emergency autorotative steeperand rotor ‘pm has a tendency to build up and
approach is necessary, a sliding landing has the is harder to control. The minimum entry altitude
advantageof greater helicopter controllability during should be 500 feet above the ground and airspeed
touchdown. It affords a safer landing with heavy not less than 70 KIAS for straight-in autorotations.
gross weights as well. The minimum entry altitudes should be 750 feet
AGL for 90” autorotations and 1000 feet AGL for
To practice a sliding landing, select a firm, 180” autorotations.To initiate the maneuver, roll off
smooth surface of sufficient length and free of the throttles to idle, simultaneously reducing the
obstructions. The helicopter is flown as in a normal collective to the full-down position. Maintain
approach until just prior to touchdown. Maintain heading and/or balanced flight with the pedals.
sufficient forward speed to retain translational lift During advanced phases of training, minimum
and smoothly and slowly lower the helicopter to the altitude and speedwill be at pilot discretion but shall
ground with the collective. Maintain heading with not be less than 100 feet and 70 KIAS.
the pedals. Do not land the helicopter in a crab.
Compensatefor any crosswind with the wing-down Note
method. The landing attitude should be skids level to If the helicopter is only slightly out of
prevent any pitching of the helicopter at touchdown. balanced flight, the rate of descentwill be
Do not lower the collective abruptly during the slide. increased by about 500 fpm. An acutely
Ollcr. iirc heiicvyiet ia on ik gidutid, gradt;alIy unbalanced condttion can resuit in an
lower the collective and allow the helicopter to slide extremely high rate of descent.
to a stop. When the helicopter has stopped, lower the
collective to the bottom. Adjust collective as necessary to maintain rotor/
engine ‘pm within limits.
Basic autorotation descents are performed at a
constant 80 KIAS and in balanced flight. At
approximately 75 to 100 feet AGL, commence a
Sliding landings on soft surfaces such as smooth flare sufficient to slow the airspeedand rate
mud, loose sand, and plowed fields may of descent. The rate and degree of flare necessary
causethe lower wire cutter or the skids to will vary with airspeed,gross weight, height above
dig in. This could result in an abrupt the ground, wind conditions, and the desired
stopping of the helicopter, possible groundspeed for landing. Adjust the collective as
causing severe structural damage or a necessary to keep the rpm within limits. Roll
nose-over crash. throttles open enough to join ENG RPM (Np) 1
7-16 ORIGINAL
 NAVAIR Ol-HIAAC-1

1 needles with the RTR RPM (Nr) needle at 100 . ..**...*...**...

percent and increase the collective slightly. Check CAUTION
i . . . . . . . ..*......* I
the GAS PROD gaugesto ensure that gas producers
are accelerating normally. Throughout the flare, Hovering autorotations should only be
smoothly roll both throttles toward the OPEN practiced at or below 12,500pounds gross
weight. At heavier weights, greater skill
position. When the groundspeedhas been slowed to and training are required to cushion the
a safe sliding landing speed,smoothly and positively landing, and there is a greater possibility
lower the nose of the helicopter to achieve a skids- of structural damage to the helicopter.
level attitude by 20 feet. At approximately 15 feet of
altitude, smoothly increase the collective to stop the Note
descentat 3 to 5 feet AGL and roll both throttles to During multiple hovering autorotations,
the full-open position while maintaining RTR RPM the VSS should be turned off to preclude
(Nr) and ENG RPM (Np) within limits. Practice the system cycling on and off as N, passes
autorotations may be terminated to a hover or with 90 percent.
forward groundspeedbelow 15 knots.
7.25 DUAL-ENGINE FAILURE (SIMULATED)
\WARNING) Simulated dual-engine failures may be performed
during day, night, and under hooded instrument
conditions. They shall be practiced over suitable
An excessively nose-high attitude in the terrain for the purpose of developing sound pilot
flare at too low an altitude will result in judgment in the selection of the best available
dragging the tail skid. This can cause emergency landing site. Wind direction, airstart
serious structural damage to the tail procedures, and Mayday calls should also be
pylon, possible tail rotor failure, and considered.Deviations from straight-in autorotations
and varying entry airspeedsshould be practiced to
uncontrolled flight. ensure full utilization of the helicopter capabilities
and additional pilot training. Simulated dual-engine
At averagegross weights, the best glide airspeed failures shall be terminated no lower than 300 feet
is approximately 99 KIAS and the minimum rate of AGL and not less than 70 KIAS.
descent airspeed is approximately 66 KIAS.
Skidding/slipping the helicopter or reducing airspeed (WARNING)
will increase the rate of descent and prevent
overshooting. However, it is important that the
helicopter be returned to balanced flight prior to l Flight below +OSg is prohibited.
commencing the recovery (flare).
l During simulated dual-engine failure
initiated above 120 knots (or at high
7.24 HOVERING AUTOROTATION power and high airspeed),an aft cyclic
input should be made to reduce a nose-
low and high airspeed entry into
From a normal hover (not more than 5 feet), roll autorotation and to minimize main rotor
off the throttles to idle, taking care not to raise or ‘pm decay. If a loss of engine power is
lower the collective inadvertently. Use sufficient combined with a very rapid decreaseof
right directional control pedal and right cyclic to collective, it can cause less than +0.5g
maintain heading and ensure a vertical descent.The loading that will result in reduced
helicopter will tend to maintain altitude controllability. An aft cyclic input will
help maintain a positive g loading on
momentarily, then will begin to settle. As it settles, the main rotor. Large or rapid lateral
apply up collective to cushion the landing. After the cyclic inputs should be avoided to
helicopter is firmly on the deck, lower the collective minimize any increase in main rotor
to the full-down position and smoothly roll the flapping that might lead to mast
throttles to full open. bumping.
7-17 ORIGINAL
 NAVAIR Ol-HlAAC-1

7.26 QUICK STOP 7.28 PRACTICE HIGH-SPEED LOW LEVEL

AUTOROTATIONS
The quick stop is a maneuver used to reduce
airspeed as rapidly and as safely as is feasible. It is The practice high-speed, low-level autorotation is
useful in aborting takeoffs, avoiding other aircraft, a maneuver used to simulate dual-engine failure at
or transitioning from flight to an immediate landing low level. To perform the maneuver, establish 120
attitude. Establish stable 100 KIAS flight at a KIAS at a constant altitude not less than 100 feet
constant altitude of 100 feet. For the quick stop, AGL or 50 feet above the highest approachobstacle.
reduce the collective and apply coordinated aft To enter the autorotation, reduce the throttles to
cyclic to slow airspeed while maintaining constant flight idle and apply coordinated aft cyclic with
altitude. (Do not flare so abruptly that the helicopter
collective reduction to slow the helicopter and to
balloons.) Adjust collective and throttle as necessary
to maintain rotor rpm within limits. When airspeed maintain rotor rpm (Nr) within limits. At 80 KIAS
and 75 feet AGL, complete a normal practice
has slowed to 45 KIAS, level the helicopter and
smoothly transition from a steep approach to autorotational approach.
landing.
(WARNING(
During autorotations above 120 knots (or
Collective pull from a low transmission at high power and high airspeed), an aft
torque setting or near flat pitch condition, cyclic input should be made to reduce a
such as a quick-stop maneuver or nose-low and high airspeed entry into
collective anticipator check, can result in autorotation and to minimize main rotor
transient Np/Nr droop below power-on t-pm decay. If a loss of engine power is
limits. Subsequentrapid engine response combined with a very rapid decreaseof
can lead to severe transient transmission collective, it can cause a less than +OSg
overtorque. Flight test data revealed a loading that will result in reduced
collective pull from 0 to 35 percent controllability. An aft cyclic input will
transmission torque in 2.5 seconds help maintain a positive g loading on the
produced a transient Np/Nr droop to 92 main rotor. Large or rapid lateral cyclic
percent and a transmisston overtorque of inputs should be avoided to minimize any
109 percent. increase in main rotor flapping that might
lead to mast bumping.
7.27 TWENTY AND THIRTY DEGREE DIVES
7.29 SINGLE-ENGINE FAILURE
Twenty and 30’ dives are practiced to simulate
(SIMULATED)
high-level rocket attack and to acquaint the pilot
with low-threat ordnance delivery maneuvers.These -.
dives should be initiated at or above 2000 feet AGL rtus maneuver wiii be P&oiiiicd in th; tr;i;;ing
to provide ample time and altitude for a smooth environment to simulate a single-engine emergency.
pulloff. Set 40 percent torque and raise the nose 20” Simulated single-engine failures shall be practiced
above the horizon. Slow to approximately 60 knots only when single-engine flight, landing, or recovery
and smoothly roll the helicopter toward the target by autorotation is possible in the event of dual-
line while maintaining the nose on the horizon. engine power loss. Fly the landing pattern to arrive
Begin to roll wings level and allow the nose of the at 500 feet AGL and 80 KIAS at the abeamposition.
helicopter to fall below the horizon 15” prior to Commence a coordinated descending turn to arrive
intercepting the target~line. Stabilize on the target at the 90” position at 300 feet AGL and 70 KIAS.
line at the desired dive angle while maintaining Continue to decelerateand turn to arrive on the wind
balanced flight and 40 percent torque. To avoid the line with a shallow glideslope. Slow the helicopter
weapons fragmentation pattern, recover prior to while continuing descentto arrive at the landing site.
1000 feet AGL by raising the nose and then rolling Procedural steps should conform to single-engine
the helicopter away from the gun-target line while emergency procedures as stated in Chapter 14 with
simultaneously increasing collective. simulation of appropriate steps. Single-engine
7-l 8 ORIGINAL
 NAVAIR Ol-HlAAC-1

waveoffs may be initiated as judgment dictates but Perform practice EECU lockout procedures with
should not be attempted below 75 feet AGL or 45 the helicopter on deck as follows:
KIAS.
1. Collective full down.

I (WARNING( 2.
3.
Both throttles full open (100 percent N+Nr).
Activate
engine.
the idle release for the desired

Any single-engine failure should be 4. Momentarily advance the throttle, then

treated as if a total power loss is rapidly decrease it to prevent an overspeed.
forthcoming. An approach to a suitable
field should not be attempted until landing Note
is assured. Consideration should be given Rolling the throttle down too far may
to increasing altitude to place the aircraft result in the engine being shut down.
in autorotative parameters to a suitable
landing site. Further, sufficient altitude 5. Adjust the throttle of the engine in lockout
and airspeed should be maintained to to set torque 10 percent below governed
remain outside the avoid region of the engine torque.
height-velocity diagram.
6. Increase collective to establish a hover.
wII.w,...IIII.. 7. Take off.
CAUTION
I . ..rmr.r........* I l . ..wII.**.....*

It is important to closely monitor the CAUTION

i . . . . . ..*......... i
MGT and Ng of the operable engine to
preclude engme damage. The pilot shall closely monitor Np/N,
during the maneuvers to prevent an
Note overspeed condition from occurring.

Intentional single-engine takeoffs are Note

prohibited.
The pilot must continually adjust the
7.30 PRACTICE ENGINE ELECTRICAL throttle on power changes during
CONTROL UNIT LOCKOUT maneuvers to maintain the engine in
lockout at 10 percent below governed
EECU lockout is practiced to familiarize the pilot engine torque.
with the procedure and increase proficiency in After landing, the pilot shall return the engine in
performing lockout during an actual emergency. lockout to normal EECU as follows:
Practice EECU lockout will be performed on only
one engine at a time. The following maneuvers 1. Reduce the throttle to flight idle. I
should be performed to increase pilot confidence in 2. Cautiously roll the throttle up to full open to
flying the helicopter while in EECLJ lockout:
ensure normal governing is in effect.
1. Normal takeoff to a hover
7.31 TAIL ROTOR MALFUNCTION
2. Taxiing (SIMULATED)
The simulated tail rotor malfunction maneuver is
3. Takeoff from a hover
practiced to simulate landing with a fixed pitch on
4. Climb the tail rotor. Once established at pattern altitude, the
pilot not actually flying the maneuver will hold the
5. Cruise pedals in a fixed position. (The pilot in control does
not remove his feet from the pedals.) The helicopter
6. Descent will react to control inputs in the following manner:
7. Normal approach and landing. 1. Collective increase - Yaw right

7-19 ORIGINAL
 NAVAIR Ol-Hl AAC-1

2. Collective decrease- Yaw left

3. Throttle increase- Yaw right
4. Throttle decrease- Yaw left Do not attempt to land unless yaw rates
are under control.
5. Airspeed increase- Yaw left
7. Smoothly land the helicopter.
6. Airspeed decrease- Yaw right.
8. Lower the collective to full down and center
The pilot may adjust the collective, throttle, and the pedals.
airspeed to become familiar with the helicopter
reaction to each adjustment and to determine how 9. HYD SYS 1 -ON.
these responsesmay be used on final approach to
effect a landing. When possible, turns should be 10. Engage yaw SCAS.
made in the direction of the yaw. The approach
should be flown with a slightly wider abeam Note
position, on a shallow glideslope, and with no rapid
power applications. Minimum control movements All landings shall be made to a prepared
should be made on final. On short final, adjust the surface. The downwind leg should be
collective and airspeed as necessary to align the flown in level, balancedflight at 500 feet
helicopter with the left side of the runway. Continue AGL and 80 KIAS.
a low approach to simulate a sliding landing at not
less than 3 feet AGL. At no time will throttles be 7.33 DUAL HYDRAULIC FAILURE
reduced below minimum power-on rpm. Waveoff (SIMULATED)
should be executedin balanced flight at 100 percent
NP Dual hydraulic system failure (simulated) is a
maneuver practiced to enable the pilot to land the
7.32 NO. 1 HYDRAULIC FAILURE helicopter in the event of a dual hydraulic system
(SIMULATED) failure. All approachesshall be made to a simulated
sliding landing (low approach)at no less than 3 feet
A simulated No. 1 hydraulic system failure is a AGL and not less than 20 knots airspeed. On the
maneuver practiced to enable the pilot to land in the downwing leg at 500 feet and 80 knots, set 30
event of a No. 1 hydraulic system failure. Perform a percent torque, turn off the No. 1 hydraulic system,
simulated No. 1 hydraulic failure landing as follows: and disengage the SCAS. Reset the MASTER
CAUTION light and check the NO. 1 HYD PSI
1. HYDSYS I-OPP. gauge for a zero psi reading. The collective should
2. MASTER CAUTION light - RESET. be fixed at a position between 30 and 50 percent
torque. Extend the downwind leg to establish a
3. Verify HYD PSI 1 indicator - NEAR straight-in approach uf ai Lcdsi 2 nini. Tb; abeam
ZERO. position should be wider to allow for a shallow turn.
Throttles may be reduced to assist in establishing a
4. Extend the downwind leg to allow for a descent, but at no time below minimum power-on
shallow straight-in approach. rpm. Maneuver the helicopter as necessary to
establish a rate of descent. At light gross weight
Note configurations, the minimum power setting (30
percent torque) may result in a sufficient rate of
Increasedforces to operatethe pedals and descent unless the airspeed is reduced below 35
loss of yaw SCAS require the pilot to knots. Airspeed should not be reduced below 20
devote more attention to pedal inputs and
yaw rate. knots. Ensure that both throttles are full open and the
helicopter is aligned with the runway heading prior
5. The abeam position should be wider to to commencing the simulated sliding landing. The
allow for a shallow tutu. maneuver is terminated at no less than 3 feet AGL
and, upon waveoff, full systems will be restored
6. Execute a normal approach to a hover. prior to turning downwind.
7-20 ORIGINAL
 NAVAIR Ol-HlAAC-1

.....*....*.....
I
7.34 WAVEOFF
CAUTION
. . . . . . . ..*....... I
7.34.1 Power-On Approach.
. Excessive pressure applied against Idle
Stop while retarding throttle may cause
1. Collective - Smoothly increase to takeoff engine flameout. Also, movement of
p0bVer.
the throttles as little as l/8 inch below
the flight idle stop may cause flameout.
2. Airspeed - Increaseto climb airspeed. . Avoid engine rpm steady state
3. Cyclic - Establish a climb. operation below 75 percent Np.

7.34.2 Autorotative Approach.

1. Throttles - Increase to full open. . The engine must be cooled for 2

(coordinate with collective to prevent minutes at an Ng speedof 90 percent or
overspeed.) less. If the engine is shut down from a
high power setting without being
2. Collective - Smoothly increase to takeoff cooled for 2 minutes and it is necessary
power. to restart the engine, the restart should
be made within 5 minutes after
3. Airspeed - Increase to climb airspeed. shutdown. If the restart cannot be done
within 5 minutes, the engine should be
4. Cyclic - Establish a climb. allowed to cool for 4 hours before
attempting a restart.
. If engine Ng speed has not been
7.35 SHUTDOWN
advancedabove 90 percent (i.e. ground
turns or other extended periods of
operating above 100 percent Nr/Np),
the two minute cooling period is not
required. Throttle closure may be
Pilots shall ensure,prior to shutdown, that initiated from 100 percent Nr/Np.
area is clear and that unnecessary
personnel around helicopter are outside 6. FORCE TRIM switch - ON.
rotor tip path plane. During any ground 7. AUX PUMPS - OFF.
operation, the pilot is also responsible for
ensuring that the number of personnel 8. Radar Altimeters - OFF.
around helicopter is kept to a minimum to
9. VCR - STOP.
ensure a safe operation.
10, ACQ/TRWSTOW - STOW.
1. Collective - DOWN. 11, THCDP BRT - OFF.
2. Controls - CENTERED. 12. IFF MODE 4 - SECURE.
a. IFF CODE HOLD (instrument panel)-
3. vss - OFF. HOLD.
b. MODE 4 CODE (rotary switch) -
4. Canopy removal system (CRS) safety pins HOLD (momentarily).
I - IN.
c. IFF MASTER power - OFF (within 15
seconds).
5. Throttles - DECREASE (75 to 80 percent
N,,). 13. MASTER ARM - OFF.
7-21 ORIGINAL
 NAVAIR Ol-HI AAC-1

. ..8.........s..
14. Countermeasuresystems- OFF.
CAUTION
15. HUD - Secure as follows: I .8............... I
a. NIGHT FILTER - OFF
Without the use of the rotor brake upon
b. AUTO BRT - OFF shutdown, winds of approximately 35
c. POWER - OFF. knots or above may cause the rotor to
windmill indefinitely (e.g., 20 percent
16. ANVIS HUDs - OFF. rotor rpm).

I 17. Radios/Nav equip/KYs/IFF -

and NO. 1 and NO. 2 ICU) - OUT.

19. Lights - As required.
OFF.
18. DC circuit breakers (PLT and GNR CDU,
If severe main rotor flapping or mast
bumping occurs because of high/gusty
winds, apply the cyclic into the wind as
required to prevent or eliminate mast
bumping.
20. ECUNENT - OFF.
Note
21. IDLE STOP RELEASE - ENG 1.
22. Engine No. 1 throttle - CLOSED (MGT If rotor brake chatter or loud ticking noise
and Ng decreasing). occurs upon application of the rotor
brake, notify maintenance.
23. IDLE STOP RELEASE - ENG 2.
32. Lights - OFF.
24. Engine No. 2 throttle - CLOSED (MGT
and Ng decreasing). 33. BA’IT NO. 1 and NO. 2 - OFF
Note 34. DCVM - OFF (12 o’clock).
Momentary actuation of the IDLE STOP
REL will result in the solenoid remaining 35. Collective strap - SECURE.
retracted for a period of 5 seconds. The
respective throttle may be rotated to the Note
closed position during this period.
Ensure CRS safety pins are installed in
25. SCAS POWER - OFF. CRS handles before exiting helicopter
26. GEN NO. 1 and NO. 2 - OFF. crew stations. I
27. FUEL ENG 1 and ENG 2 - OFF. 7.36 POSTFLIGHT EXTERNAL INSPECTION

fyz;;;.j A postflight inspection should be made by the

.w.........bw.. pilot upon leaving the helicopter after completing
the assigned mission. This inspection is a general
Do not set the FUEL ENG 1 and ENG 2 visual inspection of the landing skids, fuselage, tail
switches to OFF until MGT has decreased rotor and drive systems, tail assembly and engine
and is stabilized below 540 “C. Starters compartment. In addition to the established
will be disabled and preclude motoring of requirements for reporting any system defects, the
engines. This may result in an pilot will also make entries on the OPNAV form
overtemperaturecondition in the event of 3760/2D, Part A, to indicate when any normal
an internal engine fire. operating limits contained in this manual have been
28. FUEL TANK INTCON - OPEN. exceeded. When an emergency fuel is used, report
the type fuel and length of operation.
29. FUEL CROSS FEED - OPEN.
30. INV switch - OFF. Note

31. Rotor brake - ENGAGE (60 to 25 percent Any contact with salt-water spray shall be
Nr). noted on the VIDS/MAD.
7-22 ORIGINAL
 NAVAIR Ol-HlAAC-1

7.37 NIGHT FLYING 1. Pilot and copilot/gunner compartment

instrument and console lights
The procedures for night flying will be essentially
the same as those for days; however, visual 2. All exterior lights
reference and depth perception are reduced.
3. UHF radio
7.37.1 Restrictions on Night 4. Attitude indicator
Flying. Helicopters shall not be flown at night if
any of the following equipment is not in operating 5. Radar altimeter.
condition:
Helicopters shall not be flown beyond the
immediate vicinity of the field unless under positive
control of the tower if any of the following
equipment is not in operating condition:
When landing in a grass area, turn the 1. TACAN
searchlight OFF after landing to prevent
fire hazard. 2. Gyro compass.

7-23 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HIAAC-1

CHAPTER 8

Ship-Based Procedures
familiarize themselves with night shipboard landing
8.1 COMMAND RESPONSIBILITY
procedures.
Shipboard environment, procedures, and
operations must be as normal as those used ashore. 8.3 CARRIER QUALIFICATION
The squadronis no longer an independentcommand
when embarked aboard ship but has become an The term carrier qualification referred to herein
integrated part of an operating system. Marine encompassesall shipboard landing operations.Initial
squadronsembarked for amphibious operations are day/night carrier qualification should be made under
component parts of the landing force under the ideal weather conditions including a visible horizon.
command of the landing force commander. The
amphibious task force commander exercises his 8.3.1 Carrier Qualification and
command authority of these units through the Requalification Requirements. Nothing in this
landing force commander. All squadrons embarked manual precludes the commanding officer from
become a part of the overall ship function for exercising his own judgment concerning the ability
coordination, control, and support. The commanding of a pilot to perform a mission involving recovery on
officer of the squadronis responsibleat all times for board or when operational necessity dictates.
the combat readinessof his organization. Command
relations and genera1procedures are contained in 8.3.1.1 Carrier Qualification Requirements.
NWP 42 and NWP 22-3.
1. Day initial qualification-No less than five
8.2 FIELD CARRIER LANDING PRACTICE landings and takeoffs.

An FCLP is required of all pilots within 30 days 2. Night initial qualification: Day qualified and
prior to carrier qualification to ensure maximum not less than five night landings and
crew proficiency. The number of periods will takeoffs. At least two day landings must be
depend on the experience and ability of the made on the day of the night qualification.
individual pilot; however, a minimum of two FCLP
periods are required (one day and one night period). 8.3.1.2 Requalification Requirements.
FCLPs will be conducted to simulate shipboard
operationsas closely as possible. 1. Day - Not less than two landings.

8.2.1 Briefing Prior to Field Carrier Landing 2. Night - Not less than three landings and at
Practice. least two day carrier landings must be made
on the day of the night qualification.
1. Patterns, altitudes, and airspeeds
3. Currency - Requalify every 12 months.
2. Helicopter director signals,
4. If a pilot has not met the requirements for
8.2.2 Night Field Carrier Landing Practice. requalification in a 12-month period, subject
When facilities permit, pilots should complete pilot is no longer current and must meet
FCLPs prior to night carrier qualification to initial qualification requirements.
8-l ORIGINAL
 NAVAIR Ol-HlAAC-1

8.3.1.3 Landing and Recovery Procedures. 8.5 FLIGHT DECK OPERATIONS

Shipboard qualifications are conducted using the
same procedures contained in the launch and 1. Flight deck handling procedures and aircraft
recovery operations in this chapter. handling signals are contained in NWP 42
and the NATOPS Aircraft Signals manual.
8.3.2 Flight Scheduling. Refer to NWP 42.
2. Personnel not required for helicopter
operations shall remain clear of the flight
8.3.3 Briefing. All pilots will receive a thorough
deck during launch and recovery of
briefing by the ship air department officer or the
helicopters.
appropriate representative on ship air operations and
procedures. Flight briefings will be conducted by the
units operation department prior to each flight. This 3. Starting engines and rotor shall be done only
upon direction of personnel from the ship air
detailed briefing will include the information set
forth in this section and shall include the following: department.

1. Landing signals 4. Air taxiing and movement of helicopters

shall be under the positive control of LSEs.
2. Wind direction and velocity for flight
operations 8.5.1 Manning Helicopters. Upon receipt of the
word to “Man aircraft,” flightcrews will expedite
3. Use of helicopter lights (if night operation) movement toward helicopters, complete the preflight
inspection, and man aircraft.
4. Traffic patterns and altitudes about ship

5. Instrument recovery and/or scheduled 8.5.2 Starting Engines and Rotor. Preparations
recovery time for starting the engines and rotor shall be completed
by the helicopter crew immediately after they enter
6. Special safety precautions during shipboard the helicopter.
operation
. ..~........+wW
7. Ship’s point of intended movement and CAUTION
nearest land I .. . . . ...w.....*. I
8. Aircraft deck spotting Monitor voltage supplied by the APU (if
used) at 26 to 29 Vdc.
9. Ship navigational aids

10. Weather forecast and weather over nearest Mandatory requirements for starting engines and
land rotor consist of the following items:

ii. stup posmon m the mrce. i. Main rotor and raii rotor biade riedowns
shall be removed.
8.3.4 Hangar and Flight Deck Procedures.
Deck procedures are found in LPI-I/LHA/L.HD, CV, 2. Offset main rotor blade to prevent tailboom
and Aircraft Signals NATOPS manuals, and NWP strike.
42.
3. Deck tiedown secure.
8.4 OPERATION OF EQUIPMENT
4. Flight deck area clear of unnecessary
Only qualified personnel shall operate ground personnel.
handling equipment. Towing couplings and ground
handling equipment shall be inspected prior to 5. Rotor brake engagement/disengagement
towing. Only approved tow bars will be used. Refer wind limits (Figure 8-l).
to paragraph 3.10 for proper ground handling gear
installation and operation. 6. Fireguard on station.

a-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

STARTUP/SHUTDOWN WITH ROTOR BRAKE ENGAGED

SHIP HEADING
,0:0,

wI
SHIP ROLL O-5”

APPLICABLE FOR:

LPH SPOTS 1-5

LHA SPOTS 1-7

Figure 8-1. Wind Limitations (Sheet 1 of 2)

8-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

STARTUP/SHUTDOWN WITHOUT ROTOR BRAKE ENGAGED

SHIP ROLL C-;*

APPLICABLE FOR:

LHA SPOTS 2-S

LpH SPOTS 2,3,4

Figure 8-I. Wind Limitations (Sheet 2 of 2)

8-4 ORIGINAL
 NAVAIR OI-HlAAC-1

Engines shall be started only on signal from an 2. Helicopters shall take maximum advantage
LSE and under positive control of PriFly. The start of the available deck while gaining
procedure is normal. It may be necessary for the translational lift.
pilot to adjust the tip-path plane. Cockpit checks are
accomplished in the normal sequencebut should be . . ..*....w.....*
made as expeditiously as possible consistent with CAUTION
safety. I .,,,+..*......... I
Moderate engine and rotor ‘pm droop and
a slight settling of the helicopter may be
lWARNlNG experienced immediately after lift-off
while clearing the deck. Transient droop
Flight control checks, if necessary, shall can be reduced by raising the collective
be performed with an absolute minimum slowly and smoothly.
of flight control displacement. When the
helicopter is operating at 100 percent 3. Helicopters taking off will avoid crossing
engine RPM (N ), a moderate amount of the bow of the ship.
right directiona P control pedals shall be 4. Rendezvous will be in accordance with
applied when the collective pitch control Chapter 9.
is full down to prevent the helicopter from
skidding on the flight deck. 8.5.3.3 Recovery Procedures.
Tiedowns shall be removed when the pilot
signifies that he is ready for launch and the LSE has 8.5.3.3.1 Standard Signals. Any of the
receivedpermission to launch from PriFly. The pilot following standard signals may be given by flag
will ensure complete removal of tiedown chains hoist, blinker, and/or radio:
prior to takeoff. In case of a downed helicopter, 1. Signal Delta - The flight leader will orbit
tiedown chains shall be left on and the disposition of his flight in the designatedpattern.
the helicopter will be determined immediately after
the launch. All flight deck operations, including 2. Signal Charlie - Commence landing.
starting engines and rotors, removing tiedown
chains, etc., are executed on signals relayed from 8.5.3.3.2 Delta Pattern (Holding Pattern).
PriFly. The pilot should keep the LSE in sight and The delta pattern for helicopters is as designatedin
be preparedto receive signals at any time. NWP 42 or by the individual ship. More than one
delta pattern may be designated.This pattern may be
8.5.3 Launch and Recovery Operations. All assigned to any helicopter or flights of helicopters
commands are given by PriFly. LSEs relay all during launch or recovery operations. When
signals given by PriFly when the helicopter is in helicopters are orbiting in a delta pattern, they will
close proximity to the flight deck. be preparedto break on order from PriFly to join the
Charlie pattern.
8.5.3.1 Relative Wind for Launch and 8.5.3.3.3 Landing Pattern Entry Breakup
Recovery.
Procedures. Unless cleared by PriFly for direct
1. For launch and recovery wind limits, see entry, helicopters shall approach the ship on a
Figure 8-2. In an emergency, the helicopter heading that will parallel the ship’s base recovery
may be launched in 60-knot relative winds. course close abeam the starboard side. The flight
leader starts his upwind turn 400 yards aheadof the
bow at a 300-foot altitude. Each succeeding
2. Operations in the island wash areashould be helicopter breaks to maintain a minimum but safe
held to a minimum. interval.

8.5.3.2 Launch Procedures. 8.5.3.3.4 Charlie Pattern. This pattern is a

racetrack landing pattern oriented on the port side of
1. Helicopters shall not take off until cleared the ship and extending upwind a sufficient distance
by PriFly and a signal has been received to allow a normal landing interval between
from the LSE. helicopters. A designatedaltitude of 300 feet and 80
8-S ORIGINAL
 NAVAIR Ol-HlAAC-1

DAY LAUNCH/RECOVERY WIND ENVELOPE

HELICOPTER ALIGNED WITH SHIP CENTERLINE

P 030”

040”

SHiP ROLL b-s

U
APPLICABLE FOR:

LHA SPOTS 1-6

LPH SPOTS 1-4

UIIII
FLIGHT OPERATIONS IN THIS AREA MAY REQUIRE LARGE,
RAPID YAW AND ROLL CONTROL INPUTS. APPROACHES,
LANDING AND TAKEOFFS SHOULD BE SLOW AND PRECISE.

FLIGHT OPERATIONS IN THIS AREA ARE CHARACTERIZED

BY LARGE POWER CHANGES AT THE DECK EDGE. THE PILOT
SHOULD ENSURE THAT THERE IS S”FF,C,ENT POWER
AVAILABLE FOR A NO WIND OGE HOVER IN THE EXISTING
AMBIENTCONDITIONS PRIORTOATAKEOFFOR LANDING.

206900.965-3
5140.5

Figure 8-2. Wind Envelope (Sheet 1 of 9)

8-8 ORIGINAL
 NAVAIR 01-HlAAC-1

NIGHT LAUNCH/RECOVERY WIND ENVELOPE

HELICOPTER ALIGNED WITH SHIP CENTERLINE

SHIP HEADING

040”

SHIP ROLL O-S*

I

APPLICABLE FOR:

LHA SPOTS 4-6

LPH SPOTS 3,4,5

mm
.........
FLIGHT
RAPID
LANDING
OPERATIONS

AND TAKEOFFS
IN THIS AREA MAY REQUIRE
YAW AND ROLL CONTROL
SHOULD
INPUTS.
SE SLOW
LARGE,
APPROACHES,
AND PRECISE.

E
.......... FLIGHT OPERATIONS IN THIS AREA ARE CHARACTERIZED
......... BY LARGE POWER CHANGES AT THE DECK EDGE. THE PILOT
..........
......... SHOULD ENSURE THAT THERE IS SUFFICIENT POWER
AVAILABLE FOR A NO WIND OGE HOVER IN THE EXISTING
AMBIENT CONDITIONS PRIOR TO A TAKEOFF OR LANDING.

Figure 8-2. Wind Envelope (Sheet 2 of 9)

0-7 ORIGINAL
 NAVAIR 01 -Hl AAC-1

LAUNCWRECOVERY WIND ENVELOPES

HELlCOPTER ALIGNED WlTH SHIP CENTERLINE

SHIP HEADING
000”

45 KT

NOTE:
ENTIRE ENVELOPE - DAY
APPROACH SHADED AREA - NIGHT

LHA SPOT 7

Figure 8-2. Wind Envelope (Sheet 3 of 9)

a-0 ORIGINAL
 NAVAIR Ol-HlAAC-1

LAUNCWAECOVERY WIND ENVELOPES

HELICOPTER ALIGNED WITH SHIP CENTERLINE

SHIP HEADING
000”

40 KT

NOTE:
ENTIRE ENVELOPE - DAY
APPROACH SHADED AREA - NIGHT

LHA SPOT 8

Figure g-2. Wind Envelope (Sheet 4 of 9)

8-9 ORlGlNAL
 NAVAIR 01-HlAAC-1

DAY SCAS OFF RECOVERY WIND ENVELOPE

HELlCOPTER ALIGNED WlTH SHIP CENTERLINE

SHIP HEADING

330” 030"

SiiIP ROLL 659

APPLICABLE FOR:

LHA SPOT 4-7

LPH SPOTS 3,4,5

FLIGHT OPERATIONS IN THIS AREA MAY REGUIRE LARGE,

RAPID YAW AND ROLL CONTROL INPUTS. APPROACHES,
LANDING AND TAKEOFFS SHOULD SE SLOW AND PRECISE.

FLIGHT OPERATIONS IN THIS AREA ARE CHARACTERIZED

BY LARGE POWER CHANGES AT THE DECK EDGE. THE PILOT
SHOULD ENSURE THAT THERE IS SUFFICIENT POWER
AVAILABLE FOR A NO WIND OGE HOVER IN THE EXISTING
AMBIENT CONDITIONS PRIOR TO A TAKEOFF OR LANDING.

209800-8655
51408

I Figure 8-2. Wind Envelope (Sheet 5 of 9)

8-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

LAUNCHIRECOVERV WIND ENVELOPES

HELICOPTER ALIGNED WITH SHIP CENTERLINE

SHIP HEADING

045

NOTE:

PORT ENTIRE ENVELOPE - DAY

APPROACH SHADED AREA - NIGHT

LHD SPOT 2

Figure 8-2. Wind Envelope (Sheet 6 of 9)

0-11 ORIGINAL
 NAVAIR 01-HlAAC-1

LAUNCH/RECOVERY WIND ENVELOPES

HELICOPTER ALIGNED WITH SHIP CENTERLINE

SV!P
Yc-.I”!!%
000”
3400,tT1

315’

300

NOTE:
ENTIRE ENVELOPE - DAY
SHADED AREA - NIGHT

LHD SPOT 4

Figure 8-2. Wind Envelope (Sheet 7 of 9)

8-12
 NAVAIR Ol-HlAAC-1

LAUNCH/RECOVERY WIND ENVELOPES

HELICOPTER ALIGNED WITH SHIP CENTERLINE

SHIP HEADING
000”
I I

NOTE:

ENTIRE ENVELOPE - DAY

SHADED AREA - NIGHT

LHD SPOT 5

Figure 8-2. Wind Envelope (Sheet 8 of 9)

0-13 ORIGINAL
 NAVAIR 01 -HI AAC-1

LAUNCH/RECOVERY WIND ENVELOPES

HELICOPTER ALIGNED WITH SHIP CENTERLINE

SHIP HEADING
000”

35 KT
r-

NOTE:

ENTIRE ENVELOPE - DAY

SHADED AREA - NIGHT

LHD SPOT 6

Figure 8-2. Wind Envelope (Sheet 9 of 9)

8-14 ORIGINAL
 NAVAIR 01-HIAAC-1

KIAS are maintained until starting the approach to nose-right skid. The helicopter should be
landing. On the downwind leg during daylight landed on the spot pointing to the ship l-
operations, airspeed is reduced to arrive at the 180” o’clock position.
position at 70 KIAS, 300~foot altitude, and about
400 yards abeam the carrier. During night 8.5.3.3.7 Emergency Procedures. Any
operations, the 180’ position is 70 KIAS, 300 feet of helicopter experiencing trouble in flight will
altitude, and about 600 yards abeam of the ship. immediately notify the flight leader by radio or by
Depending on the relative wind, the turn into the visual signals as the situation dictates.
final approach is normally started at a position even
with the bow or just ahead of the intended landing If the nature of the emergency warrants an
spot. immediate return to the ship, a radio call will be
made to enable the ship to prepare for landing. In
8.5.3.3.5 Final Landing Procedures. The any case, the following information will be
approach turn from the 180’ position is begun at 70 transmitted to the ship:
KIAS, adjusting speed as necessary to maintain a
rate of closure commensurate with the relative speed I. Side number of the helicopter
of the ship. The final approach should be relatively
2. Position
flat to eliminate the necessity for exaggerated power
changes or excessive flare near the deck. Final 3. Difficulty
movement of the helicopter onto the deck position is
normally accomplished by forward and starboard 4. Intentions.
movement of the helicopter at air-taxi speed from
the deck edge about 8 to 10 feet above the deck. The If the helicopter having the emergency does not
pilot is advised by signals from the LSE. Tiedowns have radio contact with the parent ship, all possible
shall be attached prior to shutdown. Rotor rpm shall information is relayed visually to the wingman who
not be decreased or engines shut down until makes the necessary radio transmission. If
communications are lost, the helicopter signal to
signalled by the LSE.
indicate an emergency is as follows. Turn the
navigation lights to FLASH and the landing light
Note
(searchlight) to ON during the approach to the ship.
A waveoff or hold signal from the LSE is
mandatory. 8.6 AIR-CAPABLE SHIP OPERATIONS

8.5.3.3.6 Starboard Approach. The starboard Air-capable ships include all ships other than
approach may be authorized to facilitate ordnance aviation ships (CVs) and amphibious aviation ships
evolutions (including approaches with hung (LPHs/LHAs); for example, LPD, LSD, LCC, LKA,
ordnance) aboard LPH and LHA class ships. When DD, CG, etc. Basic shipboard procedures used on
directed by PriFly, enter the normal downwind at 80 LPH and LHA class ships normally apply to
knots, 300-foot altitude, and approximately 500 operating on air-capable ships as set forth in NWP
yards abeam the ship. Continue downwind to a 180” 42. Pilots should be aware that except for LPDs, air-
position past the ship stem turning to parallel the capable ships have no air department and will have
base recovery course about 50 yards on the starboard little experience operating with marine helicopters.
side. Reduce altitude and airspeed as necessary to LPDs have two landing spots and all other air-
permit a flat slide across the deck edge in a capable ships with a landing capability have one.
controlled air taxi. During the final portion of the Specific ship helicopter capabilities including
approach, slide on at approximately a 45” angle to obstructions and specific restrictions are included in
the intended landing spot. The helicopter should be “Air Capable Ships Helicopter Facility Resume,”
landed on the spot parallel to the ship centerline. NAEC-ENG-7576.
..*....,,*..88,,,
Note CAUTION
I . . ..*....*..w.n I
On starboard approaches with unsafe guns
or hung or unexpended ordnance, the final Avoid introducing JP-4NP-g/Jet A-1 fuels
slide should be on a 30” angle to the into any shipboard environment if
intended landing spot with about a 15’ operationally feasible.

ORIGINAL
 NAVAIR 01-HIAAC-1

8.6.1 Launch Procedures. The LSE will signal 8.6.3 Stabilized Glideslope Indicator. SGSk
for launch to either port or starboard depending on are designed for use on air-capable ships to provide
obstructions and relative wind (usually within 30” of a visual assist to helicopter approaches, including
the ship heading). Following the LSE signal to lift, operations at night and during conditions of reduced
the pilot will lift into a 9- to lo-foot hover and visibility. These units are being installed on some
depart the ship using one of the following methods: surface ships.
1. Slide perpendicular to the ship centerline Note
over the deck edge to a minimum of one
rotor diameter from the ship; then transition SGSI pilot procedures are different from
to a normal climb into the wind. those used with the standard Marine
GAIL; therefore, referencemust be made
2. When wind conditions are favorable and to NWP 42 for proper SGSI procedures.
there are no obstructions to flight, transition
from a hover, parallel the extended lineup
line, and climb straight away from the ship 8.7 NIGHT OPERATIONS
(approximately 45” from the ship heading).
8.7.1 Preflight Procedures. A flashlight will be
Note used while conducting the external inspections. In
addition to the normal cockpit inspections, ensure
Special care shall be exercised to remain that all light switches are positioned properly.
clear of the crane and deck-edge Lighting at night becomes a critical area. The
obstructions. general rule of limiting non-NVG compatible lights
on the flight deck should be observed.
8.6.2 Recovery Procedures. Helicopters will be
recovered individually from the designated delta
pattern. Landing patterns are normally flown at 300 8.7.2 Helicopter Lighting. The helicopter
feet and 80 knots. The final approach should be lighting procedures(Figure 8-3) shall be used for all
relatively flat to avoid flares in the immediate night shipboard operations.
vicinity of the ship. Normal recovery proceduresare
as follows: 8.7.3 Taxi and Operations. The first rule the
1. Obtain landing clearance and the wind pilot should remember concerning night shipboard
condition from the ship. operations is that the tempo of operations, both in
volume and speed,is considerably reducedfrom day
2. At the abeam position, commence a normal operations. Slow and careful handling of helicopters
approach. Fly the approach down the by both helicopter directors and pilots is mandatory.
approachline to arrive just short of the deck When a pilot has doubts about an LSE signal, he
edge about 10 feet above flight deck level should hold his position and request confirmation
with a gradual transition to an atr-taxi
condition; continue over the deck edge and
over the approach/lineup line; and land 8.7.4 Postflight Procedures. Postflight
smoothly with the skids in the center of the procedures and the postflight inspection are
circle and the axis of the helicopter over the performed in the same mannerwith the same caution
lineup line. concerning night visibility as is required for preflight
operations.
Note
Because of the potential turbulence 8.8 DEBRIEFING
caused by the ship superstructure and/or
flight deck edge and slow airspeed while When based aboard ship, debriefing can be
crossing over the deck edge, gross equally as beneficial as that required when based
weights should be limited to provide ashore. For detailed debriefing, refer to paragraph
HOGE capability. 6.3. Debrief those portions applicable to the flight.
8-16 ORIGINAL
 NAVAIR 01-HlAAC-1

CONDITION SHIP RED DECK LIGHTING SHIP WHITEDECK LIGHTING

Ready for external power As required As required
Ready to start engines Nav lights FLASH DIM Nav lights FLASH DIM
Ready for takeoff Nav lights STEADYDIM Nav lights STEADYSRT
Anticollision light ON
After takeoff Nav lights STEADYBRT Nav lights STEADYBRT
Anticdlkion lit ON Anticollision light ON
Established downwind Nav lights STEADYDIM Nav lights STEADYDIM
prior to 180” position Anticollision light OFF Anticollision light OFF
Atter tina\ landing w Nav lights STEADYDIM Nav lights FLASH DIM
holding on flight deck Anticollision light OFF Anticollision light OFF

Figure 8-3. Helicopter Lighting Procedures

8-17 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

CHAPTER 9

Special Procedures
contained in the Aircraft Signals NATOPS Manual
9.1 FULL AUTOROTATION LANDING
(NAVAIR OO-80T-113).
A full autorotation landing is performed in the
In any case, no changes in the formation will take
same manner as the practice aurorotation with power
place until all helicopters in the formation
recovery with the exception that the throttles remain
understand and acknowledge the signal.
at approximately idle speed when the flare is
commenced. At about 10 to 12 feet of altitude.
smoothly raise the collective pitch control to slow 9.2.2 Formations.
the rate of descent, apply sufficient forward cyclic
control to level the helicopter, and maintain heading 9.2.2.1 Elements of a Formation. The number
with directional control pedals to ensure proper of helicopters required to accomplish a mission
alignment upon touchdown. At about 2 feet of varies. A section will consist of two helicopters. and
altitude, increase the rate of collective pitch control a division will consist of three or four helicopters
movement so as to effect a gentle touchdown. When (two sections). Two or more divisions constitute a
the helicopter is on the ground, stop collective pitch flight. The disposition of members within a
control movement and allow the helicopter to slide formation is at the discretion of the leader.
to a gradual stop, maintaining heading. The
touchdown will be made in a near-level attitude to 9.2.2.2 Basic formations. The two basic types
prevent adverse pitching of the helicopter. of formations are parade and tactical. Parade is used
.n,........,,,,. primarily when there is a requirement for helicopters
to fly a fixed bearing position in close proximity to
CAUTION
i ~......*w...... I each other and maximum maneuverability is not
essential. It is most frequently employed during
Zero-airspeed autorotative landings arrival at or departure from ships or airfields, or
should be avoided except when the during flight demonstrations. Power is varied to
available landing surface is unsuitable for maintain position. Maneuverability is a prime
a sliding landing. consideration for formations engaged in combat
tactics. The leader must be able to use his formation
9.2 FORMATION AND TACTICS as an integral unit and still be free to turn, climb, and
dive the formation with few restrictions. The tactical
9.2.1 introduction. It is essential that the basic formations outlined herein afford this flexibility. The
fundamentals of formation flying be practiced in radius of turn is varied rather than the power to
preparation for combat readiness. The procedures maintain position.
and positions contained herein are intended to
provide a foundation that will meet most mission 9.2.3 Parade Formations.
requirements, both combat and noncombat.

The signal for a change in a formation may be 9.2.3.1 Types. The four basic types of parade
accomplished by the use of the radio. appropriate formations are echelon, fingertip (Figure 9-l),
hand signals, or appropriate helicopter signal, as diamond (Figure 9-2), and column.

9-1 ORIGINAL
 NAVAIR Ol-HIAAC-1

Figure 9-l. Fingertip Parade

9.2.3.2 Positions. The parade position for change in formation. The following procedures will
echelon, fingertip, and diamond is on a 45” bearing be followed:
either side of the lead axis with 10 feet of step-up,
1, When a wingman is required to cross over,
and one rotor diameter diagonal clearance. This
position provides longitudinal and lateral clearance he will move to the corresponding position
on the opposite side maintaining constant
between helicopters. In the fingertip and diamond longitudinal blade-tip clearance.The section
formations, the section leader will fly the same leader will slide out on bearing, allowing
position on the leader as the number two man. The room for the No. 2 helicopter when
column position is on a 0” bearing with 10 feet of applicable.
step-up and two rotor diameters longitudinal
clearance. 2. When the section is required to cross over, it
shall be accomplished by the section moving
9.2.3.3 Parade Turns. across to the appropriate position on the
e;;:-zite side. T!? section leader’s wingman
9.2.3.3.1 Echelon, Diamond, Fingertip, and will not effect his crossover on the section
Column. Wingmen should maintain a fixed leader until the section leader is in his new
position.
position and roll about the leader’s longitudinal axis
on all turns. 9.2.3.5 Lead Changes. All changes of the lead
position in a formation shall be acknowledgedby the
9.2.3.4 Crossovers. Crossovers shall be recipient in such a manner as to preclude any
accomplished by individual wingmen or sections possibility of misunderstanding by any member of
when directed by the leader. The leader shall ensure the formation. Preferably, a lead change will be
that all helicopters in his formation are aware of the executedfrom level flight and in such a manner as to
9-2 ORIGINAL
 NAVAIR 01-W AAC-1

Figure 9-2. Diamond Parade

allow the old leadertime to assume his new position level, the normal cruise position will be resumed
before maneuvering flight is commenced. The old with the No. 2 helicopter balancing the formation.
leader shall maneuver to establish step-up and
maintain one rotor diameter separation while he 9.2.4.2 Combat Cruise. Combat cruise is the
moves back to his new position. basic formation usedby flights of armed helicopters.
Combat cruise is designed to provide maximum
flexibility and individual pilot freedom to increase
9.2.4 Tactical Formations. The three basic maneuverability, lookout doctrine, and terrain
types of tactical formations are cruise, combat masking. The position is a rearward arc 10” forward
cruise, and combat spread.Refer to NWP 55-3-AHI, of the abeam position on either side of the lead
Volume I, AH-1 Tactics Manual. aircraft with a minimum of 500 feet of separation
and level altitude. The preferred position is 4.5” off
9.2.4.1 Cruise. The cruise position is on a 30” the leader’s tail.
bearing off the tail with IO feet of step-up, and three
to five rotor diameters diagonal clearance. This 9.2.4.3 Combat Spread. Combat spreadis flown
position will provide adequate longitudinal and by the wingman within 10” of the lead aircraft
lateral clearance between helicopters for maximum abeam with a minimum of 500 feet of separation.
maneuverability. The No. 3 helicopter will fly a Combat spread is useful when crossing large open
position to allow room for the No. 2 helicopter areas to minimize exposure time.
between himself and the leader. When the leader
initiates a turn, each helicopter will maintain 9.3 RENDEZVOUS
longitudinal clearance on the helicopter directly The two types of basic rendezvousare the running
ahead by sliding and utilizing the radius of turn rendezvous and the carrier-type rendezvous. A
created by the leader. As soon as the leader rolls combination of the principles of these two is most
9-3 ORIGINAL
 NAVAIR Ol-HlAAC-I

commonly employed to join helicopters after to planned power required, a power check should be
takeoff. conducted prior to commencing TERF operations.

9.3.1 Running Rendezvous. The leader will The check is accomplished in three steps by
depart maintaining a prebriefed airspeed and will initially hovering into the wind at 10, 25, and 50
allow wingmen to use an airspeeddifferential and/or feet. respectively. At each level, check hover power
radius of turn that will enable them to overtake the and initiate a 360’ left-pedal turn and note maximum
leader and join as briefed. Ng and torque. Pause in all four quadrants to
determine hovering characteristics. I
9.3.2 Carrier Type Rendezvous. Basically this
is a join-up executedwhile the division leader makes 9.5.2 Nap of the Earth Takeoff. A Nap of the
a 180° level turn, using a IO” to 15” angle of bank Earth (NOE) takeoff differs from the normal takeoff
and 100 KIAS. Joining helicopters will assume a in that it is a positive transition to a low and slow
rendezvousbearing on the division leader using the profile. Upon lift-off, maintain a constant rate of
cutoff vector to effect the join-up. The final phaseof climb to clear surrounding barriers, then transition
the rendezvouswill be on a 45’ rendezvousbearing. smoothly to NOE flight.
Join-ups will be made to the inside of the turn. After
relative motion is stopped, effect a crossover. 9.5.3 Nap of the Earth Approach. This
When practicing carrier-type rendezvous, approach allows the pilot to initiate a landing
breakups will be executed from an echelon. The sequence from the NOE profile. Approaching the
leader will break maintaining altitude and a 30” bank intended point of landing, the pilot should slow
throughout his turn. Each succeeding wingman airspeed. After intercepting a shallow glidepath,
breaks at a prebriefed interval with 30’ of bank, reduce the collective to maintain the approach angle
adjusting his bank to be in an extended column to a hover or no-hover landing.
position when the leader completes his turn.
9.5.4 Nap of the Earth Quick Stop. Performing
9.4 FORMATION TAKEOFFS AND a normal quick stop when operating in the NOE
LANDINGS flight profile could cause the tail rotor to strike the
ground or other obstacles. The NOE quick stop is a
Formation takeoffs and landings are frequently decelerating technique that rotates the aircraft about
used during normal missions and should be the tail rotor, vice center of the aircraft, thus
practiced. Power available, size of zone, obstaclesto ensuring tail rotor clearance at low altitudes.
flight, wind direction and velocity, enemy fire,
terrain features, rotor turbulence, and other To accomplish the NOE quick stop, first increase
considerations will determine the positions to be the collective slightly and then coordinate aft cyclic
assumedby members of a formation, and down collective to raise the nose and maintain a
Section and division leaders must endeavorto fly constant tail rotor altitude.
as smoothly and as steadily as possible, maintaining
^ ^_^. ^ _I YLLIL”“II,
CUllJL‘ull “l+:...A..^ !---rl:-rr
..w.Y...bY, -,q:! pc*.yr r.-ttinm 9.5.5 Masking/Unmasking. This is a maneuver
-------o-
Section and division leaders are responsible for that minimizes the exposure to enemy observation
maintaining positions within the formation as while affording friendly aircraft the opportunity to
instructed. The leader is responsible for briefing, observe terrain along the axis of advance.
conduct, and discipline of the flight, He normally
handles radio transmissions and navigation for the From a hover, increasecollective to climb straight
flight. All section leaders must be prepared to up until reaching an altitude to seeover or “through”
assume lead of the division, the obstacle. Do not remain unmasked any longer
than necessary,then descendvertically to the initial
9.5~-TEaRAIN FLJGHT MANEUVERS masked condition/position.

B.S.1 Power Checks. While conducting Terrain 9.5.6 Bunt. This maneuver enables the pilot to
Flight Maneuvers (TERF) operations, it may be negotiate a terrain obstacle that lies generally
necessaryto hover downwind out of ground effect, perpendicular to his flightpath by gaining minimum
To verify the actual power available in comparison altitude and maintaining forward movement.
9-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

Approaching an obstacle, a bunt may be altitude and maneuverthe aircraft about the roll axis
performed by initiating a climb to the approximate as necessary to achieve obstacle clearance. Upon
height of the obstacle.Prior to crossing the obstacle, crossing the crest of the obstacle, coordinate the
the descent should be led by a reduction in cyclic. pedals,and collective to establish the descent
collective. As the obstacle is crossed, lower the nose desired.
to facilitate the descentand provide terrain clearance
for the tail rotor.

9.5.7 Roll. This maneuver enables the pilot to

cross an obstacle/terrain feature from other than a
wings-level attitude. Generally, the obstacle will be Abrupt flight control movements can
parallel to the direction of movement or nearly so. contribute to low-g flight and mast
Approaching the crest of the obstacle, increase bumping.

9-5 (Reverse Blank) ORIGINAL

 NAVAIR 01-HlAAC-1

CHAPTER 10

Functional Checkflight Procedures

could causean unsafe operating condition (minimum
10.1 INTRODUCTION required are prefixed C).

10.1.1 Checkpilots. Commanding officers will 10.2.2 Extent of Checkflight. When a

designate, in writing, those pilots within their checkflight is performed for the purpose of
command who are currently eligible to perform this determining if specific equipment or systems are
operating properly, completion of only that portion
duty. of the Functional Checkflight Checklist applicable to
the specific equipment or systems being tested is
10.1.2 Checkflights and Forms. Checkflights required.
will be performed, when directed, by and in
accordance with, OPNAVINST 4790.2 series and 10.3 PROCEDURES
the directions of NAVAIRSYSCOM type
commanders, or other appropriate authority. 10.3.1 Functional Checkflight. The following
items provide a detailed description of the functional
Functional checkflight requirements and applicable checks sequencedin the order in which they should
minimums are described below. Functional be performed. In order to complete the required
checkflight checklists are promulgated separately. checks in the most efficient and logical order, a
flight profile has been established for each
10.2 REQUIREMENTS checkflight condition and identified by the letter
corresponding to the purpose for which the
checkflight is being flown. The applicable letter
10.2.1 Conditions Requiring Functional identifying the profile is prefixed to each check both
Checkflights. Checkflights are required under the in the following text and in the functional
following conditions (after the necessary ground checkflight checklist.
check and prior to the release of the helicopter for Checkflight personnel shall familiarize themselves
operational use): with these requirementsprior to the flight. NATOPS
proceduresshall apply during the entire checkflight
A. At the completion of helicopter rework and all unless specific deviation is required by the
phaseinspections (all checkflight items required are functional check to record data or ensure proper
prefixed A). operation within the approved flight envelope. A
daily inspection is required prior to the checkflight.
B. After the installation of an engine, major fuel Checkflight pilots shall be briefed by maintenance
system component, or any components that cannot control or quality assurancepersonnelprior to flight.
be checked in ground operation (minimum required
are prefixed B).

C. When fixed or movable flight surfaces or flight

control system components have been installed or
reinstalled, adjusted, or rerigged and improper
adjustment or replacement of such components

1 O-l ORIGINAL
 NAVAIR Ol-HlAAC-1

10.32 Before Preflight. The checkpilot shall 4. The plane captain has unbuttoned each
ensure the following have been accomplished: portion of the helicopter that is accessibleto
preflight. Keep in mind the most important
1. All applicable discrepancies have been
signed off by the inspector, a qualified plane aspects of a checkflight are the
captain has signed off the preflight, and a PREFLIGHT and POSTFLIGHT.
responsible authority has signed the
helicopter off as safe for flight.
2. The purpose of the flight portion of the
check card has been properly filled out. Do not begin maintenanceflight readiness
3. There is no doubt what is required for a inspections until armament systems are
complete and accurate check. determined to be safe.

10-2 ORIGINAL
 NAVAIR 01-HlAAC-1

PROFILE

4BC 10.3.3 Exterior Check.

1. Main rotor blades - Visually check condition and cleanliness.

2. TSU - Security, cleanliness.

3. Emergency CRS arm/fire mechanism - Secure, unobstructed, safety pin not

installed.

4. Cover - Condition, all screws installed.

5. Stress panels (right side) - Condition, all screws installed.

6. Gun turret - Dzus fasteners secured, skin damage, gun locked in stow position, and
no excessive play in barrels.

I. Vibration suppressor assembly components - Check for security and no hydraulic

leaks.

8. Copilot/gunner windshield and window - Check for heat damage, scratches, and
evidence of leakage.

9. Rain removal jet pump - Unobstructed.

10. Static port - Check for damage, obstruction (i.e., painted over).

11. Ammunition bay -Trays installed properly with security pins in place. Slides and
door cables for damage. Condition, operation, and proper latching of bay door.

12. Pilot canopy door - Check for excessive scratches, damage or distortion, and
proper fit. Handle and hinges for proper operation.

13. ADF sensing antenna - Check for damage and proper installation.

14. Battery compartment - Battery for security, cleanliness, evidence of corrosion,

leakage, and vent lines clear and lockwired.

15. Hydraulic system NO. 2 compartment - Hydraulic lines and fittings for security
and leakage, all bypass button indicators in, reservoir full, ECU duct for condition,
and door latches for condition and operation.

16. Gravity fill fuel filler cap - Secure.

17. Right wing - Surface condition, navigation, IR position, and formation lights for
cracked glass and security. Ensure safety levers are locked and safety pins in. Check
slip marks on four mounting bolts. Check tiedown ring is secure.

18. Auxiliary fuel tanks - Check condition and security. Filler cap secure.

Note
For auxiliary fuel tank functional checkflight, check
for 25 gallons of fuel in each tank.

19. Compartment under wing - Check lines for leakage, looseness, and chafing; fore/
aft servo and synchronized elevator control rods for security.

10-3 ORIGINAL
 NAVAIR Ol-HIAAC-1

PROFILE

20. Landing gear- Check fairing for damage; fuselage for wrinkles (evidence of hard
landing); crosstubes for bends; skid shoes for proper installation, damage, and
security; weather stripping for installation and security.
21. Transmission area - Check for oil leakage, foreign material, and frayed lines;
mounts for lockwire, wear, and damage. Check control tubes for chafing.
22. Transmission oil filler cap and sight gauge- Security of cap and proper oil level.
23. Transmission chip detectors and drain - Security, leakage, and lockwire.
24. Main driveshaft couplings - Security, damage, and overheating. (Zinc chromate
strips will turn brown.)
25. Main driveshaft - Proper alignment, not throwing grease,check drain line from
input quill.
26. Transmission oil jets - Installed, safetied.
21. Rotor brake assembly - Condition, security.
28. Power cylinder mounts, hydraulic pumps, and tachometer generator- Secure.
29. Lift link - Check for cracks, bends, and security of attaching points.
30. Tail rotor driveshaft - No greaseleakage or scratches.
31. Combining gearbox - Oil level, leakage, and all accessoriesfor security. Filter
bypass indicator in. Chip detectorsand drain secure and lockwired.
32. Engine intake area- Check for cleanliness, security, damage, and foreign matter.
33. Transmission cowling - Check fasteners and hinges for cracks and proper
fastening. Check NO. I hydraulic filter buttons.
34. Engine oil - Proper oil level, leakage, filler cap security, and chip detector. Oil
filter bypass indicator.
35. Engine compartment - Check for fuel and oil leakage; all lines and wiring for
tightness, chafing, leakage, and security. Check fuel filter bypass indicators in.
Check Np governor linkage far security. Check engine mounts and displacement
isolator arm for condition and security.
36. Combustion chamber area- Check for fuel leakage, condition of fire detector; no
obstruction to fire extinguisher.
37. Engine cowling - Check fastenersand hinges for cracks and proper fastening.
38. Pressurefueling receptacle.- Secure.
39. Oil cooler compartment -Check oil cooler and oil lines for condition, security, and
leakage. Check face of oil cooler for debris. Check utility hydraulic system module,
lines, and fill port. Check valve for condition, security and leakage,and filter bypass
indicator in. Check combining gearbox filter bypass indicator in. Check engine fire
extinguisher for condition, security, and proper charge. Check door for condition
and proper closure.
 NAVAIR Ol-HlAAC-1

PROFILE

40. Electrical compartment - Tail rotor servo for leakage, all lines and wires for
tightness, tailboom mounting bolts for looseness(slip marks), ail circuit breakersin,
and inverters for proper installation. Check inlet heater fault indicators are black.
41. Exhaust pipe -Note any evidence of oil and check for cracks. Check for security
of thermal cover.
42. Tailboom (underside)- Skin condition, antennasfor condition and security, and all
accesspanel fastenersinstalled.
43. Tailboom (right side) - Skin condition, popped rivets, structural damage, and all
accessfasteners installed.
44. Driveshaft cover (right side) - Condition and security of skin and hinge.
45. Synchronized elevator (right side) - Skin condition and excessive play in spar.
Check trailing edge for separation.
46. Intermediate gearbox - Security, greaseand oil leakage. No dzus fastenersabsent
or cracks in cover.
47. Tail skid - No excessive play.
48. Aft navigation and IR position lights - Check for loose rivets, cracked glass, and
condition.
49. Vertical fin (right side) - Skin condition, loose or popped rivets.
50. Fifth driveshaft - Scratches, dents, and condition of intermediate gearbox
driveshaft fan.
51. Vertical driveshaft cover - Fastenersfor security.
52. Tail rotor blades - Check for damage, freedom to flap, and tiedown removed.
53. Tail rotor hub and components - Check for excessive loosenessof the yoke and
crossheadbearings, counterweights for correct positioning, and pitch change links
for correct installation and wear; check appropriate components are lockwired.
54. Tail rotor gearbox - Oil level, leakage, and filler cap secure.
55. Vertical fin (left side) - Skin and hinges for condition, loose or popped rivets.
56. Intermediate gearbox- Check for leakageand oil level; filler cap and cover secure.
57. First, second,third, and fourth driveshaft - Associated hangerbearings and clamps
for grease,security, nicks, dents, and scratches.
58. Driveshaft cover (left side) - Condition, cracks, dzus fasteners installed and
secured.
59. Tailboom (left side) - Skin condition, popped rivets and structural damage.Check
underside for breather screensattached and screws in place.
60. Synchronized elevator (left side) - Skin condition and excessive play in spar,
Check trailing edge for separation.
61. Aft avionics compartment - Check condition of door and ensure electronic
equipment is secure with wires attachedproperly.

10-5 ORIGINAL
 NAVAIR Ol-HIAAC-1

PROFILE

62. Exhaust pipe - Note any evidence of oil and check for cracks.
63. Exhaust extension - Check for cracks, chafing, and looseness
64. External power receptacle - Security of unit, condition of prongs, and door
secured.
65. Oil cooler compartment-check condition of door. Check engine tire extinguisher
for condition, security, and proper charge. Check utility hydraulic system reservoir
and filter for condition, security, leakage, fluid level, and filter bypass indicator in.
Oil cooler for leaks, debris, and condition.
66. Engine compartment - Check for fuel and oil leakage, and all lines and wiring for
tightness, chafing, and security. Fuel and oil filter bypass indicators in. Check Np
governor linkage for security. Check engine mounts for axial play and cracks.
67. Engine oil - Proper oil level, leakage, filler cap security, and chip detector. Oil
filter bypass indicator.
68. Engine cowling - Check fasteners and hinges for cracks and proper fastening.
69. Transmission area-Check main driveshaft and rotor brake assembly condition and
security. Check transmission mounts for wear, damage, and proper lockwire. Check
for oil leaks and transmission oil filter bypass indicator in.
70. Transmission cowling - Check fasteners, hinges for cracks, proper fastening and
pitot tube.
71. Hydraulic system NO. 1 sight gauge-Check level. Check hydraulic system NO. 1
reservoir and filter for leakage and condition. Check bypass indicators in.
72. Pylon accessdoors - Check hinges and operation.
73. Drive links - No excessive looseness.
74. Antidrive link - No excessive looseness.
75. Mast boot - Check for security and damage.
76. Friction collet - In place, secure,
77. Segmented clamp - Secure,
78. Scissors assembly -No excessive looseness.

The bolt attaching the pitch change links to the

scissor assembly must be installed with the bolthead
in the opposite direction of rotation.

Note
Particularly check scissors area for wear.
79. Lower bearing - Check for excessive looseness.

10-6 ORIGINAL
 NAVAIR Ol-HIAAC-1

PROFILE

80. Swashplate- No vertical loosenessor visual wear. Rotating swashplate.Check for

lockwire and condition. Check double interrupter is positioned over magnetic pickup
with red blade forward.
81. Collective sleeve hub - Check for security and condition.
82. Static stops - Check for evidence of mast bumping and check attaching bolts for
shear offset.
83. Mast - Check for scratches,nicks, and dents.
84. Upper bearings - No excessive looseness.
85. Pitch change rod and barrel - Scratches,dents, lockwire, and jamnuts secure.
86. Main rotor hub - Check for damage and corrosion.
87. Coning restraint - Check condition and security.
88. Grips - Check oil level and leakage.
89. Pitch horn-check rod end attachment for loosenessof bolts, nicks and scratches.
90. Drag brace - Check condition and locknuts secure.
91. Ttunnion and bearing - Check for loosenessof bolts.
92. Blade attachment bolts - Condition, locks installed.
93. Mast nut - Secure with lock in place. Check split cones for evidence of slippage.
94. Main rotor blades- Check for bonding separation,cracks, and cleanliness. Check
bladetip main spar drain holes unobstructed.
95. Upper cowling, IR light beacon ring, and anticollision light - Check for damage
and security. If ALQ-144 is installed, check for condition and security. If not
installed, check security of connector plugs and cables.
96. Left wing - Surface condition, IR position, and formation lights for cracked glass
and security. Ensure safety levers are locked and safety pins in. Check slip marks on
four mounting bolts. Check that tiedown ring is secure.
97. Auxiliary fuel tanks - Check condition and security. Filler cap secure.

Note
For auxiliary fuel tank functional checkflight, check
for 25 gallons of fuel in each tank.
98. Compartment under wing - Check lines for leakage, looseness,cleanliness, and
chafing; lateral and collective servo control rods for security, servos for leakage,and
LDS linkage for security and signs of binding. Check interconnect and crossfeed
valves and lines for leakage and security.
99. Landing gear - Check fairing for damage; fuselage for wrinkles (evidence of hard
landing); cross tubes for bends; skid shoes for proper installation, damage, and
security; weather stripping for installation and security.

10-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE
100. ECU compartment-ECU for condition and security. Rotor brake control unit for
condition. Compartment door condition and operation.
101. Stress panels (left side) - Condition, all screws installed.
102. Battery compartment - Battery for security, cleanliness, evidence of corrosion,
and leakage. Vent lines clear and lockwired.
103. Avionics compartment - Proper installation and security of equipment. Security
of cable/wire connectors and condition of wiring. Door cables for damage.
Condition, operation, and proper latching of bay door.
104. Pilot window - Check for scratchesand distortion.
105. Static port - Check for damageor obstruction.
106. Copilot/gunner canopy door - Check for scratches, damage or distortion, and
proper fit. Handle and hinges for proper operation.
107. VSS accumulator gauge- Check condition, 2000 psi pressure.
ABC 10.3.4 Preentry Inspection. As stated in NATOPS Normal Procedures,Chapter 7.
10.3.5 Interior Inspection (Pilot Station) and Prestart Checklist.
ABC 1. First-aid installed, unopened.
ABC 2. Condition of detachment cord.
ABC 3. Check all gaugesfor limit marks and proper installation.
ABC 4. Proceed with interior inspection and Prestart Checklist as statedin NATOPS Normal
Procedures,Chapter 7.
ABC 5. Auxiliary fuel tank check.

Note

l For auxiliary fuel tank functional checkflight, the

FUEL QTY indicator should read approximately
1170 pounds.

l An APU is required to accomplish the auxiliary

fuel check. A minimum of 20 minutes is required
to pressurize tanks and illuminate AUX FUEL
XFR lights.
a. AUX FUEL PUMP switches - UP (on). Check AUX FUEL XFR lights
illuminate.
b. AUX FUEL PUMP switches - OFF.
10.3.6 Start.
I. After electrical power has been applied to the helicopter, the following lights should
be illuminated on the caution advisory panel:

10-8 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE

a. ENG 1 OIL PRESSiBYP and ENG 2 OIL PRESSIBYP.

b. NO. 1 FUEL PRESS and NO. 2 FUEL PRESS. (Set FUEL CROSS FEED
switch to OPEN and note lights go out. Set FUEL CROSS FEED switch to
AUTO and note lights come back on. Set FUEL CROSS FEED switch to
OPEN.)

Note
If fuel pressure is trapped in the fuel lines between
the engine fuel valve and the HMU, the FUEL
PRESS lights may not come on until the FUEL ENG
I/ENG 2 switches are cycled on.
c. 90” TEMPIPRESS and 42’ TEMPIPRESS
d. XMSN TEMPlPRESS
e. C BOX TEMPIPRESS
f. NO. 1 HYD TEMP/PRESS and NO. 2 HYD TEMP/PRESS
g. NO. 1 DC GEN and NO. 2 DC GEN
h. UTILITY HYD
i. XMSN OIL BYP
j. HUD
k. EXT PWR DOOR OPEN (only if external power is open)
1. XMSN OIL COOLER
Start helicopter (refer to paragraph 7.10, Start Checklist).
ABC 2. Engine 1 - Check engine idle (67 +3 percent Ng).
ABC 3. Engine 2 - Check engine idle (67 +3 percent Ns).
AC 4. Flight controls - Refer to paragraph7.10, Start Checklist.
AC 5. Force trim check - Refer to paragraph 7.10, Start Checklist.
AC 6. Hydraulic check - Refer to paragraph 7.10, Start Checklist.
AB 7. Anti-ice and inlet heater check - Refer to paragraph 7.11, Poststart Checklist.
AB 8. Engine acceleration check - Return to flat pitch and 100 percent Nr. Roll NO. 2
throttle to the idle stop. Perform an acceleration check on the NO. 1 engine from 75
percentNp until Np reaches97 to 98 percent. Roll throttle back at this point to avoid
transient Np/N, overspeed. Record the acceleration time, approximately 4 to 7
seconds,not to exceed 7 seconds. Repeat the check for the remaining engine.
,.............w.
CAUTION
I . . . . ..8.......... I
Retard the throttle immediately upon reaching 97 to
98 percent Np during the engine acceleration check.

1 o-9 ORIGINAL
 NAVAIR 01-HlAAC-1

PROFILE

4B 9. Engine overspeed sensing circuit check - Refer to paragraph 7.11, Poststart

Checklist.
4B 10. Engine overspeedcheck-Pressing TEST A and TEST B switches simultaneously
simulates an Np overspeed. The engine will flame out. Fuel when one or both
switches are released.
a. Ng - Note.
b. ND - Set at 100 percent.
c. ENG OVSP TEST ENG l/ENG 2 switch - ENG 1.
d. Test A and B switches - Press simultaneously. (Release A and B switches
immediately when Ng speed starts to decrease).
. ..w........*~*
CAUTION
f .+8...*.,*.*..... t
N overspeeds may be experienced as engines
refIght. Pilots should be prepareto adjust throttles to
prevent overspeeds.

A rapidly decreasingNg during relight may result in

an overtemperature.If an overtemperaturecondition
appearspossible, shut down the engine and restart it.

Note
Failure of the engine to automatically relight is
acceptable. Restart engine and continue with the
checklist without repeating the overspeedtest.
e. Verify test engine Ng returns to speed noted in step a.
f. ENG OVSP TEST ENG l/ENG 2 switch - ENC 2.
g. Repeat steps d. and e. for engine NO. 2
AB 11. Engine rigging check - Set throttles at full open position and observeNp reading.
a. Check ENGINE GOVERNOR, ENGINE RPM switch for adjustment rangefrom
97 +OS percent minimum, to 103 +O.S percent maximum. Engine 1 and engine
2 Np should remain matched with ENG 2 TRIM switch in null (centered)
position.
b. Check ENG 2 TRIM switch for adjustment range of +L percent N$Nr.

10-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE

ABC 12. Rpm warning system - Check that the ‘pm warning light illuminates when rotor
‘pm (N,) decreasesto 96 +l percent, or increases to 105 +I percent. The voice
message“Rotor rpm” will come on when rotor rpm limits (high or low) are reached.
A swept tone (whoop) will also be heard when rotor rpm is low.

Note
The high side ‘pm warning system check will be
accomplished during the EECU lockout check.
AB 13. EECU lockout check - Check as follows:
a. Advance throttle into cushion at bottom of flight stop. Ensure engine will not
enter EECU lockout below flight stop.
. . . ..w.........*
CAUTION
I . ..ww.......... I
Be preparedto rapidly retard the throttle in the event
that the engine enters EECU lockout.
b. Enter EECU lockout one engine at a time; refer to paragraph 7.30. Verify
manual and proportional engine rpm (Np) control is achieved.
AB 14. Boost pump check - Position FUEL CROSS FEED switch to OPEN. Pull FUEL
NO. 1 PRESS circuit breaker. Check NO. I FUEL PRESS and MASTER
CAUTION lights illuminate, and NO. 2 FUEL PRESS caution light is off. Pull
FUEL NO. 2 PRESS circuit breaker. Check NO. 2 FUEL PRESS and MASTER
CAUTION lights illuminate. Set FUEL CROSS FEED switch to AUTO and check
FUEL PRESS caution lights out. Reset FUEL NO. 1 PRESS and FUEL NO. 2
PRESS circuit breakers.
B 1.5. Auxiliary fuel tank check-Place AUX FUEL PUMP switches to UP (on) position.
After AUX FUEL EMPTY lights illuminate, place AUX FUEL PUMP switches
OFF.
AB 16. Generators- Check as follows:
a. Condition 1:
(1) BUS - NORM.
(2) GEN NO. 1 - ON.
(3) GEN NO. 2 - OFF. Check NO. 2 DC GEN caution light and MASTER
CAUTION light illuminated; AMPS 2 load near zero. Nonessential bus
electrical equipment operative. Record NO. 1 DC GEN volts and amps.
Repeat for NO. 2 DC GEN.
b. Condition 2:
(1) BUS -NORM.
(2) GEN NO. 1 and GEN NO. 2 - OFF. Check NO. 1 DC GEN and NO. 2
DC GEN caution lights and MASTER CAUTION light illuminated;
generator loads near zero; all nonessential bus electrical equipment
inoperative. (Check for zero volts on nonessential bus.)

10-11 ORIGINAL
 NAVAIR 01-HlAAC-1

PROFILE

(3) BUS switch - MAN. Ensure that nonessential bus electrical equipment is
operative with battery power only.

c. Condition 3:

(1) BUS - NORM.

(2) GEN NO. 1 - ON.

(3) GEN NO. 2 - ON.

(4) WEAPON CONTR circuit breaker - OUTBOARD.

(5) MASTER ARM - STBY. Ensure that essential and nonessential bus
electrical equipment is operative.

4BC 17. SCAS - Approximately 30 seconds after engaging the SCAS POWER switch, the
NO-GO lights should be out, provided controls are stationary. Move cyclic forward
slightly and note that NO-GO light illuminates. Hold all controls stationary and note
the PITCH light goes out within 30 seconds. Move cyclic back to center and note
PITCH NO-GO light illuminates. When NO-GO light goes out, engage PITCH
channel. Repeat above for ROLL and YAW using appropriate control movements.
After all channels are engaged, check cyclic SCAS release button in both cockpits.
Engage SCAS, move tip-path approximately 12 inches in pitch, and note SCAS
corrects back; repeat for roll.

4BC 18. ECU, rain removal, and pitot heat check - Energize ECU and check MGT rise on
both engine MGT gauges (approximately 10 to 25 “C). Turn ECU off. Energize
RAIN RMV and note MGT rise and heated airflow on windshield. Energize PITOT
HTR and observe ammeter fluctuation. Turn RAIN RMV and PITOT HTR off.

AB 19. Compare cockpit instruments/gauges. Record gauge readings and note any gauge
splits between cockpits in excess of:

a. 1 percent rotor ‘pm (N,), engine ‘pm (Np), and gas producer rpm (Ng)

b. 2 percent torque

c. IO T MGT.

ABC 20. UHF/VHF radios - Check operation.

*I-i?
I”.“., -I U...,....
I ,““_I a-*rrtrr
“I...“...s.

ABC 1. Controls - Check helicopter performs correctly to control inputs by hovering

forward, rearward, sideward and turning left and right 360”.

ABC 2. Pylon rock-With SCAS ON, move. cyclic fore and aft (1 to 2 inches) rapidly once
or twice and center cyclic. Induced oscillations should damp out within five cycles.
Repeat check with SCAS OFF. Induced oscillations should damp out within eight
cycles. If cycles exceed five with SCAS ON, the SCAS pitch channel may be
defective. If cycles exceed eight with SCAS OFF, the viscous dampers may be
defective.
ABC 3. SCAS yaw check - Once established in a stable hover with the force trim ON, pull
in 10 to 15 percent above hover torque without directional control input. Note that the
helicopter attempts to slow the yaw rate.

10-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE

ABC 4. Ground/hover - power assurance check - This check shall be used for daily or
preflight power available checks required by unit policy or maintenance action.
Check each engine separatelywith the other engine off or at idle. This can be done
on the ground (light on the skids) or in a hover as follows:

Note

l Engine torque must be greater than 40 percent to

use the power assurancechart.

l Do not conduct power assurancecheck in visible

moisture.
a. Set altimeter to 29.92 inches Hg.
b. Set ENG l/ENG/2/ANTI-ICE, ECU, and RAIN RMV switches to OFF
c. Set throttle of nontest engine to idle or closed position as required.
d. Trim test engine Np to 100 percent using ENGINE RPM switch.
e. Increase collective to obtain engine torque setting between 40 and 79 percent
and allow engine to stabilize for 1 to 3 minutes.

Note
Allowing the engine to stabilize for a longer period
of time will provide a more accurate MGT reading.
The longer stabilizing period may be a critical factor
in determining the true performance of a marginal
engine. Observe single-engine torque limit between
74 and 79 percent for 2-l/2 minutes.
f. Record OAT, pressurealtitude, MGT, and engine torque.
g. Refer to Figure 10-l to determine if the engine passespower assurancecheck.
EXAMPLE: The helicopter is hovering at lOOO-footpressurealtitude, 5 “C OAT,
770 “C MGT, and 60 percent indicated torque.
SOLUTION:
(1) Enter chart on the top left side at 770 “C on the MGT scale
(2) Move right horizontally to intersect the 5 “C OAT line.
(3) Move down vertically to the lOOO-footpressurealtitude line
(4) Move right horizontally to minimum specification percent torque scale and
read approximately 66.5 percent.

10-13 ORIGINAL
 NAVAIR 01-HlAAC-1

wo

650

600

750

700

650

600

Figure 10-l. Power Assurance (Ground/Hover)

10-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE

(5) The indicated torque (60 percent) is less than minimum specification
torque; therefore, the engine has deteriorated below minimum
specification. A second power assurancecheck should be accomplished at
a higher MGT reading.

Note
It may be necessary to conduct the second power
assurance check in flight to obtain a higher MGT
reading.
(6) If the observed parameters still fail chart requirements, instrument or
engine faults are indicated. Failure of this check is sufficient reason to
troubleshoot the engine installation and instruments and/or do an engine
maximum power check.
5. Torque repeatability check (as required)- This check may be accomplished on the
ground or at altitude. If it is accomplished on the ground, the aircraft should be
headed into the wind to reduce the effects of exhaust gas ingestion. If it is
accomplished at altitude, all steps should be accomplished at the same altitude. In
either case, all steps shall be accomplished at the same OAT and at the same Np.
a. Check the torque system for repeatability as follows:
(1) Reduce nontest engine to idle.
(2) Slowly increase engine power until MGT reaches 650 “C. If 650 ‘C is
exceeded, reduce power until MGT is below 600 “C and then slowly
approach 650 “C again in an increasing direction.
(3) Stabilize MGT at 650 OC for 1 minute and record torque, Ng, MGT,
airspeed, OAT, and altitude.
(4) Increase power until MGT is 700 to 750 “C.
(5) Slowly reduce power until MGT is 650 “C. If MGT goes below 650 “C,
increase power until MGT is 700 to 750 “C and then slowly approach650
“C again in a decreasingdirection.
(6) Stabilize MGT at 650 “C for 1 minute and record torque, Ng, and MGT.
Airspeed, OAT, and altitude must be the same step as (2).
(7) With the helicopter on the ground, reduce power quickly to idle speed.
Record torque, Ng, and MGT with the engine stabilized at ground idle
speed.
(8) Compare the torque value recorded in step (2) with that recorded in step
(5). The difference between the two values is the repeatability error.
(9) Repeat for the other engine.
b. The following conditions indicate a torque system repeatability problem:
(1) A repeatability error of more than 5 percent torque when checked as
specified in step a.
(2) Transient torque splits that do not match up during steady-stateoperation.

10-15 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE

(3) Torque is high at ground idle speed(0 to 3 percent is normal).

(4) A torque split of more than 5 percent during normal steady-stateoperation.
10.3.8 Flight Checks.

AB 1. Rotor (Nr) droop check - Accomplish over hard, level surface. Reduce one engine
to idle and set the other engine ‘pm (N$ at 100 percent. Repeat for the other engine.
Set both throttles to the full open posltmn and check that torque is matched and
engine rpm (Np) for both engines is at the selected value of 100 percent. Execute a
rapid takeoff wtth full power climb. Note that droop is transitory and proportional to
the severity of the maneuver, nbt lower than 97 percent Nr, followed by a return to
100 percent Nr after stabilization.

Note
Transient torque splits during large power changes
are normal and are a function of engine
acceleration/deceleration rates and EECU cross
talking. Torque splits up to 50 percent are possible,
but splits in excess of 20 percent are rare and above
30 percent require troubleshooting. Transient torque
splits should damp out to matched torques (less than
5 percent difference between engines) in less than 6
seconds.
AB 2. Collective anticipator check - At 1000 feet AGL and 100 KIAS, execute a level
speedchange maneuverthat is sufficient to stabilize both engines at 5 percent torque
or less and NdNr at 100 percent for approximately 5 seconds.As airspeeddecelerates
to 45 KIAS, level the helicopter and increase collective pitch to the midtorque
setting. Transient droop will vary with the severity of the collective application but
should not go lower than 94 percent Nr. This procedureshould be repeateduntil the
pilot is satisfied that the collective anticipator is functioning properly, or an electrical
maintenancecheck of the system is required.

Collective pull from a low transmission torque

setting or near flat pitch condition, such as a quick-
stop maneuver or collective anticipator check, can
result in transient Np/Nr droop below power-on
limits. Subsequentraptd engine responsecan lead to
severe transient transmission overtorque. Flight test
data revealed a collective pull from 0 to 35 percent
transmission torque in 2.5 seconds produced a
transient Np/Nr droop to 92 percent and a
transmission overtorque of 109 percent.
. . . . . . . . . . . . . ..w
CAUTION
I . . . . . . . . ..U..... I
Engine ‘pm (Np) and rotor ‘pm (N,) needles must
remain joined during the collective anticipator
check.

10-16 ORIGINAL
 NAVAIR 01-HlAAC-1

PROFILE

Note
The collective anticipator provides the EECU with
early input of initial acceleration to reduce the
amount of transitory droop when a collective input is
made. The collective anticipator only provides a
signal for 9 percent or less indicated engine torque.
B 3. Transmission torque limiter check - For the purpose of this check only, the transient
range is 101 to 110 percent for a maximum IO-second duration. Increase collective
until torque is 100 percent. Stabilize at 100 percent for 3 seconds. Slowly increase
collective until torque is 102 percent. Stabilize at 102 percent for 3 seconds. Slowly
increase collective until torque limit (N, droop) or 110 percent is reached. Do not
exceed 110 percent torque. Record torque.
,,...............
CAUTION
i w.............w i
Transmission torque limiter check shall not be
performed more frequently than two times per
helicopter operating hour.

ABC 4. Hydraulic boost checks - Hydraulic system boost checks are accomplished in level
flight at 100 KIAS. Complete the check on one system before checking the other
system. Be prepared to reactivate the system if control forces become excessive. Turn
each system off and check the response of caution lights, pressure indicators, SCAS
system, and controls. perform 30’ angle-of-bank turns in both directions, moderate
noseup and nosedown maneuvers (&IO”), and power changes (+20 percent). Turn the
system on at the completion of the check.

a. HYD SYS 2 - Check.

Note
VSS must be off prior to checking HYD SYS 2.

b. HYD SYS 1 -Check.

ABC 5. Tail rotor rigging check - At airspeeds above 60 knots, the right pedals should be
slightly ahead of the left pedal. At 55 knots 30” angle-of-bank left turns should be
possible at full power. While autorotating at 100 knots, 30” angle-of-bank right turns
should be possible. There should be no need for excessive lateral control as airspeed
is increased.

ABC 6. Tracking and vibration -The check for lateral vibrations shall be performed during
a hover at an altitude greater than 1500 feet AGL. Increase airspeed to 140 KIAS to
check for vertical vibrations. A vibration analyzer unit should be utilized to evaluate
excessive helicopter vibrations with the VSS switch ON, then OFF. Refer to the
appropriate maintenance manual for installation of unit, flight procedures, and data
analysis.

10-17 ORIGINAL
 NAVAIR Ol-HlAAC-1

PROFILE

7. In-flight power assurance check - This check shall be accomplished at a stabilized

airspeed between 100 and 130 KIAS in level flight as an alternative to the ground/
hover power assurance check. Check the performance of each engine separately as
follows:
l ,,,.*...*......*

CAUTION
I ,,,,,.,.......... I
Maintain a minimum of 1000 feet AGL during the
check.

l Engine torque must be greater than 40 percent to

use the power assurance chart.

l Do not conduct the power assurance check in

visible moisture.

a. Set altimeter to 29.92 inches Hg.

b. Set ENG l/ENG 2 ANTI-ICE, ECU, and RAIN RMV switches to OFF.

c. Decrease the throttle of nontest engine to idle or minimum power to establish

torque on test engine between 40 and 79 percent while maintaining stabilized
airspeed between 100 and 130 KIAS and level flight.

d. Trim test engine Np to 100 percent using ENGINE RPM and allow engine to
stabilize for 1 to 3 minutes.

Note
Allowing the engine to stabilize for a longer period
of time will provide a more accurate MGT reading.
The longer stabilizing period may be a critical factor
in determining the true performance of a marginal
engine. Observe the single-engine torque limit
between 74 and 79 percent for 2-112 minutes.

e. Record OAT, pressure altitude, MGT, and ENG TORQUE

f. Refer to Figure 10-2 to determine if the engine passes power assurance.

EXAMPLE: The helicopter is maintaining 100 KIAS in level flight at 2000.foot

pressure altitude, 0 “C OAT, 730 “C MGT, and 55 percent indicated torque.

SOLUTION:

(1) Enter chart on the top left side at the 730 “C on the MGT scale.

(2) Move right horizontally to intersect the 0 “C OAT line,

(3) Move down vertically to the 2000-foot pressure altitude line.

lo-18 ORIGINAL
 NAVAIR Ol-HlAAC-1

900
MAXIMUM MQT 997 C

950

800

750

700

950

900

Figure 10-2. Power Assurance(In Flight)

10-19 ORIGINAL
 NAVAIR Ol-Hl AAC-1

PROFILE

(4) Move right horizontally to the minimum specification percent torque scale
and read approximately 60 percent.
(5) The indicated torque (55 percent) is less than minimum specification
torque. A second power assurance check should be accomplished at a
higher MGT reading.
(6) If observed parametersstill fail chart requirements, instrument or engine
faults are indicated. Failure of this check is sufficient reason to
troubleshoot the engine installation and instruments and/or do an engine
maximum power check.
B 8. Maximum power check - This check shall be accomplished at a stabilized airspeed
between 100 and 130 KIAS in level flight. Check the performance of each engine
separately as follows:
,,.U,.....,,,...
CAUTION
I . . . . . . . . ..*....*. I
Maintain a minimum of 1000 feet AGL during the
check.

Note

l To avoid premature engine performance

deterioration, maximum power checks should
only be accomplished following engine or engine
fuel system component installation or after failure
to pass the power assurancecheck.

l The maximum power check is conducted with

MGT between 800 and 867 “C while maintaining
a stabilized airspeedbetween 100 and 130 KIAS
in level flight; therefore, it may be necessary to
increase weight, fly at a higher altitude, or wait
for a warmer OAT to perform the test. Refer to
Figure 29-4 to determine if the helicopter requires
intermediate power to maintain 100 to 130 KIAS
level flight for a given weight, altitude, and OAT.
a. Set altimeter to 29.92 inches Hg.
b. Set ENG l/ENG 2 ANTI-ICE, ECU and RAIN REM switches to OFF.
c. Trim test engine to 100 percent Np using the ENGINE RPM switch.
d. Decrease throttle of nontest engine and increase power on test engine to
establish 800 to 867 “C MGT while maintaining stabilized airspeed between
100 and 130 KIAS in level flight. Allow test engine to stabilize at desired MGT
for 3 minutes.

Note
If 800 to 867 “C is unobtainable,increase level flight
altitude.
1 O-20 ORIGINAL
 NAVAIR 01-Hl AAC-1

PROFILE

e. Record OAT, pressure altitude, MGT. and engine torque.

f. Refer to Figure IO-2 to determine the performance level of the test engine. If
torque indicated is less than minimum specification torque required, move right
from the minimum specification required value and enter the percent
deteriorated portion of the chart. Plot a line down and to the right, parallel to the
printed guideline until the horizontal line that corresponds to the indicated
torque is intersected. From this intersection, project down to read the percent
deteriorated scale.

g. If indicated torque is less than minimum specification but greater than 96

percent of the chart minimum specification torque, annotate VIDWMAF
(OPNAV 4790/60) that 15 “C shall be subtracted from the measured MGT on
future ground/hover or in-flight power assurance checks. This can be done two
times for a total of 30 “C being subtracted from the measured MGT or until the
engine fails the maximum power check.

Note
Subtracting 15 “C from the measured MGT reading
reduces minimum specification percent torque by 3
to 4 percent.

h. The indicated torque should be lower than 93 percent of the chart minimum
specification torque. If the observed parameters fail chart requirements, the
engine requires overhaul.
. . . . . . . . ..*......
CAUTION
I . . ..*.**..*.**w. I
The engine can be kept in service if indicated torque
is greater than or equal to 93 percent of minimum
specification torque. If engine indicated torque is
less than minimum specification torque, refer to
Chapter 30 to determine the decrease in helicopter
performance.
B 9. MGT limiter check- Check the limiter setting of each engine separately. The limiter
should be set between 902.5 and 917.5 “C. The check should be conducted with an
OAT greater than 10 “C to assure the engine is not Ng limited. Altitude should be
selected to avoid exceeding the OEI torque limit.
. . . . . . . ..I.......
CAUTION
I .88.*............ I

l The maximum time limit for transient operation

above 917 “C is 12 seconds.

l Do not exceed the transient MGT limit of 965 “C.

l Do not exceed the OEI torque limit of 79 percent.

a. Decrease throttle of nontest engine to idle.

1 o-21 ORIGINAL
 NAVAIR Ol-HIAAC-1

PROFILE

b. Stabilize power of test engine at approximately 867 “C MGT.

c. Slowly increasecollective until a drop in N, is observed.

Note
If MGT reaches 920 “C before a drop in N, is
observed, the check can be aborted and 920 “C
recorded as the MGT observed during check.
d. Record MGT and OAT.
A C 10. Autorotation ‘pm check - Autorotation is to be conducted at 70 KIAS, balanced,
onaccelerated,wings-level flight, with collective full down. Record OAT, pressure
altitude, gross weight, and rotor rpm (N,). Recorded autorotation rptn shall be
within f2 percent of the rotor rpm prescribed in Figure 10-3.
A 11. Avionics/flight instruments - Check operation of all equipment.
10.3.9 Shutdown. Shutdown as stated in NATOPS Normal Procedures,Chapter 7.
A C 1, Check pressurereadings on the respective gaugeswhen the following caution lights
illuminate:
a. ENG 1 OIL PRESSIBYP
b. ENG 2 OIL PRESIBYP
c. XMSN TEMP/PRESS
d. C BOX TEMPIPRESS
e. NO. 1 HYD TEMPIPRESS
f. NO. 2 HYD TEMPfPRESS

Note

l Do not turn the INV switch OFF until pressure

readings are recorded.

l Record hydraulic system pressure readings after

application and releaseof the rotor brake.
ABC 2. Rotor brake and warning light - CHECK (light on when brake is engaged).
B 3. Visually check each auxiliary fuel tank to verify fuel transfer.

10-22 ORIGINAL
 NAVAIR Ol-Hl AAC-1

Figure 10-3. Autorotation Rpm

lo-23 (Reverse Blank) ORIGINAL

 NAVAIR 01-HlAAC-1

PART IV

Flight Characteristics
Chapter 11 - Flight Characteristics

55 (Reverse Blank) ORIGINAL

 NAVAIR Ol-Hl AAC-1

CHAPTER 11

Flight Characteristics
11.1 INTRODUCTION 2. Reduce airspeed
The flight characteristics of this helicopter are 3. Decreaseseverity of maneuvers
similar to other single-rotor helicopters. The basic 4. Increaseoperating rpm
flying qualities are enhanced by the SCAS. This
system provides good stability and control response 5. Descend to lower altitude, if appropriate.
throughout the operating flight envelope. The
control system, with hydraulic servo assist, provides 11.3 CONTROL FEEDBACK
the pilot with a light force required for control Feedback in the cyclic stick or collective stick is
movements. Control feel is induced into the cycle caused by high loads in the control system. These
stick and tail rotor controls by means of a force trim loads are generated during severe maneuvers and
system. can be of sufficient magnitude to overpower or feed
through the main boost cylinders back to the cyclic
11.2 ROTOR BLADE STALL and/or collective stick. The pilot will feel the
feedback as an oscillatory shaking of the controls
Note even though he may or may not be making control
Main rotor blade stall is not a problem inputs after the maneuveris established.This type of
when the helicopter is operatedwithin the feedback will normally vary with the severity of the
approved flight envelope. However, main maneuver. The pilot should regard it as a cue that
rotor blade stall may occur at some high control system loads are occurring and should
combination of excessive airspeed and immediately reduce the severity of the maneuver.
high-g loading.
Blade stall occurs when the angle of attack of the
retreating blade exceeds the specific stall angle for
any blade segment. When the condition is attained, The copilot/gunner station cyclic and
increasedblade pitch (or collective) will not result in collective flight controls have a reduced
increased lift and may result in reduced lift. The mechanical advantage. Because of this
threshold of stall is approached as gross weight, reduced mechanical advantage, severe.
airspeed, altitude, and g loading increase and rpm maneuversshould be avoided while flying
decreases.One of the more important features of the from the copilot/gunner station.
two-bladed, semi-rigid system is its warning to the
pilot of impending blade stall. Prior to progressing 11.4 PITCH-CONE COUPLING
fully into the stall region, the pilot will feel a marked
increase in airframe vibration, and possibly control Pitch-cone is the tendency of the rotor blade to
feedback. Consequently, corrective action can be reduce pitch as thrust is increased or rotor rpm is
taken before the stall becomes severe. reduced.With large amountsof pitch-cone coupling,
the rotor may overspeed during pullups or flares
The use of the following procedures depends on unless the pilot adds collective pitch. The AH-1W
the helicopter altitude above the terrain. Sufficient main rotor design minimizes pitch-cone coupling.
recovery altitude must be available for these to be
effective. When blade stall is evident, the condition 11.5 MANEUVERING FLIGHT
may be eliminated by accomplishing one or a
combination of the following corrective actions: When performing maneuvers at higher airspeeds,
it is necessaryto devote more attention to flying and
1. Reduce collective to planning maneuvers because of the increased
11-l ORIGINAL
 NAVAIR 01-HlAAC-1

distance needed to perform pullouts and turns. The 4. When vortices sink close to the ground
increased distance required for pullouts and turns is (within about 200 feet), they tend to move
a direct result of the higher airspeed. laterally outward over the ground at a speed
of about 5 knots.
. .. . . . . . . . . . . . . . .
CAUTION
I ..,,,.........w. f
During left rolling maneuvers or high-
power dives, torque, Ng, and MGT will Wake vortices should be avoided while
increase while No and Nr decrease maneuvering at low altitude. An
momentarily. Care shall be exercised to encounter with wake vortices may result
monitor instruments, especially the in conditions from which recovery may be
torquemeter. This will enable the pilot to impossible.
adjust power as required to prevent
exceeding helicopter engine limitations 11.5.2 Radius of Turn. The turn radius is a
and prevent a low rotor rpm condition. function of the bank angle (g loading) and the square
This can be accomplished by lowering the of the constant airspeed. For any given condition of
collective, reducing the severity of the altitude and weight where the g capability is defined
maneuver, or a combination of both. by rotor characteristics, the turn radius can be
markedly affected by constant airspeed. The effect
11.5.1 Wake Turbulence. Every aircraft of speed can be ascertained by an inspection of
generates wake turbulence while producing lift. figure 11-l. From the examples A and B, it can be
Turbulence is evident as counterrotating conical seen that for a hank angle of 30” (1 .l5g), the radius
vortices trailing from each wingtip or side of the of turn is increased by a factor of four when the
rotor disk. The strength of the vortices is a function constant airspeed is increased from 80 KTAS to 160
of weight and g loading of the generating aircraft. KTAS. Figure I l-2 provides a graphic chart of the
turning radius in relationship to constant airspeed.
Depending upon the angle of encounter. two
hazards exist because of high v&city and highly 11.5.3 Low-G Maneuvers. The helicopter has a
directional currents of the vortices: uncommanded tendency to roll to the right when forward cyclic is
roll and large g transients. An encounter along the used to initiate a lower-than-lg maneuver in forward
preceding aircraft line of flight can cause a roll flight. The reason for this low-g roll tendency is the
beyond the lateral control authority of the thrust produced by the tail rotor. Because the tail
encountering aircraft to correct. An encounter across rotor is above the helicopter center of gravity, the
the preceding aircraft line of flight can cause a tail rotor thrust produces a right roll tendency.
sudden g acceleration, then reversa) (positive/ During normal Ig ff ight, a portion of the main rotor
negative or inverse). Oblique encounters will result thrust balances the tail rotor thrust and counteracts
in combinations of roll and g pulses, this right roll tendency. During low-g flight,
however, main rotor thrust is greatly reduced while
the t&i toiut iirrubt rr;i,iaiiis high: thus. c right ro!!
can develop during low-g maneitvers. Instinctive
pilot reaction is to correct the roll with lateral cyclic.
1. Vortices are generated about the wingtip/
rotor tip from the moment the aircraft Since main rotor thrust has been greatly reduced,
begins to produce lift. lateral cyclic effectiveness is also greatly reduced.
Left cyclic application may also result in mast
2. The vortex flow field is normally two wing bumping. Aft cyclic will quickly increase rotor
spans/rotor diameters in width and one wing thrust (higher g loading) and will return lateral
span/rotor diameter in length. cyclic effectiveness.
3. Flight tests have shown that the vortices Because of mission requirements, it may be
recede opposite to the lift vector of the necessary to rapidly lower the nose to acquire a
generating aircraft at a rate of 400 to 500 target, stay on target, or recover from a pullup. At
fpm with a leveling off about 900 feet below moderate to high airspeeds, fairly small abrupt
the flightpath. forward cyclic inputs can yield g levels near zero.

11-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

2
TURNRADIUS=I NORMALLOADFACTOR=-!-
‘1 tan * CO,d

Note
This chart gives turn radius in feet as a function of constant airspeed and
either bank angle or normal load factor. The capability of the aircraft is not
inferred by this chart, but tradeoff or bank angle versus turn radius is valid.

‘G’ LOADS

TURN RADIUS - FEET

EXAMPLE A EXAMPLE B

CONSTANT AIRSPEED - 80 KTAS CONSTANT AIRSPEED - 160 KTAS

BANK ANGLE - 30” BANK ANGLE - 30”

SOLUTION: SOLUTION:
TURN RADIUS - 981 FEET TURN RADIUS - 3,925 FEET
‘G’LOAD - 1.15 ‘G’LOAD - 1.15

2099~3’ 1

Figure 1 l-1. Radius of Turn

11-3 ORIGINAL
 NAVAIR Ol-HIAAC-1
Note
This chart gives turn radius in feet as a function ot airspeed and
either bank angle or normal load factor. The capability of the air-
craft la not inferred by this chart, but tradeoff of bank angle versus
turn radius is valid.
8000

20 40 68 80 100 120 140 160 180

TRUE AIRSPEED - KNOTS
40843
RiJE’AlriS;E;D : K;(OiS

0
0 1000 2008 3000 4000 5000 6000 7000 8000
FEET

209900-30

Figure 1 l-2. Radius of Turn - 30” Bank

11-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

The helicopter may roll to the right simultaneously Mast bumping may occur at low airspeed and is
with forward cyclic, the roll rate being greater as g associated with mishandling of the controls, low
levels approach zero and when the roll SCAS is rotor rpm, and with center of gravity and gross
disengaged. Left lateral cyclic will not effect weight beyond their respective limits. It may occur
recovery from a well-developed right roll during during such maneuvers as slope landings. The pilot
flight below OSg and may increase the probability of may feel and hear the flapping stops hitting the mast
mast bumping. If it is necessary to rapidly lower the at a frequency of two times for each rotor revolution.
nose, it is essential that the pilot monitor changes in
In severe cases, very smalls but abrupt aircraft
roll attitude and apparent load factor as the cyclic is
attitude changes will be kensed.
moved forward. Collective inputs should not be used
as a recovery technique for the roll reaction to the The most severe level of mast bumping can occur
low-g maneuver. Increased collective above torque
at airspeeds above approximately 30 knots and is
limit may result in rotor underspeed, overtorque, or
associated with improper pilot handling of the
uncoordinated sideslip.
controls in situations such as complete loss of engine
power or operation at less than OSg following a
11.5.4 Mast Bumping. Mast bumping occurs
rapid forward cyclic inpat. If mast bumping occurs
when the rotor exceeds its flapping limits and the
in such situations, the pilot may be subjected to
underside of the rotor hub contacts (bumps) the rotor
vibration at two-per-revolution frequency plus
mast. If contact is severe, mast deformation can
uncommanded roll and yaw attitude changes. The
occur and cause mast structural failure. Excessive
rotor flapping can also cause rotor blade contact sound of this magnitude of mast bumping is very
with the tailboom br cockpit. The most frequent loud, which may cause pilot disorientation. Mast
causes are: bumping as a result of low-g maneuvering can occur
even though rotor ‘pm, gross weight, airspeed, and
1. Low-g maneuvers (below the approved cg are within limits.
maneuver limit of plus 0.5g) such as those
caused by a rapid forward cyclic input and/
or a rapid downward collective motion.

2. Abrupt cyclic or collective inputs while If mast bumping occurs in flight,

hovering in high winds with longitudinal/ catastrophic results are highly probable.
lateral cg at or in excess of limits.
Since conditions that cause rotor flapping
3. Abrupt cyclic or collective inputs at high are cumulative, improper pilot response/
power and/or high collective settings with recovery techniques to flight situations
low rotor rpm. approaching or favorable to mast bumping
can aggravate the situation and lead to in-
4. Slope landing. flight mast bumping and mast separation.

11.55 Diving Flight. Diving flight presents no

particular problems; however, the pilot should have
a good understanding of such things as rates of
Flight below 0.5g is prohibited.
descent versus airspeed, rate of closure, and rates of
descent versus power. Because of relatively low
There are varying degrees of mast contact, with
the mildest occurring when the flapping stops are drag, the helicopter gains airspeed quite rapidly in a
contacted during .engine start or rotor coastdown. dive and it is fairly easy to exceed the maximum
This form of mast contact will be felt and heard by allowable airspeed. Rates of descent over 3000 fpm
the pilot as a solid thumping and will normally occur are common during high-speed dives. These high
as a function of cyclic position, wind direction, wind rates of descent coupled with the high flightpath
velocity, and rotor rpm. speeds (290 feet per second at 170 KIAS) require

11-5 ORIGINAL
 NAVAIR 01.HlAAC-1

that the pilot monitor both rate of closure and drift can cause the helicopter to get into a situation
terrain features very closely and plan dive recovery where it is pivoting about a skid. When this happens,
in time to avoid having to make an abrupt recovery. lateral cyclic control response is more sluggish and
less effective than for the free hovering helicopter.
Consequently, if the bank angle (the angle between
the helicopter and the horizon) is allowed to build up
past lY, the helicopter will enter a rolling maneuver
If an abrupt recovery is attempted at that cannot be corrected with full cyclic input and
speeds near maximum allowable airspeed, the helicopter will roll over on its side. In addition,
mushing can occur (i.e., high-g load as the roll rate and acceleration of the rolling motion
exceeds lift capability of the rotor system increase, the angle at which recovery is still possible
resulting in high-speed rotor stall). If is significantly reduced. The critical roll-over angle
mushing is experienced, do not increase is also reduced for a right-skid-down condition,
collective. Application of increased crosswinds, lateral cg offset, and left rudder pedal
collective will aggravate the condition. inputs.
Therefore, ensure dive recovery is When performing maneuvers with one skid on the
initiated at sufficient altitude to perform ground, care must be taken to keep the helicopter
the maneuver within the approved flight trimmed, especially laterally. For example, if a slow
envelope. takeoff is attempted and the tail rotor thrust
contribution to rolling moment is not trimmed out
11.5.5.1 Power Dives. At airspeeds above the with cyclic, the critical recovery angle will be
maximum obtainable level-flight airspeed (Vh), the exceeded in less than 2 seconds. Control can be
rate of descent will increase approximately 1000 maintained if the pilot maintains trim, does not allow
fpm for every IO-knot increase in airspeed for the helicopter roll rates to become large, and keeps the
full-power condition. bank angle from getting too large. The pilot must fly
....... ........ .. the helicopter into the air smoothly, keeping
executions in pitch, roll, and yaw low and not
CAUTION
f **.***.*****.I.** t allowing any untrimmed moments.

Do not exceed 65-percent transmission When performing slope takeoff and landing
torque at airspeeds above Vh while in a maneuvers, follow the published procedures, being
dive. careful to keep roll rates small. Slowly raise the
downslope skid to bring the helicopter level and then
11.6 HOVERING CAPABILITY lift off. (If landing, land on one skid and slowly
lower the downslope skid.) If the helicopter rolls to
Hovering capability is affected by height above the upslope side (5” to S”), reduce collective to
ground. OAT, pressure altitude. windspeed and correct the bank angle, return to wings level, and
direction, engine torque (power available), and gross then start the takeoff procedure again.
weight of the helicopter. HIGE performance is better
than HOGE prrfnrmance. Temperature/humidity Collective is much more effective in controlling
variations affect engine and rotor performance. the rollmg motion than iaterai cyciic because it
Hovering with heavier gross weights or at higher reduces the main rotor thrust. A smooth, moderate,
altitudes is possible with lower temperatures and collective reduction of less than approximately 40
higher wind velocities. Lower temperatures increase percent (at a rate less than approximate full up to full
engine efficiency and wind represents airspeed; down in 2 seconds) is adequate to stop the rolling
therefore. either condition or both will increase motion with about 2” bank angle overshoot from
hovering performance because of the ability of the where down collective is applied. Care must be
main rotor to provide more lift. taken not to lower collective at too high a rate as to
cause fuselage-rotor blade contact. Additionally, if
11.7 DYNAMIC ROLLOVER the helicopter is on a slope and the roll starts to the
CHARACTERISTICS upslope side, reducing collective too fast creates a
high roll rate in the opposite direction. When the low
During normal takeoffs and landings, slope slope skid hits the ground, the dynamics of the
takeoffs and landings, or landings and takeoffs with motion can cause the helicopter to roll about the
some bank angle or side drift, the bank angle or side downslope skid and over on its side. Do not pull

11-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

collective suddenly to get airborne as a large and downward in the outer portion. This results in near
abrupt rolling moment in the opposite direction will zero net thrust from the rotor and extremely high
result. This moment may be uncontrollable. helicopter descent rates. Power settling is not
restricted to high gross weights or high density
altitudes. It may not be recognized and a recovery
effected until considerable altitude has been lost.
Helicopter rotor theory indicates that it is most likely
If the helicopter reaches 15’ of bank angle to occur when descent rates exceed 800 fpm during
with one skid on the ground and thrust vertical descents initiated from a hover and steep
approximately equal to the weight, the approaches at less than 40 knots.
helicopter will roll over on its side. INDICATIONS:
Reduce collective to stop the roll and
correct the bank angle to wings level. 1. Rapid descent rate increase
..,,......,,,..w 2. Increase in overall vibration level
CAUTION 3. Loss of control effectiveness.
I . . . . . . . . . . ..w... 1
PROCEDURES:
When landing or taking off with thrust
approximately equal to the weight and 1. Forwardxyclic to gain airspeed
one skid on the ground, keep the 2. Decrease collective.
helicopter trimmed and do not allow
helicopter roll rates to build up. Fly the
helicopter smoothly off (or onto) the (WARNING)
ground, carefully maintaining trim.
Increasing collective has no effect toward
11.8 PYLON ROCK recovery and will aggravate power
The helicopter is not subject to pylon rock under settling. During approaches at less than 40
normal conditions. Pylon rock is the phenomenon of knots, avoid descent rates exceeding 800
the helicopter pylon moving periodically (l/2 per fpm.
revolution or 2.4 cps). This pylon motion is
commonly noted by several short self-damping 11.10 ROTOR DROOP
oscillations with the number of perceptible Droop is a term used to denote a change in power
oscillations indicative of the state of wear of pylon turbine speed (Np) and rotor speed that occurs with a
dampers. demand for increased power with the governor at a
If pylon rock is encountered, a change of flight constant speed setting. Droop may be further
condition, preferably by lowering the collective, categorized as either transient or steady state.
should eliminate the motion. Transient droop is the momentary change in power
turbine speed and rotor speed resulting from an
11.9 POWER SETTLING increased power demand, and it is compensated for
by the hydromechanical unit.
Power settling is most likely to occur during
conditions of high gross weight, high density Note
altitude, low airspeed, and descending powered
flight. Under these conditions, a helicopter is settling After transient droop, engines will
accelerate rapidly in an attempt to regain
through the air displaced by its own rotor system.
reference Np: Monitor torque and N,.
The downwash then recirculates through the
helicopter rotor system, resulting in reduction of lift, Adjust collective as necessary to prevent
exceeding limits.
increased roughness, and poor control response.
Power settling is an uncommanded rate of descent 11 .ll VIBRATION IDENTIFICATION
caused by the helicopter rotor encountering the
vortex ring state as it settles into its own downwash. 11 .ll .l One-Per-Revolution Vibration (Main
In this state, the flow through the rotor system is Rotor). This vibration is relatively easy to
upward near the center of the rotor disk and recognize in that it is quite easy to count

11-7 ORIGINAL
 NAVAIR 01-Hl AAC-1

(approximately 5 cps). The following are normal from the engines, improper driveshaft alignment,
causes of one-per-revolution vibration: couplings improperly functioning, bearings dry or
excessively worn, or tail rotor out of track or
1. A rotor-out-of-balance condition causes a balance. If excessively high frequency vibration
lateral one-per-revolution vibration. The exists, it is recommended that the helicopter land
rotor can be out of balance either chordwise and a crewmember attempt to locate the source. The
or spanwise. An out-of-balance condition area where the highest amplitude of vibration exists
can appear as a vertical vibration during is generally the area from which the vibration is
forward flight. Consult the MIMs for
originating.
corrective action.

2. A rotor-out-of-track condition causes a 11.11.5 Erratic Vibration. Failure of the VSS

vertical vibration and will normally increase can cause erratic vibrations through the cockpit deck
in amplitude with airspeed. Appropriate and/or tail rotor pedals. These vibrations can be
corrective action is outlined in the MIMs. erratic in both frequency and amplitude. In the event
the VSS fails, press Ihe VSS switch to VSS OFF and
3. Binding in the scissor links or mixing
pull the VSS circuit breaker.
levers.

4. Binding in rotor grip bearings. 11.12 AUTOROTATION CHARACTERISTICS

11.11.2 Low-Frequency Vibration (Pylon Because of the wide speed-range capability, some
Rock). This vibration manifests itself as a lateral discussion of the power-off characteristics of the
vibration (about 2.4 cps). It is more noticeable with main rotor system is essential. The following
a forward cg at low airspeeds and higher power. paragraphs explain the necessity of maintaining rotor
This rocking motion can usually be reduced by rpm in its normal power-off range (91 to I05
reducing speed and power. It is the result of the percent).
pylon mounts either having failed or deteriorated. It
can also be induced by erratic cyclic motion. 11.12.1 Normal Rotor Speed. The normal rotor
speed ensures that the pilot will retain adequate
11 .I 1.3 Two-Per-Revolution Vibration. This control effectiveness. Low rpm (underspeed) causes
vibration (10.4 cps) is extremely difficult to count. a proportional loss of response to control inputs.
Amplitude increases with airspeed as a result of High rpm (overspeed) can cause structural damage
unequal drag causing the top of the mast to move in to the rotor system. An increased rate of descent will
a manner to shake the pylon at a two-per-revolution result from rotor speed outside the normal range.
frequency. This can be caused by soft pylon mounts.
although a certain amount of two-per-revolution
vibration is inherent in the helicoprer. A check of the 11.12.2 Rotor Flapping. The angle between the
following may identify the cause of unusual two- tip-path plane and the mast increases at low rpm. By
per-revolution vibrations: maintaining rotor rpm in the normal range? the pilot
ensures safe clearance between the rotor and the
I. Pylon mounts for separation or bottoming tailboom.
0”t

2. Drag braces on the rotor to see that they are 11.12.3 Rotor Inertia. Rotor inertia is R
mounted securely and have no play in characteristic that tends to prolong the effectiveness
attachment points of collective control in the autorotation landing. This
effectiveness decreases as rpm decreases. Normal
3. Vibration suppression system rotor rpm provides the pilot normal inertia and
normal collective control response with which to
4. Tailboom attachment bolts.
arrest the sink rate in the autorotation landing.

11 .I I .4 High-Frequency Vibration. High-

frequency vibrations are much too fast to count and 11.12.4 Rotor Rpm. The following factors affect
feel like a buzz. These frequencies may emanate power-off rotor rpm.

11-8 ORIGINAL
 NAVAIR Ol-HlAAC-1

CONSTANT GROSS WEIGHT,

ALTITVDE AN0 COLLECTIVE

”
CAL KNOTS
21Gaoo77
J1384

Figure 1 l-3. Autorotation Rpm Versus Airspeed

11.12.4.1 Airspeed. In autorotation, rotor rpm 11.12.4.2 Gross Weight. The power-off rpm
varies with airspeed. Maximum rotor rpm is varies significantly with gross weight for identical
achieved at a steady state of 60 to 80 KIAS (Figure collective settings. Low gross weight will produce
1 l-3). Rotor rpm decreases at stabilized airspeeds low rotor rpm; high gross weight will produce high
above or below the 60 to 80 KIAS range. When rotor rpm. With the collective system correctly
changing airspeeds, cyclic movement will produce a rigged to a minimum blade angle (full down
rotor rpm other than that produced under steady state
collective stick) of approximately 6.75”. the pilot
conditions as follows:
must manually control rpm with the collective stick
1. Acceleration from low airspeed. Example: in order to prevent overspeeding of the rotor when at
From a stabilized 30-KIAS autorotative high gross weight.
condition, a positive forward cyclic
movement to increase airspeed will cause
11.12.4.3 Density Altitude. The power-off rotor
the rotor rpm to decrease initially and then
increase when the helicopter is stabilized at rpm varies with altitude (low altitude, low rpm; high
a higher speed. altitude, high rpm). The pilot will find that the
higher the altitude, the higher the collective stick
2. Deceleration from high airspeed. Example: position required to prevent overspeed of the rotor.
From a stabilized IZO-KIAS autorotative
condition, a positive aft cyclic movement to
decrease airspeed will cause the rotor rpm to 11.12.4.4 Cyclic Flare. Aft cyclic control
increase initially and decrease when application (noseup pitching) produces an increase
helicopter is stabilized at a lower speed. in rotor rpm proportional to the flare and entry
speed. The higher the speed, the greater the flare
Note effectiveness. From a high-speed entry condition, a
Maximum permissible steady state steep flare can produce an overspeed unless limited
autorotation airspeed is 120 KIAS. by collective pitch control.

11-9 ORIGINAL
 NAVAIR Ol-HlAAC-1

MAIN ROTOR/TAIL ROTOR INTERACTIONS

(causes sudden changes in tail rotor thrust)

VORTEX RING STATE

(causessuddenchanges (reduces tall rotor thrust)
In tail rotor thrust)

WEATHERCOCK STABILITY
(tends to point hellcopter into the wind)

Figure I l-4. Aerodynamic Factors Affecting Aircraft Yaw Control

11.12.5 Pilot Technique. It can be readily seen 11.14.1 Low-Speed Flight. These factors are
from the information provided that the pilot present at airspeeds less than 40 knots and are
technique must vary in accordance with the actual common to all single-rotor helicopters.
conditions of airspeed, altitude, and gross weight at
the time of engine failure. Note
Wind azimuths, as noted, are relative to
11.13 UNANTICIPATED RIGHT YAW the aircraft.
Unanticipated Right Yaw (URY) is defined as the
occurrenceof an uncommanded and rapid right yaw 11.14.1 .l Weathercock Stability (Winds
rate which does not subside of its own accord and Approximately 120” to 240” Relative). This
tha!, if on! quick!:, rf-nrt~rl tn. can re.<Ijlt in loss of characteristic is an inherent quality of the fuselage
aircraft control. URY is a result of several and the vertical fin. Within the region, winds tend to
aerodynamic characteristics affecting aircraft yaw weathervane the aircraft. Winds will initiate an
control. In general, URY contributing factors (as uncommanded yaw which will attempt to point the
noted below) must be present in combination to nose of the aircraft into the wind unless a resisting
produce a URY incident. Helicopters frequently and pedal input is made. Additionally, if a yaw rate has
routinely operate in conditions conducive to URY already been established, such as in a pedal turn.
without incident. However, a thorough knowledge of weathercocking stability will act to accelerate the
the phenomenon and heightened situational yaw in the same direction as the turn when the tail
awarenessare required to do so safely. passesthrough the relative wind.

11.14 AERODYNAMIC FACTORS 11.14.1.2 Tail Rotor Vortex Ring State

AFFECTING AIRCRAFT YAW CONTROL (Winds Approximately 210” to 330”
Relative). Winds in this region causethe tail rotor
There are four distinct low-speed characteristics to work in its own recirculated airflow. If the fore/aft
and two hover conditions that are contributing wind component at the tail rotor is small as
factors in URY (see Figure I l-4). compared to the left sideward component (Le., winds
11-10 ORIGINAL
 NAVAIR 01-HlAAC-1

primarily from the beam), the result will be large tail rotor causing tail rotor thrust variations. The
variations in tail rotor thrust which occur aircraft may become “skittish” in yaw, causing
intermittently. These variations in thrust will cause increased pilot workloads since large and rapid pedal
unpredictable and uncommanded yaw rates and a movements are required to maintain directional
corresponding increase in pilot pedal workload to control. Slow rearward flight or a tailwind can
maintain directional control. aggravate the situation.

11.14.1.3 Main Rotor Disk Vortex Interaction 11.15 URY-CONDUCIVE FLIGHT

(Winds Approximately 280” to 330” Relative MANEUVERS
and 030” to 080” Relative). Primarily, relative Incidents of unanticipated right yaw have been
winds from the left forward quadrant will cause the recorded during downwind approaches to hover.
retreating, main rotor tip vortices to be directed onto downwind approaches to ship, and during ground-
the tail rotor. Less frequently, relative winds from referenced downwind turns. One common URY
the right forward quadrant will cause the advancing scenario follows:
main rotor tip vortices to be directed onto the tail
rotor. When main rotor tip vortices are directed onto During a downwind, descending, ground-
the tail rotor, its thrust will vary unpredictably, referenced right turn, the pilot
resulting in high pilot pedal workload to maintain unintentionally decelerates (ix.. loses true
directional control. This factor may be exaggerated airspeed) while attempting to fly a constant
with the aft center of gravity associated with high radius in the presence of a wind. This
gross-weight operations or the tail-low attitude of a increases power required and. if not
high-speed deceleration or autorotation flare compensated for, will cause or increase a
recovery. rate of descent.
Once the descent is recognized, a higher
11.14.1.4 Loss of Main Rotor Translational torque (increased collective) is required to
Lift (All Wind Azimuths). This event can arrest the increasing descent rate.
establish an abrupt requirement for increased lift.
necessitating a collective input that in turn requires As collective is increased, a right yaw is
increased antitorque/left pedal. It is the most generated if not compensated for. Coupled
common factor in recorded URY incidents. This with any intentional right yaw rate caused
phenomenon is complicated by the difficulty in by the turn and any yaw acceleration caused
accurately assessing and maintaining true airspeed by weathercock effect as the tail passes
during low-speed turning flight with ambient winds. through the wind, this may result in an
uncommanded right yaw rate that takes
11.14.2 Hover/Taxi. Two primary hover/taxi several seconds (or two or three revolutions)
conditions can also lead to an occurrence of URY. to arrest.
Weathercocking stability may act as a yaw
accelerator in these cases. 11.16 FACTORS INCREASING THE
LIKELIHOOD OF UNANTICIPATED
RIGHT YAW OCCURRENCE
11.14.2.1 Right Relative Crosswind (Winds
Approximately 60” to 120” Relative). Right The following situations can serve to aggravate
sideward flight or a right crosswind increases the URY phenomenon or reduce the effectivrness of
airflow across the tail rotor, resulting in a reduction recovery procedures:
of the tail rotor angle of attack and, for a set pedal
I. High power required - Recovery from a
position, a reduction in tail rotor thrust. If this
reduction in thrust is not offset by an increase in left large right yaw rate is more difficult in
pedal, a right yaw will occur. conditions requiring higher main rotor
power (examples: high gross weight, high
density altitude, stopping a high descent
11.14.2.2 Main Rotor Vortex Ground
rate).
Interaction (Winds Approximately 180”
Relative). When an aircraft is operated at low 2. Low airspeeds - More power (more tail
wheel heights (i.e., maximum gross weight takeoffs), rotor antitorque) is required to maintain
the main rotor tip vortex can produce an area of flight. and accurate assessment of true
downwash turbulence which may interact with the airspeed and direction of the relative wind is

11-11 ORIGINAL
 NAVAIR Ol-HlAAC-1

difficult. Also, the streamlining fin effect adjust aircraft velocity and heading, the pilot
contribution of the airframe to maintain should take care to maintain full situational
directional control is reduced. awareness (i.e., true airspeed and wind
conditions).
3. Low rotor rpm - A rapid application of
collective may cause a transient rotor rpm 4. Approach objects on the ground (or in the
droop to occur. Any decreasein main rotor water) using a straight-line approach when
rpm causes a greater proportional decrease high ambient winds are present.
in tail rotor rpmlthrust. Drooping rotor
speed(N,) with the left pedal at or near the 5. Be preparedto take timely corrective action,
stop can cause a loss of directional control This is vital to prevent an excessive yaw
becauseof the rapid loss of tail rotor thrust rate from building. In some casesa delay in
as rpm decays. corrective action greater than 2 to 3 seconds
may be critical.
4. Delay in corrective action - Because of
high pilot workload, distraction, or 11 .18 UNANTICIPATED RIGHT YAW
inattention, an intentional right yaw can RECOVERY GUIDANCE
result in an unexpected acceleration of yaw
rate. Should a URY occur, a correct and timely
response is critical. If the response is incorrect or
11.17 RECOMMENDATIONS TO REDUCE slow, the yaw rate may accelerateto the point from
THE LIKELIHOOD OF AN UNANTICIPATED which it is extremely difficult to recover. One or
RIGHT YAW INCIDENT more complete revolutions may be experienced.
When URY is encountered, recovery is best
A thorough knowledge of aircraft behavior in all achieved by:
flight regimes is necessary to identify situations
where URY can occur. If the warning signs of URY 1. Applying full left pedal -Recognize that it
are known (uncommanded heading variations, high takes a finite time (possibly several seconds
pedal workload, unanticipated rapid right yaw), true/ or several revolutions) for control inputs to
relative winds to the aircraft are considered, take effect in a fully developed URY
excessive descent rates are avoided, flight controls situation. Neutralizing the pedals or adding
are moved smoothly, and care is taken in the right pedal will only acceleratethe yaw rate,
transition to low-speed flight, a URY incident is driving the aircraft further out of control.
unlikely. The following guidelines will help
minimize the chancesof a URY incident occurring: 2. Using forward cyclic to increaseairspeed-
This results in a reduction in tail rotor thrust
1. Avoid low-speed turning maneuvers when required as the aircraft passes through
high ambient winds are present. Necessary transitional lift (less main rotor thrust
turns should be conducted at low turn rates required) and an additional reduction of tail
with a large turn radius. rotor thrust required because of the
streamlining fin effect.
2. Be aware of the limitations of the aircraft’s
airspeed sensor system and maintain true 3. Lowering collective - Altitude permitting,
airspeed above the minimum reliable limit. will reduce torque and assist in stopping a
right yaw. However, if a significant descent
3. During low-speed flight, avoid flying in a rate is set up, it may require additional
ground reference system. When visual cues power to arrest and may aggravate or
from objects on the ground are required to reintroduce URY.
11-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

PART V

Emergency Procedures
Chapter 12 - Emergency Procedures Introduction

Chapter 13 - Ground Emergencies

Chapter 14 - Takeoff Emergencies

Chapter 15 - In-Flight Emergencies

Chapter 16 - Landing Emergencies

57 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1
I

CHAPTER 12 I
1
Emergency Procedures Introduction 1
12.2 SPECIAL.INSTRUCTIONS
I
12.1 SCOPE I
The following terms indicate the degree of
Emergency procedures are divided into two urgency in landing the helicopter: r
categories,critical and noncritical. The critical items
are those that must be performed immediately if the 1. Land immediately - Self-explanatory.
emergency is not to be aggravated. Items marked Landing in trees, water, or otherwise unsafe
with an asterisk (*) are critical items and must be areasshould be considered as a last resort. I
performed immediately in proper sequence.
Noncritical emergency procedure actions are those 2. Land as soon as possible-Land at the first I
that contribute to an orderly sequenceof events and site where a safe landing is reasonably
assure that all necessary actions are taken. These assured. 1
proceduresare accomplished with direct referenceto
the checklist. 3. Land as soon as practicable - Extended I
flight is not recommended, and the landing
The procedures in the following chapters contain site and duration of flight are at the 1
the indications of failures or malfunctions that discretion of the pilot.
affect: safety of the crew, helicopter, ground 1
personnel, or property; the use of emergency The following terms are used to describe the
1
features of primary and backup systems; and operating condition of a system, subsystem,
appropriate warnings, cautions, and explanatory assembly, or component: 1
notes.
1. Affected - Fails to operatein the normal or 1
Aviate, navigate,perform the procedures,and then usual manner.
communicate. Completing the procedures correctly 1
is not worthwhile if the aircrew does not aviate and 2. Normal - Operates in the normal or usual
navigate first. If the helicopter does not experience manner. 1
unexpected changes in attitude, then instantaneous
I action is not required. 12.3 MASTER CAUTION SYSTEM 1

The MASTER CAUTION light will illuminate 1

when any caution advisory panel light illuminates
except for advisory lights. Refer to Figure 2-26 for a 1 1
detailed functional description.
1
 Ground Emergencies
Interconnecting lines of flexible detonating cord
13.1 EMERGENCY SHUTDOWN
connect the linear explosive system with the three \
* 1. Throttles - CLOSE. CRS arm/fire mechanisms. The system can be
actuated from any of these locations as shown in \
*2. Rotor brake - ENGAGE. Figures 13-1 and 13-2. The pilot and copilot/gunner
station arm/fire mechanisms are equipped with a I\ L
*3. Batteries - OFF. CRS handle for actuation. The mechanism in the
4. Exit helicopter. nose is equipped with a ring.
..*,,..*.*...... 13.2.1 Manual Egress.
CAUTION
I . ..8.,........... I 1. Lap belt/shoulder harnessrelease- OPEN.
An emergency engine shutdown occurs 2. Helmet - DISCONNECT (HSSKS).
when the engine is shut down from a high
power setting (above 90 percent Ng) 3. Canopy door handle- ROTATE (upward).
without performing a 2-minute cooldown.
If a normal engine cooldown was not 4. Canopy - OPEN.
possible, the engine can be restarted if:
5. Exit helicopter.
.
a. The reasonfor shutdown is known and 13.2.2 Emergency Egress. If the canopy door
restarting will not cause engine cannot be opened manually:
damage. \

1. Helmet visor - DOWN. L\

b. The engine is motored to cool MGT to 1
2. Pilot and Copilot/Gunner
150 “C and restart is initiated within 5 \
COORDINATE firing the system. f
minutes after shutdown.

I WARNING b i\ L
c. The engine is allowed to cool for 4
hours if restart cannot be initiated
within 5 minutes after shutdown. Simultaneous or near simultaneous
pulling of both pilot and copilot/gunner
13.2 EMERGENCY EGRESS AND RESCUE arm/fire mechanism handlesmay result in
injury to one.or both crew members. The
Pilot and copilot/gunner access is provided by pilot and copilot/gunner must coordinate
canopy doors that are hinged at the top and swing prior to firing the system.
outward and up. Both doors can be opened or closed
from inside or outside. Emergency exit or entranceis 3. m CRS handle - PULL handle
provided by a detonation cord system to cut the completely out of arm/fire mechanism.
windows from the canopy support structure. The
linear explosive system is installed around both 4. q CRS handle - ROTATE handle 90” 1
canopy doors and around the windows on each side. counterclockwise and PULL completely out. 7
13-1 ORIGINAL \
\
m\m\m\m\amw t
 NAVAIR Ol-HlAAC-1

CANOPY REMOVAL
SXSTEM (CRS) HANDLE

QUICK-RELEASE PIN

GUNNER COCKPIT
ARM/FIRE MECHANISM
(LOCATED AT LEADING
EDGE OF LOWER SEAT)

GUNNERCOCKPIT
DOOR HANDLE
(PILOT-RIGHT SIDE)

EXTERNAL
ARM/FIRE
MECHANISM -1
(RIGHT SIDE) .mm

Figure 13-1. m Emergency Egress and Rescue

13-2 ORIGINAL
 CANOPY REMOVAL
SYSTEM HANDLE

f- CANOPY REMOVAL
SYSTEM HANDLE

GUNNER COCKPIT PILOT COCKPlT

ARM/FIRE MECHANISM

RIGHT CONSOLE) INSTRUMENT

/ GUNNER COCKPIT
DOOR HANDLE
SAF!XY PIN, 1’
/ (PILOT-RIGHT SIDE)

CANOPY REMOVAL
SYSTEM RING

DCTERNAL
STREiMER ARM/F1 RE
UEF”&L
..__..^. IISM
(RIGHT SIDE)

Figure 13-2. q Emergency Egress and Rescue

 NAVAIR Ol-HlAAC-1

(WARNING \

. Personnel positioned within 50 feet of

the helicopter could be injured by
. Personnel positioned within 50 feet of
the helicopter could be injured by
debris. debris.
. Activation of CRS when combustible
fuel and/or vapors are present may
. Activation of CRS when combustible
fuel and/or vapors are present may
result in an explosion/fire. result in an explosion/fire.
. The CRS handle must be pulled
completely out of the arm/fire
. The CRS ring must be pulled
completely out of the arm/fire
mechanism or the CRS will not mechanism or the CRS will not
function. function.
. The CRS handle must be pulled straight
out of the arm/fire mechanism without
. The canopy breakout knife or pilot
survival knife may be used as an
bending the initiator or extreme force alternate means of egress.
will be required to remove the initiator
and actuate the system. 3. Occupants- REMOVE.
.
I The canopy breakout knife or pilot
survival knife may be used as an
alternate means of egress.
13.3 HOT START

INDICATION (affected engine):

5. Lap belt/shoulder harness- RELEASE. 1. MGT reaches867 “C before starter cutout.
6. Helmet - DISCONNECT (HSSKS). PROCEDURES:
I. Exit helicopter. *l. Throttle (affected engine) - CLOSE.
l . . . ..*..**W**.
13.2.3 Rescue. To open canopy and remove CAUTION
occupants: I ..*.u........,.. I

1. Canopy door handles - ROTATE Do not secure the affected engine FUEL
(downwnrd) witch The starter wonld he disabled and
preclude motoring of the engine.
2. Lap belt/shoulder harness- RELEASE.
*2. START switch (affected engine) -
3. Helmet - DISCONNECT (HSS/ICS). ENGAGE. Motor affected engine for
4. Occupants- REMOVE. approximately 20 seconds or until MGT
decreasesbelow 150 “C.
If canopy doors cannot be opened manually:
E.i4+]
1. External CRS ring access panel -
REMOVE.
Observe starter limits.
2. Ring-ROTATE 90” counterclockwise and
pull completely out. 3. Helicopter - SHUT DOWN.
13-4 ORIGINAL

~~~~~~~~~~~~~~~~~~~~~
~\~~~~~~~\\~ ,\a‘\
 NAVAIR Ol-HlAAC-1

13.4 ENGINE FIRE ON START (EXTERNAL) ‘3. FIRE PULL handle (affected engine) -
PULL.
INDICATIONS: *Lt. FIRE EXT switch - MAIMRESERVE. If
fire indications persist, switch the
1. FIRE PULL warning light and aural alert extinguisher to RESERVE.
2. Smoke 5. Helicopter - SHUT DOWN.
3. Fire. 6. Exit helicopter.

PROCEDURES:

* 1. Throttles - CLOSE.
*2. START switch - OFF.
~~\\\\\\\\\~\~~~~~~~~~
\
NAVAIR 01 -Hl AAC-1
t

4
CHAPTER 14 +
Takeoff Emergencies +
4
14.1 DUAL-ENGINE FAILURE DURING 14.2 SINGLE-ENGINE FAILURE DURING
TAKEilFF~~ i
TAKEOFF

I NDICATIONS: INDICATIONS: \
1. Left yaw
1. Left yaw +
2. Rotor ‘pm decreases
2. Rotor rpm decreases \
3. Engine instruments (affected engine)
3. Rapid settling decrease
+
4. Engine instruments (for both engines) 4. MASTER CAUTION light
decrease 5. RPM warning light and aural alert +

5. MASTER CAUTION light 6. Caution lights and aural alert. +

6. RPM warning light and aural alert PROCEDURES:
4
7. Caution lights and aural alert. Note
\
PROCEDURE: Gross weight, temperature, altitude, and
airspeed will determine if flight can be
+
Note continued.
Gross weight, temperature, altitude, and *l. Collective - ADJUST (to maintain rpm \
airspeedwill determine if autorotation can and desired power).
be established. +
*2. Wing stores - JETTISON (as
When two-engine failure is experienced: appropriate).
+
If insufficient altitude exists to continue flight:
* 1. Autorotation - ACCOMPLISH.
3. Groundspeed- DECREASE.
(WARNINO( 4. Landing attitude - ASSUME.
5. Collective - INCREASE (just prior to
The rotor brake should be applied to stop ground contact to cushion the landing).
the rotor prior to the crew exiting the
helicopter. 6. Helicopter - SHUT DOWN.
If altitude permits, adjust airspeedfor maximum rate
of climb or maintain rate of descent. After gaining
sufficient altitude or establishing minimum rate of
descent:
Ground contact should be in a level
attitude to minimize helicopter damage. 7. Affected engine - SHUT DOWN.
8. MASTER CAUTION light - RESET.
9. Land as soon as possible.
14-l (Reverse Blank) ORIGINAL

-- rr~~g~~.~h~~~\~a~a~a~~~
---rrrr-------\\\\\\\\\\\ 7
NAVAIR Ol-HlAAC-1
I

CHAPTER 15 h
h
In-Flight Emergencies h
15.1 HYDRAULIC MALFUNCTIONS 5. PITCH and ROLL SCAS disengaged

15.1.1 Hydraulic System No. 1 Failure. 6. VSS erratic or disengaged

INDICATIONS:
1. Grinding or howling noise from pump Cyclic and collective rate limiting and/or
control feedback may be evident during
2. Fluctuating or low hydraulic system abrupt maneuvers.
pressure
7. XMSN OIL COOLER caution light and
3. MASTER CAUTION light aural alert; GRBX OIL temperatnre if the
4. NO. 1 HYD TEMPK’RESS caution light and OIL COOLER switch is in the SEC
aural alert position.
5. High tail rotor pedal force
6. YAW SCAS disengaged.
The GRBX OIL temperature will rise
Note
very rapidly (approximately 28 “C per
Cyclic and collective rate limiting and/or minute) without cooling air through the
control feedback may be evident during heat exchanger.
abrupt maneuvers.
PROCEDURES:
PROCEDURES:
1. vss-OFF.
1. HYD switch - SYS 1 OFF.
2. HYD switch - SYS 2 OFF
2. HYDR CONT circuit breaker - IN.
3. HYDR CONT circuit breaker- IN.
3. MASTER CAUTION light -RESET.
4. Land as soon as possible. 4. MASTER CAUTION light - RESET.

15.1.2 Hydraulic System No. 2 Failure. 5. Land as soon as possible.

INDICATIONS: If the OIL COOLER switch is in the SEC position:

1. Grinding or howling noise from pump 6. XMSN and GRBX OIL temperature -
MONITOR. +
2. Fluctuating or low hydraulic system
pressure 7. Land as soon as possible.

3. MASTER CAUTION light If the XMSN or C BOX TEMP/PRESS caution lieht

4. No. 2 HYD TEMP/PRESS caution light and
aural alert 8. Land immediately.
15-1 ORIGINAL
 NAVAIR Ol-HIAAC-1

15.1.3 Complete (Dual) LOSS of Flight When landing without hydraulic boost, it is
Control Hydraulic Boost (Systems No. 1 and recommended that a very shallow approach to a
No. 2). A safe recovery and landing from this type sliding landing be accomplished on a smooth, hard
of malfunction can be achieved provided the surface. The approach should be initiated from a
following favorable conditions are satisfied: straight-in position, 500 feet AGL or less, and 2 nmi
from the touchdown point. Ideally, the approach
l The helicopter attitude control is should be flown so as to touch down at a minimum
maintained. Although flight control forces of 20 KIAS with adequate margin for the landing
slide and stop; the primary flight objectives will
are manageable by single-pilot effort, the keep control movements to a minimum but still
transition from a power-boosted to a maintain the airspeed and sink rate that will
nonpower-boosted flight control system terminate in a successful landing.
could be critical if encountered during
high-performance maneuvers.
l A suitable landing site is available,
preferably a hard surfacedrunway (at least
3000 feet) with a long, shallow approach At airspeeds below 20 KIAS cyclic
capability. feedback may be encountered. Do not
attempt to dampen feedback.
The collective should be adjusted for minimum
power required to maintain level flight. Control Note
movements will result in normal flight reactions in
all respects except for the increased force required
for the control movement. Flight control force l At light gross weight configurations,
characteristics are as follows: the minimum power obtainable
(approximately 30 percent torque) may
not result in the desired sink rate unless
l Fore-and-aft cyclic - Nosedown (forward airspeed is reduced below 35 KIAS. In
cyclic) stick force higher than noseup. this instance, a gross weight of 11,500
to 13,000 pounds would be desirable,
so the decision to retain wing stores
should be judiciously weighed in view
of the possibility of the requirement to
Pitch rates in excess of 3” per second wave off the approach.
should be avoided.
l Manipulation of the throttles may be
l Lateral cyclic - Roll right force higher utilized to establish a rate of descentor
than left roll. climb as required.

INDICATIONS:

1. MASTER CAUTION light

Roll rates in excess of 3O per second
should be avoided. 2. HYD TEMP/PRESS caution lights and aural
alert
l Pedals - Left pedal force slightly higher
than right. If a yaw oscillation develops, 3. HYD PSI gauges low
establish a steadyrate right sideslip attitude
(one-half ~ball width right). 4. All SCAS channels disengaged
l Collective - Collective may be fixed at a
position between 30 percent torque and 50 5. Increased control forces
percent torque. Collective movement will
be extremely difficult. 6. vss off.
15-2 ORIGINAL
 NAVAIR Ol-Hl AAC-1 ’
4

PROCEDURES: Prior to touchdown:

9. ENG RPM (Np) - 100 percent.
10. Sliding landing - EXECUTE.

Avoid overcontrol and abrupt movements

I 1. SCAS (all channels)- CHECK OFF.

RPM is necessaryto maintain directional
2. vss - OFF. control during the landing slide. Rolling
3. Wing stores- JETTISON (as appropriate). off throttles after touchdown will result in
a decrease-ofdirectional control.
4. MASTER CAUTION light - RESET.

Note
Investigate collective limits. Since it will not be possible to move the
collective full down, the landing slide will
5. Landing site - EVALUATE. be very long. In zero wind conditions, it
will be necessary to hold left cyclic
Note during the slide in order to maintain
A landing site with a hard surface and the lateral position.
capability for a long, shallow approach 11. Helicopter - SHUT DOWN (hold
should be selected. collective at minimum until rotor stops).
6. Collective - DECREASE (to minimum
obtainable). 15.1.4 Waveoff With Complete Hydraulic
Failure.
7. Airspeed-ADJUST (to attain a 300 to 500 PROCEDURES:
fpm rate of descent).
1. ENG RPM (Np) - 100 percent.
Note 2. Power - INCREASE (sufficiently to clear
obstacles and obtain a positive rate of
. At very low gross weight, it may be climb).
necessary to decrease airspeed to 35
KIAS or less to achieve a 300- to 500- Note
fpm rate of descent. In the airspeed EECU lockout may be used to increase
range of 25 to 35 KIAS, it will be N,, thereby increasing lift to arrest rate of
necessary to decrease airspeed to descent and establish a climb.
increase rate of descent. It will also be
necessary to increase airspeed to 3. Airspeed - ADJUST to 70 KIAS
decreaserate of descent. minimum.
. At high gross weights, the desired rate 15.1.5 Hydraulic System Overtemperature.
of descent should be easily attained
within the obtainable power range. INDICATIONS:
. Attitude shoul’d be maintained once a 1. MASTER CAUTION light
300- to 500-fpm rate of descent is 2. HYD TEMP/PRESS caution light and aural
achieved. alert
3. Hydraulic pressurenormal.
As the landing point is approached:
PROCEDURES:
8. Rate of descent- MAINTAIN desired rate
of descent with longitudinal cyclic. 1. HYD switch (affected system) - OFF.
2. HYDR CONT circuit breaker - IN.
 NAVAIR Ol-HlAAC-1

3. MASTER CAUTION light - RESET. 15.1.7 Utility Hydraulic System Failure.

4. Land as soon as possible. INDICATIONS:
Note 1. MASTER CAUTION light
If a HYD TBMP/PRESS caution light is 2. UTILITY HYD caution light and aural alert
illuminated and prolonged operation is (overtemperaturecondition)
necessaryto reach a safe landing area, the
affected system should be turned off to 3. UTILITY HYD and XMSN OIL COOLER
prevent further overheating. The system caution lights and aural alert (loss of
may be turned on again for a short period
pressure)
of time for the landing procedure.
4. Depending upon conditions, the XMSN and
15.1.6 Hydraulic Actuator/Servo C BOX TEMP/PRESS caution lights may
Malfunctions. The hydraulic system consists of also illuminate.
two completely independent power control
subsystems. If an actuator servo valve malfunction .wIIIwI1IIIIIII
occurs, such as a jammed valve caused by foreign CAUTJON
material, the emergency servo valve bypass is t rrrrrrm- t
actuated through pilot control inputs to maintain The GRBX OIL temperature will rise
hydraulic powered flight control. In this event, the very rapidly (approximately 28 “C per
control force required to accomplish the bypass minute) without cooling air through the
operation in the affected actuator will be higher than heat exchanger.
normal and should cue the pilot that a hydraulic
malfunction has occurred. This increasein force will PROCEDURES:
be noted only in the control axis powered by the
malfunctioning actuator. Hydraulic system pressure 1. OIL COOLER switch - SEC.
will remain normal, but a system operating in the
bypass mode may cause overheating and an 2. MASTER CAUTION - RESET.
overtemperature condition in the affected system
(hydraulic system No. 1 or 2). Note
INDICATIONS: When the OIL COOLER switch is
positioned to SEC, the VSS will shut off.
1. Erratic control inputs
2. Intermittent, uncalled-for control inputs 3. XMSN and GRBX OIL temperatures -
MONITOR.
3. Abnormally high control force in a single 4. Land as soon as practicable.
axis
4. Possible MASTER CAUTION light If the XMSN or C BOX TBMP/PRESS caution light
illuminates:
5. Possible HYD TEMPlPRESS caution light
and aural alert. 5. Land as soon as possible.
PROCEDURES:
SCAS (affected channels) - OFF.
Airspeed - ADJUST (100 KIAS or less). The effectiveness of the rotor brake will
be degraded with the OIL COOLER
MASTER CAUTION light - RESET switch in secondary (SEC). When
(if illuminated). operating aboard ship or in high winds,
turn the OIL COOLER switch to
Land as soon as possible. NORMAL just prior to rotor brake
application.
15-4 ORIGINAL
 NAVAIR 01-HlAAC-1

15.2 VIBRATION SUPPRESSION SYSTEM 3. Larger attitude deviations than desirable

FAILURE with correction by the SCAS
INDICATIONS: 4. SCAS hardover may result in roll, pitch, or
yaw rates separately.
1. Increased two-per-revolution vibration
intensity PROCEDURES:
2. Erratic vibrations.
1. SCAS (affected channels) - OFF.
PROCEDURES:
1. VSS switch - OFF. Note
2. VSS circuit breaker - OUT. If the helicopter pitches, rolls, or yaws
without pilot input, use the cyclic stick
15.3 ROTOR BRAKE PRESSURIZES IN SAS REL switch to disengage all SCAS
FLIGHT channels to stop excessive control input,
then engage the unaffected channel(s). If
INDICATIONS: the SCAS is not disengaged, the
1. MASTER CAUTION light possibility of the SCAS returning to the
centered position coupled with the pilot
2. ROTOR BRAKE warning light and aural input to stop the attitude excursion could
alert result in a greaterthan expected helicopter
responsein the opposite direction. When
3. Rotor brake handle out of down position the affected SCAS channel is disengaged,
4. Decreasein rotor rpm the SCAS actuator will return to the
centered position almost instantaneously;
5. RPM warning light and aural alert. this coupled with a simultaneous pilot
PROCEDURES: input to stop the attitude excursion could
also result in a greater than expected
*l. Rotor brake handle -FULL DOWN helicopter response in the opposite
If warning light(s) remains illuminated: direction.
*2. HYD switch - SYS 2 OFF. 2. Airspeed - Less than 100 KIAS.

Note 3. Land as soon as practicable.

With hydraulic system No. 2 off, VSS and 15.5 CONTROL SYSTEM MALFUNCTIONS
SCAS pitch and roll channels will be
inoperative.
15.5.1 Cyclic Control Interference.
*3. Rotor rpm - MONITOR.
I
4. Land as soon as practicable. INDICATIONS:

If warning light(s) remains illuminated: 1. Stiffness or binding in control movement

5. Land as soon as possible. 2. Restricted control travel.

PROCEDURES :
15.4 SCAS FAILURE
1. Force trim - CHECK proper release.
INDICATIONS:
1. Reduction in helicopter stability in affected 2. Control movements - KEEP to a
axis minimum.

2. Increase in pilot workload to maintain 3. Land as soon as practicable (sliding

desired attitude landing).
15-s ORIGINAL
 NAVAIR Of-HIAAC-1

15.5.2 Collective Control Interference.

INDICATIONS:
1. Stiffness or binding in control movement For most gross weights, it is unlikely that
2. Restricted control travel. the helicopter can achieve a stabilized
powered flight condition following loss of
PROCEDURES: tail rotor thrust. Emphasis should be
placed on entering the autorotation
1. Control movements - KEEP to a
immediately by simultaneously reducing
minimum. the collective and throttle settings. The
2. Land as soon as practicable (sliding pilot should expect that some rotation will
landing). be present until touchdown. Touchdown
.........*... should be executed in as level an attitude

I CAUTION
.*b+u.*.**,u..* I
A shear pin is incorporated in the LDS
as can be achieved. Ground speed should
be as slow as possible to minimize the
possibility of turnover.
linkage connection to the collective 15.6.2 Loss of Tail Rotor Components. The
linkage. In case of a bind in the LDS loss of any tail rotor components will result fin a
linkage, the pin can be shearedto prevent forward cg shift. Other than additional nosedown
binding of the collective control. Droop tuck, this situation would be quite similar to
compensation is then inoperative and complete loss of tail rotor thrust as discussedabove.
extreme care must be taken to prevent gas
turbine overspeed and engine/rotor 15.6.3 Fixed Pitch Failures. Failures of this
underspeed. type (broken control tubes,jammed slider, etc.) are
characterizedby either a lack of directional response
Note when a pedal is pushed or the pedals being in a
Use throttles for rpm control if desired. locked position. If the pedals cannot be moved with
a moderate amount of force, do not attempt to apply
15.6 TAIL ROTOR MALFUNCTIONS a maximum effort since a more serious malfunction
could result. If the helicopter is in a trimmed
There is no single emergency procedure for all condition when the malfunction is discovered, the
types of tail rotor malfunctions. The key to a pilot’s engine power and airspeed should be noted and the
successful handling of a tail rotor emergency lies in helicopter flown to a suitable landing area.
his ability to quickly recognize the type of Combinations of engine torque, rotor rpm, airspeed,
malfunction that has occurred. and landing crosswind component will correct or
aggravatea yaw attitude. Controlled combinations of
15.6.1 LOSS of Tail Rotor Thrust. This is a engine torque, rotor rpm, and airspeed are used to
situation involving a break in the drive system, such land the helicopter.
as a severed dnvesnaft, wherein the iaii roiot situps
turning and no thrust is delivered by the tail rotor. A
failure of this type in powered flight will always 15.6.3.1 Left Pedal Applied. If the tail rotor
result in the nose of the helicopter swinging to the pitch becomes fixed during a high-power condition
right (left sideslip) and usually a roll of the fuselage. (left pedal applied), the helicopter will yaw to the
Nosedown tucking will also be present. The most left when power is reduced. Under these conditions,
advisable procedure is to reduce power (to engine the power should be reapplied and airspeedadjusted
idle if necessary) and coordinate the resulting to a value where a comfortable yaw angle can be
maneuver with cyclic control. At some gross maintained. If airspeed is increased, the vertical fin
weights, it is possible that a stabilized powered will become more effective and an increased left
flight condition can he achieved if the loss of the tail yaw attitude will develop. To accomplish landing,
rotor thrust occurs at a high enough airspeed. Once establish a powered approach with sufficiently low
stabilized in an autorotation, some power may be airspeed (zero, if necessary) to attain a rate of
applied (altitude permitting) to see if powered flight descent with a comfortable sideslip angle. A right
is possible. crosswind component will help reduce a left yawing
15-6 ORIGINAL
 NAVAIR Ol-HlAAC-1 ’
I .

moment. As collective is increased just before 3. Emergency shutdown - ACCOMPLISH. \L

touchdown, left yaw will be reduced.
15.6.4.2 Loss of Tail Rotor Components.
Note INDICATIONS:
Use throttles for rpm control if desired. 1. Uncontrollable yaw
I 2. Nose tuck
15.6.3.2 Right Pedal Applied. If the tail rotor I 3. High frequency vibrations.
pitch becomesfixed during cruise flight or a reduced PROCEDURES:
power situation occurs (right pedal applied), the
*l. Throttles - IDLE.
helicopter will yaw to the right when power is
increased. For either of these situations, a sliding *2. Hovering autorotation - ACCOMPLISH.
landing can be performed. Throttles may be reduced 3. Emergency shutdown- ACCOMPLISH.
as required when adding collective at touchdown to
cushion the landing. If the right yaw becomes 15.6.4.3 Jammed Tail Rotor Pitch Control.
excessive, roll on the throttles and indicate a INDICATIONS:
waveoff. The greatest problem is the compromise 1. Directional pedals will not move
that may have to be made between rate of descent
and yaw attitude since the collective (power) is the 2. Uncontrollable yaw with changes in
collective.
primary control for both of these parameters. A left
crosswind component will help reduce a right PROCEDURES:
.
yawing moment. Within reasonable limits, it is 1. Collective pitch - GRADUALLY
probably preferable to land hard with a zero yaw REDUCE. \.
attitude than to make a soft landing while in a severe 2. Power touchdown - ACCOMPLISH.
yaw attitude.

15.6.4 Emergency Procedures for Antitorque

Malfunctions While at a Hover.

15.6.4.1 Complete Loss of Tail Rotor Thrust

or Pitch Control.

INDICATION:

1. Uncontrollable yaw.

PROCEDURES:

* 1. Throttles - IDLE.

*2. Hovering autorotation - ACCOMPLISH.

 NAVAIR Ol-HlAAC-1

15.7 MAST BUMPING

INDICATION:
b 1. Sharp two-per-revolution knocking. l During slope landings, main rotor
. flapping will increase proportionally
with the velocity of an upslope wind.
1WARNING b
l For cross-slope landings, it is preferable
to land with the right gear upslope to
If mast bumping is suspected or has minimize main rotor flapping.
occurred, land as soon as possible while
maintaining minimum power during PROCEDURES - COMPLETE LOSS OF
descent and landing. ENGINE POWER AT HIGH FORWARD
AIRSPEED:
i PROCEDURES - START/SHUTDOWN:
*1. Cyclic - AFT (to maintain a positive load
I 1. Collective - FULL DOWN. factor, minimize rotor ‘pm loss, and reduce
airspeed).
I 2. Simultaneously displace cyclic into the
wind. *2. Collective - DECREASE (to allow the
cyclic flare effect or rotor inflow to start
I 3. If damage is suspected- SHUT DOWN building rotor t-pm).
helicopter.
I
PROCEDURES - SIDEWARD OR REARWARD
I\NARNING)
4 FLIGHT:
Do not abruptly decreasethe collective or
*l. Cyclic - NEUTRALIZE. slam it to the down stop following engine
power loss. Excessive main rotor flapping
I *2. Pedals-APPLY as required to bring nose with possible mast bumping will result.
into relative wind.
*3. Autorotation - ACCOMPLISH.
PROCEDURES - DURING ALL OTHER
FLIGHT CONDITIONS:
I Adding left pedal to initiate a turn will
aggravatemast bumping if main rotor rpm
*l Cyclic - AFT AND CENTER.

I is below the power-on minimum. *2. Controls - As Required to regain

balanced flight.
; 3. Liud ia >“lxi is pssjibk.

I
PROCEDURES - SLOPE LANDING:
3. Land as soon as possible.
i
1. At the onset of mast contact, abort the
landing attempt by increasing the collective
JWAANING
slightly while moving the cyclic away from If mast bumping occurs in flight,
the slope. Before another attempt is made, catastrophic results are highly probable.
ensurethat rotor ‘pm is at maximum power- Since conditions causing rotor flapping
4 on rpm. are cumulative, improper pilot response/
recovery techniques to flight situations
4 2. If mast contact occurs while slowly approaching, or favorable to, mast
lowering the collective after both skids are bumping can aggravate the situation and
:q in ground contact, raise the collective lead to in-flight mast bumping and mast
enough to eliminate the bumping. separation.
I ’
 NAVAIR Ol-HlAAC-1

15.8 UNCOMMANDED RIGHT ROLL DURING engine acceleration/decelerationrates and

FLIGHT BELOW 1G EECU cross talking. Torque splits up to
50 percent are possible, but splits in 4
INDICATIONS: excessof 20 percentare rare and above 30
1. Uncommanded right roll percent require troubleshooting. Transient I
torque splits should damp out to matched
2. Ineffective lateral cyclic. torques iless than a 5-p&cent difference
3. In severe cases,mast bumping is evidenced between engines) in less than 6 seconds.
by severevibration, loud thumping noises at Engine failures or malfunctions can be grouped
two-per-revolution frequency, and high side into two major categories: electrical (normally
forces to the.right caused by left yaw. associated with the EECU) and nonelectrical
PROCEDURES: (normally associated with the HMU).
*I. Cyclic - AlT AND CENTER.
X.9.1 Engine Shutdown in Flight.
piiiKiz- PROCEDURES:
1. Throttle (affected engine) - CLOSE.
Lateral cyclic is decreasingly effective 2. ENG FUEL switch (affected engine) -
below Ig and increases main rotor OFF.
flapping that can result in mast bumping.
Do not engage/disengage the SCAS 3. FUEL CROSS FEED switch - VERIFY
during recovery. OPEN.
4. FUEL TANK INTCON switch - VERIFY
Note OPEN.
The purpose of the aft input is to restore 5. Land as soon as practicable.
pitch and roll effectiveness by increasing
the thrust of the main rotor to equal or 15.9.2 Dual-Engine Failure. Under operational
exceedthe grossweight. At high airspeed, conditions, the altitude-airspeed combination for a
much of the noseuppitching is generated
by the elevator, which respondsto the aft safe autorotative landing is dependent upon many
variables such as pilot capabilities, density altitude,
cyclic. helicopter gross weight, proximity of a suitable
When the main rotor returns to a positive thrust landing area, and wind direction and velocity in
condition: relation to the flightpath. This does not preclude
operation in the shaded area of the height-velocity
*2. Controls - As Required fo regain diagram under emergency or pressing operational
balanced flight.
requirements. Immediately upon a two-engine
If mast bumping is evidenced: failure, rotor rpm will decay and the nose of the
helicopter will swing to the left. This is caused by
3. Land as soon as possible. the loss in power and corresponding reduction in
torque. Except in those instanceswhen a two-engine
15.9 ENGINE MALFUNCTIONS failure is encountered in close proximity to the
During normal engine operation, rotor speed surface, it is mandatory that autorotation be
governing is isochronous (constant speed) so that established by immediately lowering the collective
normal operation of engines will result in constant pitch to minimum.
main rotor speed independent of Load applied. Heading can be maintained by depressingthe right
Torque is also automatically shared so that engine pedal to decreasethe tail rotor thrust. Autorotative
torques will be equal (within 5 percent) during rpm will vary with different ambient temperature,
normal operation.
pressure altitude, g loading, and gross weight
conditions. High gross weights, increased g loads,
Note and higher altitudes and temperatures will cause
Transient torque splits during large power increased rpm that can be controlled by increasing
changes are normal and are a function of collective pitch. Any increase of rotor rpm, other
15.9 ORIGINAL
 NAVAIR Ol-HIAAC-1

Y than that specified for maximum glide, will result in PROCEDURfZS:

\ a greater rate of descent.Therefore, if time permits,
adjusting collective pitch to produce the desired * 1. Autorotation - ACCOMPLISH.
rotor tpm will result in an exrendedg5de.
\ Note
At an altitude of approximately 75 to 100 feet, a
progressive flare should be established by moving If altitude permits, attempt to attain
\ I the cyclic stick optimum autorotation flare airspeed.
aft with no change in collective
+ pitch. This will decreaseboth airspeed and rate of Prior to touchdown:
descent and cause an increase in rotor rpm. The
amount of the rotor rpm increase is dependentupon 2. Collective - INCREASE (to cushion
\ gross weight and the rate that the flare is executed. landing).
An increaseis desirable becausemore energy will be
\ available to the main rotor when collective pitch is 3. Cyclic - As Required (to level helicopter).
applied,
\
.\ 15.9.2.1 Dual-Engine Failure - HIGE. Ei3
INDICATIONS: Regardless of sink rate at touchdown,
damagewiII be minimized when in a level
1. Left yaw attitude.

I
2. Rotor rpm decreases Upon touchdown:
i 3. Rapid settling
4. Engine instruments for both engines
4. Cyclic - CENTERED.
5. Collective - PULL DECREASE.
decrease
6. Rotor brake handle - ENGAGE.
I 5. MASTER CAUTION light
6. RPM warning light and aural alert
15.9.2.3 Dual-Engine Failure In Flight.
7 7. Caution lights and aural alert. INDICATIONS:

PROCEDURES: 1. Left yaw

.\
* 1. Hovering autorotation - ACCOMPLISH. 2. Rotor rpm decreases
I Upon touchdown: 3. Rapid settling
I 2. Cyclic - CENTERED. 4. Engine instruments for both engines
decrease
? 3 Collective - FULL DECREASE.
5. MASTER CAUTION light
4. Rotor brake handle - ENGAGE. 6. ..-
DDXhd
q ..* wrminn
.......a..Dlioh .n,i
-__ mm1 a,p.rr
__D__.
7. Catition lights and aural alert.
\
ilEliE!l PROCEDURES:
+ Regardless of sink rate at touchdown *l. Autorotation - ACCOMPLISH.
damage will be minimized when in a level
i attitude. If conditions permit:
2. Airstart - ATTEMPT (on one or both
\ 15.9.2.2 Dual-Engine Failure - HOGE. engines).
INDICATION: If airstart is successful, follow proceduresfor single-
Ll
*l. Same as indications for dual engine failure engine landing.
- HIGE. (Refer to paragraph 15.9.2.1.) If airstart is unsuccessful, follow procedures for
autorotative landing.
15‘40 ORIGINAL
 NAVAIR Ol-HlAAC-1 ’
+

15.9.2.4 Dual-Engine Failure at High Power maintain rotor ‘pm, minimize rate of descent, and
and High Airspeed. deceleratethe helicopter; level skids prior to ground
contact and utilize collective to cushion the
INDICATION: touchdown.
1. Same as indications for a dual-engine failure
in flight. (Refer to paragraph 15.9.2.3.)
PROCEDURES: The optimum flare airspeed for all gross
*I. Cyclic-AFT. weights is 75 KlAS.
*2. Collective - DECREASE. 15.9.2.5.3 75 KIAS to VH Airspeed, 20-Foot
Altitude or Below. Immediately execute a cyclic
flare to initiate a climb to 25 feet or higher and
lower collective as necessaryto maintain rotor rpm;
achieve 75 KIAS and maintain until a normal flare is
l Flight below +0.5g is prohibited. accomplished.
l During dual-engine failure initiated 15.9.3 Single-Engine Failure - HIGE.
above 120 knots (or at high power and
high airspeed), an aft cyclic input INDICATIONS:
should be made to reduce a nose-low 1. Left yaw
and nose-high airspeed entry into
autorotation and to minimize main rotor 2. Rotor ‘pm decreases
rpm decay. If a loss of engine power is
combined with a very rapid decreaseof 3. Engine instruments decrease
collective, it can cause a less than 4. MASTER CAUTION light
+0.5g loading that will result in reduced
control power available. An aft cyclic 5. RPM warning light (gas producer) and aural
input will help maintain a positive-g alert
loading on the main rotor. Large or
rapid lateral cyclic inputs should be 6. Caution lights and aural alert.
avoided to minimize any increase in PROCEDURES: v
main rotor flapping that might lead to
mast bumping. *1. Altitude control - MAINTAIN (as \
appropriate to accomplish landing).
*3. Autorotation - ACCOMPLISH.
*2. Collective - ADJUST (to control rate of \
15.9.2.5 Dual-Engine Failure at Low descent and cushion landing).
Altitude. \
15.9.4 Single-Engine Failure - HOGE.
15.9.2.5.1 0 to 50 KIAS, 20-Foot Altitude or
Below. From this condition of low airspeed and INDICATION:
low altitude, flare capability is limited and caution 1. Same as indications for single-enginefailure
should be exercised to avoid striking the ground - HIGE. (Refer to paragraph 15.9.3.)
with the tail; the primary objective is to level the
skids prior to ground contact. Initial collective PROCEDURES:
reduction varies with altitude; below 4-foot skid *l. Attitude control - MAINTAIN.
height, do not attempt collective reduction but use
the available rotor energy and collective to cushion *2. Collective - ADJUST (to maintain rpm
the touchdown; above’a 4-foot skid height, a partial and desired power).
reduction to collective is initiated to cushion the
touchdown. If insufficient power exists to fly away:
3. Attitude - ASSUME landing attitude.
15.9.2.5.2 50 to 70 KIAS, 20-Foot Altitude or
Below. From this condition, flare capability is 4. Collective - INCREASE (just prior to
good. Initiate a cyclic flare and reduce collective to ground contact to cushion landing).
 NAVAlR Ol-HIAAC-1

If altitude permits, adjust airspeedfor maximum rate PROCEDURES:

of climb or minimum rate of descent. After gaining
sufficient altitude or establishing minimum rate of *1. Collective - ADJUST (to maintain rpm
descent: and desired power).
*2. Wing stores - JETTISON (as
5. Affected engine - SHUT DOWN. appropriate).
6. Land as soon as possible.
Under conditions of high gross weight .or low
altitude and low airspeed, strong consideration
15.9.5 Single-Engine Failure in Flight. The should be given to jettisoning wing stores
pilot reaction to the failure of a single engine should simultaneously with step 1.
be concernedprimarily with control of.the helicopter
and secondarily with possible engine restart. In all 3. Failed engine - IDENTIFY.
cases,control of the helicopter, i.e., attitude, altitude,
and rotor rpm should take precedence over any 4. Throttle (affected engine) - CLOSE.
attempt to restart a failed engine. Under high gross
weight and density altitude conditions, level flight 5. ENG FUEL switch (affected engine) -
may not be possible. At maximum single-engine OFF.
power available and at low AGL altitude, the 6. FUEL CROSS FEED switch - OPEN.
external wing stores should be jettisoned to reduce
gross weight so that level flight can be achieved. I. FUEL TANK INTCON switch - OPEN.
This should give the pilot sufficient time to analyze
possible causesof the failure and make a decision 8. MASTER CAUTION light - RESET.
whether or not to attempt an airstart. When one
engine fails, rotor speed can be expected to droop. 9. If desired - AIRSTART.
The desired rotor rpm can be regained, if sufficient 10. Land as soon as possible.
power is available, by using collective.
15.9.6 Engine Electrical System
1WARNING b Failures.
The engine control system power available spindle
(PAS) provides for manual throttle control in the
Any single-engine failure should be event of an electrical system failure. The engine I
treated as if a total power loss is electrical system is designed so the predominant
forthcoming. An approach to a suitable mode of failure is to drive the engine to high power.
field should not be attempted until landing Pilot action to correct a high side failure is to retard
is assured.Consideration should be given throttle to desired power. However, since the
to increasing altitude to place the electrical Np governing system can trim the gas
helicopter in autorotative parametersto a generator to idle Ng power (low side failure), there
suitable landing site. Further, sufficient still remains a potenttal for failure to idle power, as
altitude and airspeed should be well as potential for an actual engine failure. Pilot
11r*r,riar,rc:iir rimam ixl:si-‘c the 2:&d ..
titiuuu iu wiiti; Z 1&j. . .,...I
“:A,. c,:,..m
. . ..___ .-;. tr.
._ nd”lnrP
__ .-___ the
..~
region of the height-velocity diagram. throttle to EECU lockout and then rapidly retard the
z INDICATIONS: throttle to the desired power.

I 1. Left yaw Each engine has an alternator on the accessory

drive section. The alternator powers the Ng signal
Rotor rpm decreases circuitry, ignition circuitry, and EECU ctrcunry.
Any one or combination of these circuits could fail.
Engine instruments decrease If the Ng circuit fails, Ng indication will be lost. If
ignition circuit fails, the engme cannot be started. If
MASTER CAUTION light EECU circuit fails, Np and engine torque indicators
RPM warning light (gas producer) and aural will be lost and engtne will enter an overspeed
alert condition. Rotating shaft of alternator could fail
resulting in no Ng, Np, or engine torque indications
Caution lights and aural alert. and the engine will enter an overspeedcondition.
15-12 ORIGINAL
 NAVAIR Ol-HlAAC-1 y
\

The engine control systems are designed to 3. MGT decrease

maintain constant Np speed even in the event of
failure of one engine. In order to maintain constant 4. Ng decrease
rotor speed, the control system of the good engine 5. Torque split.
will adjust power output to compensatefor a change
in power output of a failed engine. For example, if PROCEDURES:
an engine has failed to high power, the other engine
will reduce power to maintain constant total power *l. Collective - ADJUST (to maintain rpm
output and rotor speed,and vice versa. and desired PWR).
Following a failure, rotor speed will vary during 42. Wing stores - JETTISON (as
the first 2 or 3 secondsfrom the normally constant
speedselectedby N reference.Rotor speedmay or appropriate).
may not return to t Re previously selected reference 3. Affected engine - IDENTIFY.
speed.
Action for an engine that has failed and that 4. Throttle (affected engine)- ADVANCE to
requires manual control is covered in the following EECU lockout.
examples.
5. Bleed air (ECU, RAIN RMV, ENGINE
1. If the rotor speed is high, the engine with ANTI-ICE) - As Required.
higher MGT has failed and its throttle
should be retarded to equalize MGT of the Note
I two engines as desired. Securing bleed air system increasespower
2. If the rotor speed is at reference or is low, available.
the engine with the lower MGT has failed 6. Land as soon as practical.
and its throttle should be advancedto EECU
lockout. When the failed engine has 15.9.8 Engine Np Overspeed.
increased in power, the throttle should be
retarded to equalize the MGT of the two INDICATIONS:
engines, or to maintain engine torque about
10 percent below that of the other engine. 1. Small right yaw
The general rule to follow in the event of a failure 2. Increase in Np and Nr
that drives one engine high and the other engine low
in power, is as follows: 3. Increase in MGT
1. If main rotor speed is above Np demand 4. Torque split
speed, engines are delivering too much
power. The throttle of the engine with the 5. Possible rotor rpm warning light and aural
high MGT should be reduced. alert
2. If the main rotor speed,is at or below Np 6. The good engine reducespower and Np may
demand speed, the low engine is delivering
too little power. The throttle of the engine increase well over 100 percent.
with the low MGT may be manually
controlled in EECU lockout.

15.9.7 Engine Np Underspeed. If the high Nr/Np is not controlled and is

allowed to reach 1’25 zt1.25% Np. the
INDICATIONS: overspeedprotection system will shut off
fuel to the engine, causing it to flame out.
If the overspeed was caused by a shaft
NrMp decreaseof normal engine if power failure in the engine alternator, the engine
demand exceeds single-engine limit will not relight automatically.
15-13
 NAVAIR Ol-HlAAC-1

Note Note
There are failure modes (i.e., engine If reducing power is not effective, then
alternator failure) that may result in zero switch bleed air to the opposite condition
Ng, Np,, and/or engine torque indications (all bIeed air switches on or off).
in conjunction with an overspeed
condition. High Nr will then indicate the If MGT decreasesor stall clears:
overspeed condition and high MGT will 4. Throttle (affected engine) - ADVANCE
be evidenced on the overspeeding engine. slowly to full open.
Np overspeedprotection is still available
in the event of an EECU failure. 5. MGT - MONITOR.
PROCEDURES: If compressor stall persists (MGT continues to rise
*I. Control Nr. above normal, Ng decreases below normal idle
speed, or any other malfunction is indicated):
9. Affected engine - IDENTIFY.
6. Throttle (affected engine) - REDUCE OR
*3. Throttle (affected engine) - CONTROL CLOSE as required.
manually to set one of the following:
7. Perform single-engine procedure (as
a. Torque 10 percent below good engine. required).
b.’ Match MGT.
15.9.10 Load Demand Spindle (LDS)
c. Match Ng Malfunction. In the event a jam occurs in the LDS
4. Land as soon as practicable. or its linkage, a shearsection is provided so the pilot I
may pull up the collective stick and separate
15.9.9 Compressor Stalls. A compressor stall is collective input to the engine. The LDS to that
an aerodynamic interruption of airflow through the engine is then inoperative and extreme care must be
compressor section. Factors that can increase stall exercised during collective movements to prevent
sensitivity and decrease stall margin are FOD, a gas turbine overspeed and engine/rotor underspeed.
fouled or dirty compressor, hot gas ingestion, or Both engines have separateshear sections, so it is
malfunctioning fuel control components. Operation possible that if a jam occurs in only one LDS
of the bleed air equipment may increase or decrease system, the other engine LDS may operateproperly.
stall characteristics.
INDICATIONS:
INDICATIONS:
1. Erratic Ng indications with changes in
1. Affected engine bangs/pops collective
2. No throttle response 2. Torque split.
3. Decreasing or erratic Ng PROCEDURES:
4. Increasing or erratic MGT.
! . Th-nwl-
_1..- I I. - Inffwtd
\-------- Maine) - REDUCE
PROCEDURES: (appioximately 10 percent torque below
*1. Reduce power/control Nr. normal engine).
.w.......,,,,.,, 2. Land as soon as practicable.
CAUTION
I . ..*..,...,,,.... I 15.9.11 Collective Anticipator
Malfunction. In the event of a malfunction in the
Large, rapid collective inputs or throttle collective anticipator (control motion transducer),
changesmay causeengine flameout. there will be an increase in the transient droop
If conditions persist: during power changesfrom below 20 percent torque
to high power/torque requirements (i.e., quick stops
2. Throttle (affected engine) - IDLE. and practice autorotation recoveries). If excessive
3. Bleed air (ECU, RAIN RMV, ENGINE transient droop is noticed, avoid rapid power
ANTI-ICE) - As Required. changesand land as soon as possible.
15.14 ORIGINAL
 NAVAIR 01-HlAAC-1
t

Note 4. Land as soon as practicable.

When transient droop exceeds normal If oil pressureis below 30 psi:
limits, maneuvers requiring large power
changes (i.e., quick stops, NOE, practice 5. Affected engine - SHUT DOWN.
autorotations) should be avoided to 6. Single-engine procedures-EXECUTE.
prevent possible rotor droop below
I b.
minimum rotor rpm. 15.9.14 Engine Oil Overtemperature.
INDICATION: 4
INDICATION:
1. Increased transient droop during power
changes. 1. ENG OIL temperature high.
PROCEDURES: PROCEDURES:
+
1. Collective - AVOID rapid power changes. 1. ENG OIL pressure- CHECK.
2. Land as soon as practicable. If oil temperature is 132 to 150 “C and pressure is +
within limits:
15.9.12 Engine Chip Caution Light.
INDICATIONS: 2. If power is not required-REDUCE power
on affected engine.
1. MASTER CAUTION light
3. Monitor ENG CHIP detector light, changes
2. ENG CHIP caution light (affected engine) in oil pressure, and possible engine
and aural alert. vibration.
PROCEDURES: 4. Operation is limited to 30 minutes.
In the event of an ENG CHIP light with no If oil temperatureis above 150 “C or oil pressureis
secondaryindications, consideration should be given below 30 psi:
to applicable single-engine procedures without
securing the affected engine. The affected engine 5. Affected engine - SHUT DOWN.
may be advanced to accomplish a safe landing.
6. Single-engine procedure- EXECUTE.
1. Throttle (affected engine) - IDLE.
2. Land as soon as practicable. 15.9.15 Airstart.
If secondary indications exist:
3. Single-engine procedure- EXECUTE.

15.9.13 Engine Oil Pressure Low/Oil If the canse of the failure is obviously
Bypassing Filter. mechanical, as evidenced by abnormal,
INDICATIONS: metallic, or grinding sounds, do not
attempt an airstart.
1. ENG OIL pressure decreases (affected
engine) PROCEDURES:
2. MASTER CAUTION light 1. Throttle (affected engine) - CLOSE,
3. OIL PRESS/BYP caution light (affected 2. ENG FUEL switch - ON.
engine) and aqral alert.
3. FUEL CROSS FEED switch - VERIFY
PROCEDURES: OPEN.
1. ENG OIL pressure- CHECK.
4. FUEL TANK INTCON switch - VERIFY
If oil pressureis in operating range or greater: OPEN.
2. MASTER CAUTION light - RESET. 5. FUEL PRESS caution lights - VERIFY \
3. ENG OIL pressuregauge - MONITOR. extinguished.
15-15
 NAVAIR 01-HlAAC-1

6. ENG OIL gauge - VERIFY normal 1510.2 Battery Overtemperature.

temperature or less. INDICATIONS:
Note I. MASTER CAUTlOiV light
Abnormal instrument readings on the 2. NO. I BATI TEMP and/or NO. 2 BATT
failed engine may indicate that an airstart TEMP light and aural alert.
might be advisable. PROCEDURES:
7. START switch (affected engine) - ON. 1. Affected BA’IT switch - OFF.
8. MGT - 200 “C or less. If on deck:
9. Throttle (affected engine) - OPEN slowly 2. Helicopter - SHUT DOWN (alert crash
to lower side of idle stop. crew).
10. ENG OIL gauge - VERIFY positive If in flight and light does not extinguish:
pressure indication. 3. Land as soon as possible.
11. Starter - VERIFY OFF at 52 to 59 4. Helicopter - SHUT DOWN (alert crash
percent Ng. crew).
12. MGT and Ng gauges- MONITOR.
13. ENG OIL gauge- CHECK pressure and
temperature.
Do not use the fire extinguisher on the
14. Throttle - INCREASE (match engine battery if there is no visible fire, as this
torques). can cause the battery to explode. If a
15. Land as soon as practicable. visible fire has developed, a fire
extinguisher may be used.
15.10 ELECTRICAL SYSTEM
MALFUNCTIONS 15.10.3 Battery System Failure.
INDICATIONS:
15.10,l Complete Electrical Failure.
1. MASTJ3R CAUTION light
INDICATION:
2. NO. 1 BAlT SYS and/or NO. 2 BA’IT SYS
1. All electrical functions cease. light and aural alert.
I PROCEDURES:
I 1WARNING b 1. MASTER CAUTION - RESET.
. ..* If light does not extinguish within 5 minutes:
ti l”Liil I”bS “I .- clr;LLllrc&l
.a. -r-:.-1 ..^...
pu,,u. ^_ .;;:I!

. disable the transmission and gearbox oil 2. Affected BATT switch - OFF.
. cooler blower and will cause the loss of 3. Land as soon as practicable.
L all engine, transmission, rotor, and
component instruments and indicators. 15.10.4 Failure of Both Generators. In the
. The gearbox oil temperaturewill rise very event both generatorsfail in flight, emergency power
I rapidly (approximately 28 “C per minute) is supplied by the batteries. Assuming an 85-percent
and no cockpit indications will be charge, these batteries can supply essential bus
available. power for 25.5 minutes. To conserve battery power,
PROCEDURES: all unneedednavigation and radio equipment should
be turned off. In this emergency situation, the NTS
1. Copilot/gunner ELEC PWR switch - ON. should be turned off. Nonessential bus loads .,are I
automatically shed; however, nonessentIal
2. Airspeed - REDUCE (100 KIAS or less). equipment can be reclaimed by placing the BUS
b 3. Land as soon as possible, switch to MAN.
15.16 ORIGINAL
 NAVAIR Ol-HlAAC-1

INDICATIONS: 3. Nonessential ac bus functions cease \

1. Voltmeter indication low or zero 4. INVERTBR MAIN circuit breaker out.
\
2. AMPS indicate zero PROCEDURES:
3. MASTER CAUTION light 1. INVERTER MAIN circuit breaker- IN.
4. NO. l/NO. 2 DC GEN caution lights and If light remains illuminated:
aural alert.
2. INVERTBR MAIN circuit breaker- OUT.
PROCEDURES:
3. INV switch - STBY.
1. GEN NO. 1 and NO. 2 switches - OFF.
4. MASTER CAUTION light - RESET.
2. BUS switch - As Required.
5. Land as soon as practicable.
3. All unnecessaryequipment - OFF.
4. GEN NO. 1 and NO. 2 switches-RESET, 15.10.7 Failure of Both Inverters.
then ON. INDICATIONS:
5. MASTER CAUTION light - RESET: 1. MASTER CAUTION light
6. Land as soon as practicable.
2. AC MAIN and AC STBY caution lights and

I
If generatorsdo not come on:
7. GEN NO. 1 and NO. 2 switches -
8. Land as soon as possible.
OFF.
aural alert
3. All ac bus functions cease
4. INVERTER MAIN and STBY circuit
breakers out
15.10.5 Failure of One Generator.
5. Loss of all SCAS channels.
INDICATIONS:
1. MASTER CAUTION light yiciiq
2. DC GEN caution light and aural alert
3. Voltmeter indication low (affected The loss of both inverters may result in
generator) the loss of the attitude system.
4. AMPS indication of zero (affected PROCEDURES:
generator).
1. INVERTER STBY circuit breaker- IN.
PROCEDURES:
2. INVERTBR MAIN circuit breaker- IN.
1. GEN switch (affected generator)- RESET,
then ON. 3. INV switch - MAIN.
If output not restored: If either inverter functions:
2. GEN switch (affected generator)- OFF. 4. Unnecessaryequipment - OFF.
3. MASTER CAUTION light - RESET. 5. MASTER CAUTION light - RESET.
4. Land as soon as practicable. 6. Land as soon as practicable.

15.10.6 Main lnverter Failure. If neither inverter functions:

INDICATIONS: 7. INV switch - OFF.
1. MASTER CAUTION light 8. MASTER CAUTION light - RESET.
2. AC MAIN caution light and aural alert 9. Land as soon as practicable.
 NAVAIR Of-HlAAC-1

15.11 FIRE 15.11.3 Dual-Engine Fire in Flight. In the

event that both FIRE PULL warning lights
15.11.1 Fuselage Fire in Flight. illuminate simultaneously in flight, a decision must
be made whether or not to terminate the subsequent
approachwith a full autorotational landing or with a
(WARNING! power recovery and landing. This decision will be
based on the length of time required to land the
When using hand-heldCF3Br Halon 1301 helicopter; i.e., the extent to which the fire will
extinguishers for aircraft in-flight fires, spread prior to landing. At higher altitudes, it may
asphyxiation or degraded human motor be necessary to secure both engines in order to
capabilities will occur with inadequate extinguish the fire before incurring catastrophic
ventilation. damage. At low altitudes, it may be more prudent to
land with power (on at least one engine) in order to
PROCEDURE: increase the probability of a safe landing. In any
event, an immediate landing must be made, and the
*1. Land immediately. ultimate decision on how far to proceed beyond
Procedures,step 1 (below) must be based on altitude
15.11.2 Elimination of Smoke and Fumes in and rests with the pilot in command.
Cockpit.
INDICATIONS:
INDICATIONS:
1. Smoke
1. Smoke or fumes in cockpit
2. Fumes
2. Equipment failure.
3. Fire
PROCEDURES:
4. FIRE PULL and FIRE ENG warning lights
1. ECU/VENT switch - OFF and aural alert.
2. All unnecessaryequipment - OFF. PROCEDURES:
3. Land as soon as possible. *1. Autorotation - ACCOMPLISH.
If smoke or fumes persist and extended flight is *2. FIRE 1 PULL handle - PULL.
’ necessaryand appears feasible: *3. FIRE EKT switch - MAIN.
4. Slow below 40 KIAS. *4. FUEL ENG 1 and ENG 2 switches -
5. m CRS handle - PULL handle OFF.
completely out of arm/fire mechanism. *5. FIRE 1 PULL handle - PUSH IN.
6. q CRS handle - ROTATE *6. FIRE 2 PULL handle - PULL.
(counterclockwise 90’) AND PULL.
7. .rlKc
..T.r r--m- -..(_- “nFr”,rc
CA, 3WILL.U IxLAJLI\. Y. I
8. MAYDAY - BROADCAST.
I
15.11.4 Single-Engine Fire in Flight.
l The helmet visor shall be down prior to INDICATIONS:
activation of the CRS to preclude
possible eye injury. 1. Smoke
l The CRS handle must be pulled 2. Fumes
completely out of the arm/fire 3. Fire
mechanism or the CRS may not
detonate. 4. FIRE PULL and FIRE ENG warning lights
and aural alert (affected engine)
l Reduce airspeed below 40 KIAS prior
to CRS activation. 5. Smoke trail observed during yaw maneuver.
15-18 ORIGINAL
 NAVAIR Ol-Hl AAC-1 ’
b

A
PROCEDURES: 2. Circuit breakers- CHECK.
*1. Collective - ADJUST (to maintain ,,,,,....*......, I
helicopter control, 65 to 70 KIAS, N, 100
percent). Check altitude and power. I
*2. Throttle (affected engine) - CLOSE. Do not reset any circuit breakers that are
*3. Wing stores - 3ETTISON (as tripped. It is likely that those circuits are
appropriate). the problem.
*4. FIRE PULL handle (affected engine) - 3. All unnecessaryequipment - OFF.
PULL.
4. MASTER CAUTION lieht - RESET.
*5. FIRE EXT switch - MAIN/RESERVE. If
fire indications persist, switch extinguisher If fire is not evident and continued flight is
to RESERVE. necessary:
*6. ENG FUEL switch (affected engine) - 5. GEN NO. 1 switch - ON.
OFF.
*7. FUEL CROSS FEED switch - AUTO. 6. GEN NO. 2. switch -ON.
7. INV switch - MAIN.
8. Necessaryequipment - ON.
If the FUEL LOW caution light is If fire is evident on any step 5 through 8:
illuminated, the fuel crossfeed valve will +
open and the fuel boost pumps will 9. Applicable equipment - OFF.
activate, pressurizing the fuel system. +
10. Applicable circuit breaker - OUT/
8. FUEL TANK INTCON switch - OPEN. INBOARD.
\
9. MASTER CAUTION light -RESET. 11. Land as soon as practicable.
b
10. MAYDAY - BROADCAST. If evidence of fire persists:
Il. Land as soon as possible.
12. Both GEN switches - OFF.
If fire persists:
12. Land immediately. 13. BATT switches - OFF (only as required).

15.11.5 Electrical Fire.

INDICATIONS:
1. Smoke or fumes Total loss of electrical power will disable
the transmission and gearbox oil cooler
2. Equipment failure blower and will cause the loss of all
3. Fire engine, transmission, rotor, and
component instruments and indicators.
4. High AMPS indication. The gearbox oil temperaturewill rise very
PROCEDURES: rapidly (approximately 28 “C per minute)
and no cockpit indications will be
1. INV, GEN NO. 1, and GEN NO. 2 switches available.
- OFF.
.u . . . . . . . . . . -. Note
CAUTION The SCAS will disengage with no
i .r,,...n......,. I
electrical power.
Do not attempt a target nm with less than
one generatorand the battery. 14. Land as soon as possible.
 NAVAIR Ol-HlAAC-1

15.12 FUEL SYSTEM MALFUNCTIONS 6. Land as soon as practicable.

15.12.1 Fuel Cell Boost Pump Failure. The 1512.2 Engine-Driven Suction Fuel Pump
helicopter is equipped with two electrically driven Failure. If an engine-driven suction fuel pump
fuel cell boost pumps, either of which is capable of fails, the engine will flameout in less than 15
supplying sufficient fuel to both engines. A seconds because of fuel starvation if the fuel cell
complete helicopter fuel system failure will not be boost pumps are disabled or not operating.
common becauseof separateengine No. 1 (forward
cell) and engine No. 2 (aft cell) fuel boost pumps. INDICATIONS:
Fuel boost pumps operate when the FUEL CROSS
FEED switch is positioned to OPEN or the FWDI 1. NO. 1 or NO. 2 FUEL PRESS light with
AFT FUEL LOW caution light(s) are ON. MASTER CAUTION light and aural alert

2. Engine instruments decrease (affected

engine)
3. Rotor ‘pm decreases.
Avoid helicopter operation with dual fuel
cell boost pump failure above 10,000 foot PROCEDURES:
pressure altitude. This can result in an
engine flameout because of fuel *l. FUEL CROSS FEED switch - OPEN.
starvation.
2. FUEL TANK INTCON switch - VERIFY
Note OPEN.
With the forward boost pump inoperative
I- and the tank interconnect valve open, a 3. FUEL PRESS light (affected engine) -
nosedown attitude in excess of 9” nose CHECK.
down will result in 334 pounds or more of ...~s8*~...m
unusable fuel. Flameout could result.
CAUTION
INDICATIONS: i rmrrrwrnrrwr I
1. MASTER CAUTION light Do not make rapid collective movements.
Flight above lO,OOO-footpressurealtitude
2. NO. 1 or NO. 2 FUEL PRESS caution light shall not be attempted.
and aural alert
4. Land as soon as possible.
3. FUEL CROSS FEED switch OPEN
If affected engine has flamed out:
4.NO. 1 or NO. 2 FUEL PRESS circuit
4 breaker out. 5. Follow procedures for single-engine failure
!b in flight. (Refer to paragraph 15.9.5.)
L . pROCGssKG$;
1. FUEL TANK INTCON switch - VERIFY 15.12.3 Engine Fuel Filter Bypass.
OPEN.
INDICATIONS:
2. FUEL CROSS FEED switch - VERIFY
OPEN. 1. MASTER CAUTION light
3. FUEL PRESS circuit breaker (affected boost 2. FUEL FILTER caution light (affected
pump) - RESET if out. engine) and aural alert.
4. MASTI?R CAUTION light - RESET. PROCEDURES:
1 If FUEL PRESS light does not extinguish:
1. MASTER CAUTION light - RESET.
5. Descend below lO,OOO-foot pressure
altitude. 2. Land as soon as practicable.
15-20 ORIGINAL
 NAVAIR Ol-HlAAC-1

15.13 TRANSMISSION MALFUNCTIONS PROCEDURES:

1. Maintain N,.
15.13.1 Impending Transmission
Failures. An impending transmission failure may 2. Descend - POWER ON.
be indicated by any unusual noise or vibration from 3. Land as soon as possible.
the transmission area, abnormal transmission oil
pressure (low) or temperature (high) indications If Nr decays or more violent vibrations occur:
transmission chip light, reduction of Nr, or yaw 4. Lower collective with throttles full open.
kicks. These indications may occur singularly or in
combination. Generally, there are two extremes that 5. Maintain powered descent.
can be expected in a transmission failure: seizure of 6. Land immediately.
the drive train or a disconnect of the drive train that
would allow the rotor system to turn independently If continued flight is mandatory and appears
of the engines. If an impending transmission failure feasible:
is suspected,whether it is due to oil starvation or a 7. Establish flight of 50-feet AGL and set the
power discontinuity, priority must be given to minimum required power according to the
maintaining Nr. descending, and landing as soon as power chart in NATOPS for the given
possib.le. N, may be maintained by using a altitude and gross weight.
combination of collective pitch setting (with
throttles full open) and airspeed.A smooth transition If Nr decays or more violent vibrations occur:
to an airspeed providing minimum power
requirements should be accomplished. Helicopter 8. Maintain Nr.
controllability will become markedly degraded if N, 9. Land immediately.
decreasesbelow 90 percent.

Power shall be maintained throughout the If an engine-to-transmission disconnect

approach and landing as an aid in occurs, Np may tend to overspeed.
preventing seizure of gears. Priority must be given to maintaining
Nr before attempting to control the Np
INDICATIONS: overspeed.
Autorotation in the event of
1. Unusual noise or vibrations from transmission oil starvation may
transmission areas contribute to transmission seizure.
2. MASTER CAUTION light In certain modes of transmission
failure, loss of hydraulic systems or tail
3. XMSN TEMP/PRESS caution light with rotor drive may occur.
XMSN OIL temperature gauge high and
aural alert With indications of an impending
transmission failure, an approach
4. XMSN TEMP/PRESS caution light with should be made with minimum power
XMSN OIL pressure gauge low and aural changes to minimize the chance of
alert seizure.Control movements should also
be kept to a minimum.
5. XMSN OIL BYP caution light with XMSN
OIL temperature gauge high and aural alert
6. CHIP DETR caution light and GEARBOX
CHIP indicator XMSN light and aural alert Because of the “wet bulb” temperature
1. Nr low system, oil starvation may not be
accompanied by a rising temperature
8. Yaw kicks. indication.
15-21 ORIGINAL
 NAVAIR Ol-HlAAC-1

15.13.2 Transmission Chip Detector. 3. XMSN OIL temperature gauge indicates

high.
INDICATIONS:
1. MASTER CAUTION light PROCEDURES:
2. CHIP DETR caution light and aural alert 1, XMSN OIL pressure- CHECK,
3. GEARBOX CHIP indicator XMSN light. 2. XMSN OIL temperature - CHECK.
PROCEDURES:
3. MASTER CAUTION light - RESET.
I. GEARBOX CHIP indicator PUSH TO
CLEAR XMSN switch - PRESS 4. GRBX OIL temperature- CHECK. I
(maximum three times to clear the first chip
indication). If GRBX OIL temperature is also high (oil cooler
malfunction):
5. OIL COOLER switch - SEC.
A minimum 2-second pause between
presses is required to recharge the 6. Land as soon as practicable. I
capacitor for full electrical output. If XMSN OIL pressureis below limit or temperature
2. MASTER CAUTION light - RESET. remains above limit when power is reduced:
If light extinguishes: 7. Land as soon as possible.
3. Continue flight. I
If light does not extinguish or illuminates again: 15.13.5 Transmission Oil Bypassing
Cooler.
4. Land as soon as possible.
INDICATIONS:
If accompanied by XMSN TEMPlPRESS caution
light: 1. MASTER CAUTION light
5. Land immediately. 2. XMSN OIL BYP caution light and aural
15.13.3 Transmission Oil Pressure Low. alert.
INDICATIONS: PROCEDURES:
1. MASTER CAUTION light 1. XMSN OIL temperature- MONITOR.
2. XMSN TEMP/PRESS caution light and
aural alert 2. Collective - DECREASE (as required to
maintain temperature within limits).
3. XMSN OIL pressure gauge indicates low.
3. MASTER CAUTION light - RESET.
PROCEDURES:
1. XMSN OIL pressure- CHECK. 4. Land as soon as practicable.
2. xX2: GIL tc,mpirGxc - .-W20y
L,1.Y%,x. TC
_. YhKN
___._-_. fbIT
-_- t~mnw2t11r~
._.__r _--.- ~._ ic
.~ a.hnve limit.
3. MASTER CAUTION light - RESET. 5. Land as soon as possible.
4. Land as soon as possible.
15.14 MAIN DRIVESHAFT FAILURE
If XMSN OIL pressure is below the limit:
5. Execute impending transmission failure A main driveshaft failure presents the pilot with
procedures. confusing aural and visual cues that require prompt
interpretation and corrective action. The ENG RPM
15.13.4 Transmission Oil gauge (Np) will indicate overspeeding but the
Overtemperatures. ROTOR RPM gauge (Nr) will decay rapidly and the
INDICATIONS: helicopter will yaw left; the low rotor RPM caution
light and audio signal will activate. Immediate
1. MASTER CAUTION. light response to the low RPM caution is required to
2. XMSN TEMP/PRESS caution light and prevent an excessively low rpm condition from
aural alert which safe recovery would be extremely difficult.
15-22 ORIGINAL
 NAVAIR Ol-HlAAC-1
t

INDICATIONS: If light extinguishes: \

1. Left yaw 3. Continue flight. t

If light does not extinguish or illuminates again:
2. RPM warning light and aural alert +
4. Land as soon as possible.
3. High engine rpm (Np)
If accompanied by C BOX TEMP/PRESS caution +
4. MASTER CAUTION light light:
5. Land immediately. +
5. Zero torque indication
6. Grinding sounds with possible loud banging 15.15.2 Combining Gearbox Oil Pressure +
noise. Low.
INDICATIONS: +
PROCEDURES:
*1. Autorotation - ACCOMPLISH. 1. MASTER CAUTION light +
2. C BOX TEMP/PRESS caution light and
If time and altitude permit: aural alert +
2. ENG FUEL switches - OFF. 3. GRBX OIL pressuregauge indicates low.
+
PROCEDURES:
15.15 COMBINING GEARBOX
MALFUNCTIONS 1. GRBX OIL pressure- CHECK. +
2. GRBX OIL temperature- CHECK. +
3. MASTER CAUTION light - RESET.
4. Land as soon as practicable. +
Power shall be maintained throughout the I
approachand landing to aid in preventing If GRBX OIL pressureis below limit or GRBX OIL \
seizure of gears. temperature is above limit:
5. Land as soon as possible. I+
15.15.1 Combining Gearbox Chip Detector.
If GRBX OIL pressure is zero:
INDICATIONS: +
6. Be prepared to execute impending
1. MASTER CAUTION light transmission failure procedures. +
2. CHIP DETR caution light and aural alert 15.15.3 Combining Gearbox Oil +
Overtemperature.
3. GEARBOX CHIP indicator, 1, 2, SUMP
light INDICATIONS:
4. Grinding noise. 1. MASTER CAUTION light
2. C BOX TEMP/PRESS caution light and
PROCEDURES: aural alert
1. GEARBOX CHIP indicator PUSH TO 3. GRBX OIL temperature gauge indicates
CLEAR 1, 2, SUMP switch - PRESS high
(maximum three times to clear first chip
indication). * 4. UTILITY HYD caution light and aural alert.
PROCEDURES:
Note 1. GRBX OIL temperature - CHECK.
A minimum 2-second pause between 2. GRBX OIL pressure- CHECK.
presses is required to recharge the
capacitor for full electrical output. 3. MASTER CAUTION light - RESET.
2. MASTER CAUTION light - RESET. 4. XMSN OIL temperature- CHECK.
 NAVAIR 01-HlAAC-1

If XMSN OIL temperature is also high (oil cooler Note

malfunction): A sustained hover or very low operating
5. OIL COOLER switch - SEC. airspeeds may result in overtemperature
of the intermediate gearbox oil. In this
I 6. Land as soon as practicable. situation, terminate the low-speed
E If GRBX OIL temperature remains above limit or operation and establish a cooling aifflow
GRBX OIL pressure is below limit: in the gearbox area by establishing
forward flight.
7. Land as soon as possible.
I INDICATIONS:
15.16 INTERMEDIATE AND TAIL ROTOR 1. MASTER CAUTION light
GEARBOX MALFUNCTIONS
2. 42”/90” TEMP/PRESS caution light and
15.16.1 Intermediate (42”) or Tail Rotor (90”) aural alet+
Gearbox Chip Detector. PROCEDURES:
INDICATIONS: 1. Establish and maintain forward airspeed.
1. MASTER CAUTION light illuminates 2. MASTER CAUTION light - RESET.
2. CHIP DETR CAUTION light illuminates If indication persists:
and aural alert sounds
3. Land as soon as possible.
3. GEARBOX CHIP indicator 42”/90” XMSN
light illuminates. 15.17 LOST PLANE PROCEDURES
PROCEDURES: The primary requirements when lost are as follows:
1. GEARBOX CHIP indicator PUSH TO 1. Confess
CLEAR 42”/90” XMSN switch - PRESS
(maximum three times to clear first chip 2. Climb
I
indication). 3. Conserve
Note 4. Communicate
+ 5. Conform.
A minimum 2-second pause between
presses is required to recharge the
I 15.18 LOST SIGHT DURING IMC
capacitor for full electrical output.
+ 2. MASTER CAUTION light - RESET. In the event of lost sight during IMC flight, the
reversal base course will be the reciprocal of the
If light extinguishes: flight present heading. Upon signal, the helicopters
+
3. Continue flight. will acknowledee and take the following action (see
Figure 15-1): -
4 If light does not extinguish or illuminate again:
1. Helicopter Nos. 2 and 4 will commence a
+ 4. Power - REDUCE. standard rate turn away from the flight.
They will call passing through 90” of turn
5. MASTER CAUTION light - RESET.
4 and will turn 170”.
6. Land as soon as practicable.
2. Helicopter No. 3. will comb 500 feet on the
4 If accompanied by 42”/90” TEMPlPRESS caution presentheading. After completing the climb,
light and aural alert: the helicopter will reverse heading away
h from the flight leader 170”. When the No. 4
7. Land as soon as possible. Be prepared to helicopter reports passing through 90’ of the
execute loss of tail rotor procedures.
4 reversal turn, helicopter No. 3 will descend
to the initial altitude.
15.16.2 Intermediate (42”) or Tail Rotor
4 (90”) Gearbox Oil Pressure Low/ 3. The flight leader, upon receiving the radio
Overtemperature. call or helicopter No. 2 passing through 90’
16-24 ORIGINAL
 NAVAIR 01.Hl AAC-1

of turn, will reversecourse 180’ on the same AIM-9 missile, or auxiliary fuel tank
side as helicopter No. 2. installed on the outboard station will
cause the outboard store(s) to be
4. It is essential that all helicopters maintain jettisoned first regardless of jettison
the airspeedof the flight when the dispersal switch positions. P
was commenced. The flight will regroup
when in a clear area. \
15.19.1 Pilot Procedures for Jettisoning.
Modification to this procedure under certain +
conditions may be necessary to avoid obstacles or 1. EMERGENCY JETTISON SELECT
maintain flight integrity (i.e., terrain flight, NVG switches - UP (as appropriate). +
utilization). The flight leader shall ensure all
2. JETTISON button - DEPRESS (at least 1 \
aircrew are briefed accordingly.

15.19 WING STORES JETTISON

15.19.2 Copilot/Gunner Procedures for
Each of the four ejector racks is equipped with an \
Jettisoning.
electrically operated ballistic device to jettison the
attached weapon. The pilot can select a single 1. WING STORES JETTISON switch -
station, a combination of stations, or all stations for INBD, OUTBD, or BOTH (as appropriate).
jettison. The copilot/gunner can select inboard,
outboard, or both. 2. JETTISON cover - UP.
Note
3. WGST JE’IT switch - UP.
Jettisoning inboard stores with four TOW
launchers, four HELLFIRE! launchers, an 4. JETTISON cover - DOWN.
 NAVAIR Ol-HIAAC-1

00 SEC
60 SEC
/+-\
/+-, / \
/ \ \
/
/ \
I
00 SEC I OOO -’ 30SEC 60 SEC
i
,700
i
120 SEC
OES,CEN”
f

I ‘i””

-*b..“”
500.
! JO SEC

STANDARD RATE TURNS.

CUMB AND DESCEND AT SO0 fpm.
MAlNTAlN DlSPERSALAIRSPEED.
RENDEZYOVS W”EN “FR IS REGAINED.

Figure 15-1. Lost Sight During IMC Flight Procedures

15-26 ORIGINAL
,~,,-------\~\\\.\\\-\\\-\\~

NAVAIR Ol-HlAAC-1
+

+
CHAPTER 16 +
Landing Emergencies +
+
because more energy will then be available to the
main rotor when collective is applied. Sites for
autorotative landings should be hard, flat, smooth
surfaces clear of approach and rollout obstruction.
When anticipating an emergency landing During landing, the helicopter should be held in a
or ditching, each crewman should place skids-level attitude and, when contact is made with
his shoulders against the seat back, the ground, the cyclic stick should be moved slightly
manually lock the shoulder harness and forward of the neutral position. After touchdown,
keep his back straight to obtain maximum decreasecollective slowly to full down.
protection from the restraint system.
Note
16.1 AUTOROTATIVE LANDING
The best glide airspeed is 99 KIAS. The
The term “autorotation” is defined as adjusting minimum-rate-of-descent airspeed is 66
the flight controls as necessary to establish an KIAS.
autorotational descent and landing. A safe PROCEDURES:
autorotative approachand landing is dependentupon
variables such as pilot capability, density altitude, Note
airspeed,gross weight, proximity of suitable landing
area,plus wind direction and velocity. This does not
preclude operation in the restricted height velocity l If time and altitude permit, engine
area during emergencies or pressing operational airstart may be attempted after engine
requirements. Heading is maintained by applying failure. It is usually better to
right pedal to decrease the tail rotor thrust. concentrate on making a safe landing
Autorotative rotor rpm will vary with ambient than to use valuable time attempting an
airstart.
temperature, pressure altitude, g loading, and gross
weight. High gross weights, increased g loads, and l All autorotative landings should be
higher altitudes and temperatures will cause made into the wind if possible.
increased rotor rpm that can be controlled by
increasing collective. Do not exceed 120 KIAS in *l. Controls - ADJUST (to maintain Nr and
sustainedautorotation. desired airspeed).
*2. Wing stores - JETTISON (as
Note appropriate).
Avoid abrupt control movements during *3. Throttles - CLOSE.
high-speed autorotation to prevent over-
controlling. 4. FUEL ENG 1 and ENG 2 - OFF.
Any increase of rotor ‘pm above that specified for 5. Collective - INCREASE (cushion
maximum glide will result in an increased rate of landing).
descent. At an altitude of 100 to 75 feet, a After touchdown:
I progressive flare should be established by moving
the cyclic stick aft. This will decrease both the 6. Collective - FULL DECREASE.
airspeedand rate of descentand causean increasein 7. Rotor brake - ENGAGE.
rotor rpm that is dependentupon the rate at which
the flare is executed.Increasedrotor rpm is desirable
 NAVA~R Ol-HlAAC-1

16.2 SINGLE-ENGINE LANDING

Under certain conditions, airspeedin excessof 25

KIAS may be necessaryfor a single-engine landing.
The CRS handle must be pulled
completely out of the arm/fire mechanism
16.3 LANDING IN TREES or the CRS may not detonate.
An autorotation into a heavily wooded area should
be accomplished by executing a normal autorotative 4. Both throttles - CLOSE.
approachand full flare. The flare should be executed 5. Collective - INCREASE (smoothly to
so as to reach a zero rate of descent and zero cushion landing).
groundspeed as close to the top of the trees as
possible. As the helicopter settles, increase As helicopter settles:
collective to maximum.
6. Collective - INCREASE (to maximum).
16.4 DITCHING
7. Rotor brake - ENGAGE.

When rotor blades have stopped:

8. Helicopter - EXIT.
l Do not abandon the helicopter until the
rotor blades have stopped. When well clear of the helicopter:

l Do not inflate the life vest until well 9. Life vest - INFLATE.
clear of the helicopter.
16.4.2 Ditching - Power Off.
PROCEDURES:
PROCEDURES:
1. IFF transponder MASTER switch -
EMER. 1. Helmet visor - DOWN.
2. MAYDAY - BROADCAST (give
position).

16.4.1 Ditching - Power On.

Helmet visors shall---~ be down prior . to
.
PROCEDURES: acCCvatlm Of the CKS to prevent possible
eye injury.
Perform a normal approach to hover 3 to 5 feet
above the water. 2. m Canopy removal system
(CRS) hzxl!, - Pr-rLL. I
1. Helmet visor - DOWN.
3. H Canopy removal system
piiiziq (CRS) handle - ROTATE
(counterclockwise 90’) AND PULL.
I
Helmet visors shall be down prior to
activation of the CRS to prevent possible
eye injury.
Canopy removal system The CRS handle must be pulled
(CRS) handle - PULL. completely out of the arm/fire mechanism
or the CRS may not detonate.
3. (FRzUtopy removal system
handle - ROTATE 4. Collective - INCREASE (smoothly to
(counterclockwise 90”) AND PULL. cushion landing).
16.2 ORIGINAL
 NAVAIR 01.HlAAC-1

As helicopter settles:

5. Collective - INCREASE (to maximum).

6. Rotor brake - ENGAGE.

When rotor blades have stopped:

7. Helicopter - EXIT.

When well clear of helicopter:

8. Life vest - INFLATE

2. Pull beaded handles down and straight out

to inflate. If beaded handle inflation fails,
l Do not abandonthe helicopter until the use the oral inflation tube.
rotor blades have stopped.

l Do not inflate the life vest until well

clear of the helicopter.

l In the event the helicopter has

submerged prior to egress, allow in-
rushing water and bubbles to subside
prior to releasing the seat harness and
egressingfrom the helicopter.

16.6 POSTEGRESS PROCEDURES

16.5.1 Life Preserver Assembly Inflation.

3099Wl 3. Squeeze the LPA waist lobes together to

Jl400 help release the Velcro on the collar lobe or
manually releasethe Velcro on the collar, if
necessary, to achieve complete collar lobe
1. Locate the beadedhandles on the LPA. information.
16-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

2. Turn the light off if the rescue helicopter

approachesto avoid possible flicker vertigo.

Note
The SDU-5/E strobe light can be attached
to the helmet by mating hook and pile
(Velcro) tape.

16.5.2.2 Mk 79 Mod 0 Illumination Signal

Kit. This signaling device uses a pencil-type
launcher and cartridge flare to attract the attention of
4. Remove the chafing material (when SAR aircraft.
required), and snap the LPA waist lobes
together.

16.5.2 Signaling Devices. The following

information describes the use of signaling devices
and is not intended to prescribe any given order of
priority that would be dictated by the immediate
situation of the survivor.

16.5.2.1 SDU-5/E Distress Marker Light. The

distress marker light emits a 360” beam of light that
flashes at a rate of 40 to 60 flashes per minute for
.In”mrimstP1..
-rr _I,....._--., 17
_- l.n..r.
..“__“.

-7
1. Depress the on/off switch on the bottom of 514m

the light to activate.

16-4 ORIGINAL
 NAVAIR 01 -Hl AAC-1

1. Screw the launcher onto the cartridge flare 2. Place the back of the mirror in front of the
while pointing the flare in a safe direction. eye with the right hand and line up the two
holes on the target.
\WARNINO( 3. Rock the mirror until the cross lines appear
on the foresight; the beam should then be on
the target.
Prior to screwing the launcher into the
cartridge flare, ensurethe trigger is in the 4. Even if no aircraft or ships are in sight,
cocked position in the angular slot. continue to sweep the horizon. Mirror
flashes can be seen for many miles even in
hazy weather.
16.5.2.4 Mk 13 Mod 0 Marine Smoke and
Illumination Signal. This smoke and illumination
signal is a hand-held flare used to attract the
attention of SAR aircraft and to give winddrift
direction.

The Mk 13 Mod 0 signal may reach a

temperature that is uncomfortable to
handle after ignition. Use of gloves is
suggested.

2. Hold the launcher directly overhead. Pull

back on the trigger and release. The flare
has a minimum 4-112 second duration and
can be launched to 200 feet.

16.5.2.3 Emergency Signaling Mirror With

Foresight. The signaling mirror flashes reflected
light with a brilliancy of up to 8 tiillion candle
power that can be seen45 to 50 miles on a clear day
with search aircraft at 5000 feet.
l The flare, incorporating paper vice
plastic end caps, has no protrusions on
the cap.
l The flare burns approximately 20
seconds with approximately 3000
candle power.

NIGHT DAY
RED cap. Orange cap.
Protrusions on cap. No protrusions on cap.
Beads around rim.
Metal washer attached
1. While holding the foresight in the left hand, to lanyard.
line the foresight up with the target.
16-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

3. Ignite the signal flare by a quick pull on the

ring.

1. Remove the cap from the desired end. 4. The ignited signal flare most be held at arms
length downwind to prevent damage to the
flotation device from hot residue.

16.5.2.5 ANIPRC-9Q Radio Set. The ANIPRC-

90 radio set is a dual-channel transmitter/receiver
survival radio capable of transmitting (voice mode)
up to 60 nmi (line of sight, depending on the
receiving aircraft’s altitude). It operates on guard
(243.0 MHz) or SAR primary operating frequency
(282.8 MHz) with a mode for swept-tone signal on
20900012 243.0 MHz only.
mm

2. Poll the flip ring over the signal rim to break

the lead seal. If the seal does not break, push
the ring until it bends against the case.

Do not use undue force aq this will cause

the ring to snap off. If the seal does not
break, wiggle the ring from side to side.

16-6 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Note

l In order to maximize signal strength,do

not point the antenna directly at the
aircraft when transmitting or receiving
on any frequency. Transmission of the
beacon or code can be up to 80 nmi.
l The radio is equipped with an external
earphonecapability to assist in avoiding
enemy detection or for use in the event
of aircraft radio failure.

16.5.3 Rescue. If survivor pickup is to be

effected by helicopter, the following procedures
should be performed for an unassisted rescue (no
swimmer deployed):

Note

The main hook has a small and large

hook. The large hook is the primary hook
for hoisting personnel.

1. Upon approach of the rescue helicopter,

lower the visor.
2. Swim toward the rescue device that has
been lowered.
?amom16
16.5.3.1 Procedures for Use of the Rescue .a464
Hook.

piiq 1. Attach the large hook of the rescuedevice to

the V-ring of the survival vest.

l To allow discharge of static electricity

and prevent electrical shock, avoid
touching the rescue hook until it has
made contact with the water/ground. Do not place fingers directly on the latch
l To avoid severe injury, keep hands mechanism. Sudden tension on the cable
clear of the hook and ring assemblies could cause fingers to become jammed in
during hoisting. the latch and result in serious injury.
 NAVAIR Ol-HlAAC-1

16.5.3.2 Procedures for Use of the Rescue

Strop.

To allow discharge of static electricity

and prevent electrical shock, avoid
touching the rescuehook until it has made
contact with water/ground.

,Q y\
.J fJ%Y WECTOR
‘SNAP
2. Cross arms in front of chest and place head
down and to the left. Give a thumbs-up
signal to the helicopter hoist operator.

V RING
Under no circumstances should survivors
attempt to assist their entrance into
helicopter or move from the rescue device
until an aircrewman assists them to a seat I- ” RINGS - 1
in the helicopter.

3. Position of the aircrewman during hoist.

Upon clearing the water, cross feet. 1. Swim to the rescue device.
16-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

4. Grasp the pull tabs of the retainer straps and

pull the straps free. Attach the quick-ejector
snap hook of the long strap to the V-ring of
the short strap and pull the retainer.

2. Grasp the free end of the rescue strop in the

right hand, rotate the body, and swim in a
small circle causing the strop to encircle the
body.

5. Ensure the rescue strop is above the LPA

waist lobes and high on the back. Give a
thumbs-up signal to the helicopter hoist
operator.

Under no circumstances should survivors

attempt to assist their entrance into
helicopter or move from the rescuedevice
3. Attach the V-ring of the strop to the large until an aircrewman assists them to a seat
hook. Both arms should be above the strop. in the helicopter.
 NAVAIR Ol-HlAAC-1

To avoid severe injury, keep hands clear

of the hook and ring assemblies during
hoisting.

Illustration of the forest penetrator with flotation

collar and seats retracted. (The safety straps were
omitted to show connection of the rescui hook to the
eyebolt.)

6. Wrap arms around strop and keep head

down. Upon clearing the water, cross feet.
; i,.f , :..::
i,J
‘..>,,
‘:...
16.6.3.3 Procedures for Use of Forest ;.;;g
. .,
..,
..,..I
. ::‘....,
...-:.‘..
Penetrator. :.‘;;;:.,.5+:
... ...;y..
txOTKnON
COUAR
! -1k-r
SsATa
ExlsN0E0
l To allow discharge of static electricity
and prevent electrical shock, avoid
touching the rescue hook until it has -28
.Mm
made contact with the water/ground.

l To avoid severe injury, keep hands

clear of the hook and ring assemblies Illustration of the forest penetrator with flotation
during hoisting. collar and seatse&ended.
 NAVAIR 01-HlAAC-1 ’
a .

and pull the shaft of the penetrator close to \

the chest.
\ .

1. Unsnap the LPA waist lobes. \L

4. Pass the safety strap under the arm, around

the back, and under the other arm. Connect
the safety strap and tighten.

2. Extend only one seat on the forest

penetrator.

5. Give a thumbs-up signal to the helicopter

hoist operator.

Under no circumstances should survivors

attempt to assist their entrance into the
helicopter or move from the rescue device
3. Sit on the seat facing the flotation collar. until an aircrewmao assiststhem to a seat
Using elbows, separatethe LPA waist lobes in the helicopter.

16-11 ORIGINAL
 NAVAIR 01-HlAAC-1

Suffocation may result if the CBR

protective assembly is exposed to smoke
or direct flames. The CBR mask will
afford some protection against fire and
fumes, although the mask is made of a
combustible material and will not provide
protection in an oxygen-deficient
environment.
While egressing the helicopter over land as
previously described and while wearing the CBR
protective assembly, the following additional steps
m must be performed.
-34
.n4m
16.6.4.1 Emergency Egress Over Land.
6. Put the head down and wrap the arms 1. After releasing the seat harness and, if time
around the forest penetrator. Cross the legs permits, disengaging the ventilator from the
upon clearing the water. aircraft mounting bracket, unplug the
ventilator power cord and carry the
Note ventilator by the web strap handle while
egressing the helicopter.
It is difficult to predict the precise mode
of rescue. Survivors must be alert for
modes of rescue that have not been
practiced or briefed. Because of the
variety and complexity of conditions
encountered,it is impossible to formulate
procedures to cover every contingency.
The key is to develop a survival attitude.

16.6.4 A/P22P-9(V) CBR Protective

Assembly. The A/P22P-9(V) CBR protective
assembly is worn when considered appropriate for
protection against the elements of chemical,
biological, or radioactive warfare. For general -S3
information, normal donning and doffing, and .wm
routine usage, reter to tne Aviation crt?W System
Manual (NAVAIR 13-l-6-10). Special Mission 2. If time and circumstance necessitate egress
Aircrew Equipment, and the NATOPS Survival without the ventilator, quickly disconnect
Manual (NAVAIR 00-8OT-101). For contaminated the ventilator hose from the manifold inlet
doffing procedures, refer to the U.S. ARMY 3-5 hose and leave the ventilator in the aircraft
Decontamination Manual. mounting bracket.

Note
An axial pull of 25 pounds at the RIED
Thorough familiarization with procedures valve is required to disconnect the
and operation during emergency ventilator hose from the manifold inlet
situations is essential. Exposure to hose. When the hoses are disconnected,
harmful elements or suffocation may the optical area of the face plate will mist
result from improper use. over rapidly.
 -
Jt400 6. Remove the respirator assembly.
16.6.4.2 Emergency Water Egress.
3. Close the hood outlet valve and quickly 1. To prevent tvater entry into the mask, close
egressthe helicopter. the hood outlet valve prior to impact. Take a
deep breath just prior to the ventilator
submerging.
2. Disconnect the ventilator hose from the
manifold inlet hose.

Failure to close the hood outlet valve and

to disconnect the respirator hose from the
manifold inlet hose will result in mask
flooding.
-37 3. Maintain a reference point with one hand
.mca and release the seat harness. Egress and
swim clear of the helicopter.
4. Inflate the LPA when clear of the helicopter.
4. Upon egresswithout the ventilator, depress
the perforated snorkel portion of the RIED
valve to breathe unfiltered air temporarily.

5. Shear the antidrown connector on the mask 5. Hold the RIED valve above water level and
for direct breathing of unfiltered air (twist depress the perforated portion to breathe
counterclockwise and pull down). unfiltered air temporarily.
16-13 ORIGINAL
 NAVAIR Ol-HlAAC-1

Note 16.5.4.3 Ventilator Malfunction. Ventilator

malfunction may be caused by electrical power or
The CBR protective mask provides good ventilator motor failure. This will result in the loss
visibility, and the manifold hose can be of the positive overpressurefeature of the mask and
used as a snorkel in rough water. the cooling air used to prevent mask misting.

6. If flooding of the face mask occurs, clear the 1. Change the controls to the unimpaired pilot.
mask immediately upon surfacing by using
2. Close the hood outlet valve.
the following procedure:
3. Check rhat the ventilator power switch is on

I 4.
and the circuit breaker is in.

Check the integrity of the ventilator power

Do not attempt to breathe through the cord.
inlet hose en route to the surface or with
water in either the mask or manifold tube. 5. Install the spare battery.
as drowning may occur.
16.5.4.4 Airsickness in Contaminated Area.
a. Locate and shear the antidrown
connector (twist counterclockwise and 1. Disconnect both of the mask toggle harness
pull down). leads from the helmet.

b. Ensure that the mask exhalation valve is 2. Disconnect the helmet chin strap.
above water and the mask is upright. Lift the bottom of the mask from the face to
3.
Exhale forcefully. The mask will rapidly allow vomitus to drain from the mask area
drain. to the neck.
C. To draw water from the hood, open the 4. Replace the mask on the face and reconnect
hood outlet valve and tilt the hood to the the chin strap mask and mask toggle
left. harness.

16-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

PART VI

All Weather Operation

Chapter 17 - Instrument Procedures

Chapter 18 - Extreme Weather Operation

59 (Reverse Blank) ORIGINAL

 CHAPTER 17

Instrument Procedures
17.1 INTRODUCTION 17.3.2 Instrument Flight Checklist.
1. Maps, supplement, approach plates - As
The purpose of this chapter is to provide required.
information and proceduresfor operating under light
icing, cold weather,and instrument flight conditions. 2. Fuel packet - If required.
This chapter does not include equipment
descriptions since, that information is contained in 3. Cockpit heating equipment - CHECK
operation.
Part I. Detailed instrument proceduresare discussed
in the NATOPS Instrument Flight Manual 4. Pitot heater.- CHECK operation.
(NAVAIR 00-8OT-112).
5. Rain removal - CHECK operation.
Note

Because of various controllable modes

of helicopter flight, the possibility of Extended use of the rain removal system
pilot vertigo causedby sideward motion can cause damage to the windshield.
or oscillation is a more prevalent hazard
during night and instrument flight than 6. Magnetic compass- CHECK. I
it is in fixed-wing flight. 7. Vertical speed indicator - CHECK needle
position. I
Under instrument conditions,
particularly at night through conditions 8. Altimeters - CHECK and SET.
of reduced visibility, unnecessary 9. Clock - SET.
operation of the anticollision light
should be avoided. Uncommon 10. Radios and IFF - CHECK and SET.
reflection on the helicopter windows
caused by the rotating light being 11. BDHI - SLAVED, check alignment.
reflected back from the clouds through 12. NAVAIDs - CHECK and SET.
the whirling blades may cause vertigo.
Crew coordination is discussed in Part
XI.

17.2 SIMULATED INSTRUMENT m In the event of EGI failure, turning

PROCEDURES MASTER ARM to OFF may result in loss
of attitude reference. If the MASTER
Safety precautions and detailed procedures for ARM is in STBY or ARM, then attitude
conducting simulated instrument flight are contained reference comes from helicopter
in OPNAVINST 3710.24 series. ATTITUDE GYRO.

17.3 INSTRUMENT FLIGHT PROCEDURES 17.3.3 Air Taxi.

1. BDHI - CHECK operation.
17.3.1 Start. Complete the normal exterior
inspections and the Prestart and Start Checklist 2. Turn-and-slip indicator - CHECK
items. alignment and operation.
17-1 ORIGINAL
 NAVAIR 01-Hl AAC-1

3. Attitude indicator - CHECK alignment, technique and procedure described in Chapter 7.

operation, and SET horizontal bar. Under instrument conditions, use the best rate-of-
climb speed for the operating gross weight.
4. Magnetic compass- CHECK operation. Climbing turns should be limited to a maximum
bank of 20”.
5. Vertical speed indicator - CHECK
operation. 17.3.6 Instrument Cruising Flight. After
leveling off, stabilize airspeed and power. Particular
attention should be given to navigation since the
6. Exterior lights - As desired. slow airspeed associatedwith helicopters can result
in large drift angles.
17.3.4 Instrument Takeoff. When a normal
hover is not possible, the helicopter may be flown 17.3.6.1 Speed Range. A minimum speed of 70
off the deck and into a normal climb without any knots should be observed to maintain the normal
outside reference. flight characteristics associatedwith forward flight.

1. Maintain a level attitude with reference to 17.3.6.2 Electronic Equipment. Radio and
the attitude indicator. navigation equipment are operated in the normal
manner.
2. As the helicopter becomes airborne, move 17.3.6.3 Holding. An airspeed of approximately
the cyclic control stick forward and adjust 100 knots can be easily maintained in the normal
collective pitch as necessary for transition holding pattern. However, a navigational problem
into a forward speedclimbing flight. will be present while attempting to maintain a
pattern in high wind.
Note
Note
The airspeed indicator is unreliable at
airspeedsless than 40 knots. Drift correction angles of 30” are not
uncommon to a helicopter.
3. Establish a rate of climb of at least 500 fpm
with reference to the altimeter and vertical 17.3.7 Descent. Normal descents are made by
speedindicator. reducing power until the desired rate of descent is
accomplished. En route descents are.normally made
Note at cruising airspeed.

Normally, turns should not be executed

prior to reaching a 200-foot altitude.

4. Maintain a smooth acceleranon up to ii,

knots with referenceto the attitude indicator
and the airspeed indicator.

17.3.5 Instrument Climb. Climb under

instrument conditions is similar to the climb

17-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHAPTER 18

Extreme Weather Operation

18.1 COLD WEATHER OPERATION Install the engine inlet and exhaust covers after
shutdown.
18.1.1 Introduction. Operation of the helicopter
in cold weather or on an arctic environment presents 18.1.4 Preparation For Flight. Preparation for
no unusual problems if the pilot is aware of the cold weather flights should include normal
changes that take place and conditions that may exist procedures in PART III with the following
because of the lower temperatures and freezing exceptions or additions. All vents and openings such
moisture. The pilot must be more thorough in the as fuel vents, battery vents, transmission breather,
walkaround inspection when temperatures have been heater exhaust and intake, and engine air intakes
or are below 0” C (+32 “F). Engine inlet screens must be checked for ice.
shall be installed when operating in possible icing
conditions. (WARNING(

18.1.2 Engine Servicing. Fuel and oil servicing Accumulations of snow and ice shall be
should be accomplished immediately after engine removed prior to flight. Failure to do so
shutdown to prevent condensation within the tanks can result in hazardous flight because of
because of temperature change. Refer to Chapter 3. aerodynamic and cg disturbances as well
as the introduction of snow, water, and ice
18.1.3 Engine Ground Operation. During into internal moving parts and electrical
extreme conditions, install covers after engine systems. The pilot shall be particularly
shutdown. In extreme cold weather, a ground heater attentive to the main rotor and tail rotor
unit may be used. Snow, slush, or ice shall be systems and exposed control linkages.
removed from any area where jet engines may be
operated. Keeping the areas clean will prevent Note
cinders, sand, or chunks of ice from being sucked
into the engines or blown at high velocity into other At temperatures of -35 “C (-31 OF) and
aircraft that might be in the vicinity. lower, the grease in the couplings of the
main transmission drive shaft may
During extreme cold weather, external vents and congeal to a point that the couplings
drains shall be inspected prior to operating the cannot operate properly. If found frozen,
engines and prior to flight. gradually apply heat to thaw the couplings
before attempting to start the engines.
w.w.*.....w... Indication of proper operation is obtained
CAUTION by turning the main rotor blade opposite
f . ..88.*+......... f to the direction of normal rotation while
If the engines fail to accelerate to proper an observer watches the driveshaft to see
idle speed (cold hangup) or the time from that there is no tendency for the
light-off to idle is excessive, abort the transmission to “wobble” and listens for
start. no loud noise coming from the couplings.

A sudden loss of oil pressure in cold weather, 18.1.4.1 Preheating. Whenever outside ambient
other than a drop caused by the relief valve opening, temperature is -40 “C (-40 “F) or below, preheating
is usually because of a broken oil line. Shut down of the engines, gearbox, transmission, and associated
and investigate for the cause. system components is required. Flight and engine

18-l ORIGINAL
 NAVAIR Ol-Hl AAC-1

controls may be difficult to move after the helicopter minutes. However, the time required for
has been cold soaked. If the controls arc not warmup will depend on the temperature of
sufficiently free for a safe start and low-power the engine and lubrication system before
warmup, have the affected controls thawed by start.
heating. It may also be advisable to apply preheating
to other areas such as the main rotor hub and During starts in extreme cold weather (near
cockpit. -54 “C/-65 “F), the following oil pressure
characteristics are typical:
Note a. Oil pressure may remain at zero for
When moving the helicopter into or out of about the first 20 to 30 seconds after
a heated hangar where there is an extreme initiating start. Abort the start if the oil
difference in outside temperature, a pressure does not register within I
canopy door should be open to equalize minute after initiating the start.
the temperature inside the cockpit. b. Once oil pressure begins to indicate on
Extremely unequal temperatures on the gauge, it will increase rapidly and go
opposite sides of Plexiglas can cause over the 100 psi limit. The pressure will
differential contraction and breakage. decrease as oil temperature rises. This
condition is considered normal. The
18.1.5 Main Rotor Blades and Elevator. time for oil pressure to decrease to 100
Visually check the upper surfaces to be free of ice psi or below will depend on the severity
and snow. Untie the blades and walk through 360° in of the ambient temperature, but it should
the direction of rotation and ensure there is no be in the normal range within 5 minutes
restriction in operation or flapping freedom because after starting the engine.
of ice formation. Check the synchronized elevator
for ice and snow on the surface and for restricted C. The oil pressure may increase above the
movement caused by ice and snow between the maximum pressure limit of 100 psi if the
fuselage and the elevator. engine is accelerated above the idle
while the oil temperature is below
18.1.6 Before Starting Engines. When normal operating range. The pressure
temperatures are below -18 “C (0 “F), an APU will decrease to within the normal
should be used to ensure smooth, fast engine operating range as the oil temperature
acceleration. When a battery start will be necessary increases.
after the helicopter has been cold soaked at
It is normal for the OIL PRESSlBYP
temperatures below -18 “C (0 “F) for more than 3
caution light to be illuminated when starting
hours. the batteries shall be preheated. If a heater is
an engine with oil temperatures below
not available, the batteries should be removed from
the helicopter and stored in a warm place. normal operating temperatures because of
the relatively high oil viscosity and the
degree of contamination accumulation in the
oil filter. When the engme oii temperature
reaches about 38 “C during warmup, the
light should extinguish.
Avoid starting the engines on glare ice to
avoid the effect of torque reaction when When starting in cold weather (below -40
increasing rpm. “C), if light-off does not occur within IO
seconds after initial indication of Ng speed,
18.1.7 Starting Engines. When OAT is below quickly move the tlirottle for the affected
-I 8 “C (0 OF), accomplish the following procedures engine back to the closed position and then
in addition to those listed in Chapter 7. to the idle detent three times. ending up at
idle. If light-off still does not occur within
I. It is normal to observe high engine oil 40 seconds, abort the start, prime the
pressure during initial starts when the oil is engine(s), and perform another start. The
cold. Run the engine at idle until the oil following checklist applies:
pressure is within limits. Oil pressure should
return to the normal range after operating 5 a. FUEL CROSS FEED switch - OPEN.

1 a-2 ORIGINAL
 NAVAIR 01 -Hl AAC-1

b. Throttle - OPEN to EECU sumps, which will prevent a successful

LOCKOUT. cold weather start. Preheating these
components before attempting cold
c. Observe fuel coming out of overboard weather starts is recommended.
drain.
d. Throttles - CLOSED. 18.1.8 Air Taxi (Snow Conditions). Operating
the helicopter during conditions of snow may result
e. Attempt a normal start in a hazardous situation known as “whiteout.”
Whiteout, or circulation of snow through the
rotorwash, can occur during air taxi, when in a
hover, or on a short final approach to landing. It is
potentially hazardous because the pilot may lose
Under cold weather conditions, make sure visual reference outside the cockpit. Air taxiing
all instruments have warmed up should be at an airspeed that will keep the snow
sufficiently to ensure normal operation. cloud aft of the stub wings (approximately 10 to 15
Check for sluggish instruments before knots depending on the wind). Care should be taken
takeoff. not to air taxi near another operating helicopter.
~,,.....W...,,.
CAUTION 18.1.9 Takeoff. Cold weather presents no
I w,,..........,,. i particular takeoff problem unless the cold weather is
accompanied by snow. The problem of restricted
l A sudden loss of oil pressure in cold visibility because of blowing or swirling snow (from
weather, other than a drop caused by rotor wash) can be acute and may require a
relief valve opening, is usually because maximum power takeoff or perhaps even an
of a broken oil line. Shut down and instrument takeoff without hover to get the
investigate for the cause. helicopter safely airborne. Use available objects for
reference, such as smoke grenades, oil drums, rocks,
l Do not advance beyond 67 +3 percent etc. If the takeoff is surrounded by a large expanse
Ng until both engines, combining of smooth, unbroken snow, there is danger that the
gearbox, and transmission oil pressures pilot may become disoriented because of the absence
are stabilized within the desired of visible ground reference objects.
operating range.
Note
l When starting an engine that has been
exposed to low temperatures overnight,
watch for a rise in MGT within 40 l Before takeoff under icy conditions,
seconds. If no MGT rise is evident, check that the landing gear is not frozen
prime the engine and attempt another to the ground.
engine start. If there is not overboard
l It may be necessary to get the
fuel flow during prime, inspect for ice
helicopter light on the skids and apply
in the sumps and filters.
small pedal pressure to ensure the skids
are not frozen to the ground.
Note
18.1.10 Icing Conditions. Flight through icing
l When the helicopter is positioned on an
conditions should be avoided. However, should icing
icy surface, it is advisable to make a
be inadvertently encountered, the helicopter may
free rotor engine start to prevent exhibit the following characteristics.
possible helicopter rotation caused by
the rapid increase in torque experienced
during a rotor brake start.
l Although cold weather does not
particularly affect the engine itself, it Engine inlet screens shall be installed
may cause the usual problem of ice in when flight into possible icing conditions
the fuel lines, control valves, and fuel is expected.

18-3 ORIGINAL
 NAVAIR Ol-HIAAC-1

18.1.10.1 Engines. Icing in the air intake system this frequently involves landing and taking off from
will be evidenced in the cockpit only as a power loss snow-coveredterrain. The snow depth is usually less
(which could be as much as 5 percent) and a in open areaswhere there is little or not drift effect.
correspondingincrease in Ng of. less than 2 percent. The snow depth is usually greater on the downwind
Engine anti-ice should be acttvated when flying side of ridges and wooded areas.Whenever possible,
through visible moisture at temperaturesof 4 “C (40 the pilot should familiarize himself with the type of
OF) and below. When the engine anti-ice system is terrain under the snow (tundra, brush, marshland,
on, a power loss of IO to I2 percent should be etc.).
anticipated. Refer to paragraph 2.1.4 for a
description of the engine anti-ice system. On all snow landings, anticipate the worst
conditions (i.e., restricted visibility becauseof loose
18.1.10.2 Rain Removal and Pitot Heat. These whirling snow and an unfirm ice crust under the
snow). When loose or powdery snow is expected,
systems will continue to perform satisfactorily in
icing conditions. Both systems should be activated make an approachand landing with little or no hover
when flying through visible moisture at temperatures to minimize the effect of rotor wash on the snow. If
of 4 “C (40 “F) and below. possible, have some prominent ground reference
objects in view during the approach and landing. If
no such objects are available, a smoke grenade,etc.,
18.1.10.3 Rotor System. Ice will build on the
rotor blades and shed naturally in l5- to 20-minute dropped from the helicopter may suffice.
cycles after encountering icing conditions. Ice In flights of two or more, separation should be
buildups on the rotor system are characterized by a expected prior to arriving in the landing zone to
concurrent increasein torque and MGT. Initiation of preclude the possibility of having to land in a snow
the shedcycle usually results in a one-per-revolution cloud produced by another helicopter.
vibration caused by asymmetrical shedding.
Vibrations are of light to heavy intensity. If
vibrations are encountered immediately after or
during flight through icing conditions, rapidly
beeping the rotor rpm through its entire range may If visual reference is lost. accomplish a
alleviate the problem. The shed cycle should be go-around.
complete in 5 to IO minutes after vibrations are
initially encountered. After the shed cycle is . . ..w...........
complete, torque and MGT should drop. CAUTION
I W...,,.......,.. I
18.1.10.4 Airframe. Ice buildup can be monitored
by observing the stub wing and the forward section l Whenever possible when landing on
of either skid. glare ice, reduce the sink rate as much
as practical in order to reduce bending
18.1.10.5 In-Flight. Prior to or immediately after loads on the crosstubes
--^n9*n+nr;nn
-.alyl is-inn
...-.... ~ ._... rnnrlitinnc, ItEe the rain removal
D -1..---- - p,:a:io a.;,(!:a&: ..:‘n\rerPan
system to keep the windshield clear prior to ice --.. “PnPtrnte
I----- .. .-
the surface of snow and ice fields (such
formation. as the polar region); therefore, when
. .. . . . . . . . ..w... radio and radar equipment are used for
CAUTION measuring terrain clearance, they may
I . .. . . . ..\...... I indicate greater terrain clearance than
actually exists,
The rain removal system should be turned
OFF as soon as cleared vision will permit. After contacting the surface, maintain rotor rpm
Heat may melt the windshield if operated and slowly decreasecollective pitch while slightly
for a prolonged period on a dry rotating the cyclic stick until the helicopter is firmly
windshield. on the ground. Be ready to take off immediately if,
while decreasing collective pitch, one landing gear
18.1.11 Landing. In normal operations, should hang up or break through the crust. Do not
helicopters are often required to land or maneuver in reducerotor rpm until it is positively determinedthat
areasother than preparedairfields. In cold weather, the helicopter will not settle.
18-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

18.1.12 Shutdown. The rotor brake should not be Install the engine inlet and exhaust covers after
used on shutdown to preclude airframe damage shutdown.
becauseof inducing main rotor blade ice shedding.
Should operational requirements dictate use of the 18.2.2 Preparation For Flight. Plan the flight
rotor brake, the rotor system should be allowed to thoroughly to compensatefor the existing conditions
coast down to 30-percentrpm before gently applying by using the charts in PART XI. Check for the
the rotor brake. Be prepared to release the brake presence of sand and dust in control hinges and
quickly if the helicopter starts to slip (rotate) on icy actuating linkages. Inspect for and have removed
landing surfaces. any sand or dust deposits on the instrument panel
and switches and on and around the flight engine
18.1.13 Postflight. Inspect the undersideof both controls.
main rotor blades after shutdown for possible
damage causedby tail rotor blade ice shedding. 18.3 MOUNTAIN AND ROUGH TERRAIN
FLYING
18.1.14 Before Leaving the Helicopter. Many helicopter missions require flight and
Perform the following checks in addition to those iandings in rough and mountainous terrain. Refined
listed in PART III before leaving the helicopter. flying techniques, along with complete and precise
Open the pilot and copilot/gunner canopy doors to knowledge of the associated problems to be
permit free circulation of air to retard frost formation encountered, are required. Landing site condition,
and reduce cracking of the transparent surfaces wind direction and velocity, gross weight
because of differential contraction. Check that limitations, and effects of obstacles are a few of the
moisture accumulations are drained as soon as considerationsfor each landing or takeoff. In a great
possible after engine shutdown. Check fuel cell many cases, meteorological facilities and
sumps, fuel strainer, transmission oil sump, and information are not available at the site of intended
engine oil systems. Check all vents for ice stoppage. operation. The effects of mountains and vegetation
can greatly vary wind conditions and temperature.
For this reason, each landing site must be evaluated
18.2 HOT WEATHER OPERATION at the time of intended operation. Altitude and
Operations when OATS are above standard day temperature are major factors in determining
conditions do not require any special handling helicopter power performance. Gross weight
technique or procedures, other than closer limitations under specific conditions can be
monitoring of oil temperatures and MGT. As computed from the performance data in PART XI. A
ambient temperature increases, engine efficiency major factor improving helicopter lifting
decreasesand power can become critical under high performance is wind. Weight carrying capability
gross weight conditions on extremely hot days. increases rapidly with increases in wind velocity
relative to the rotor system. However, accuratewind
information is more difficult to obtain and more
18.2.1 Desert Operation. Desert operation variable than other planning data. It is therefore not
generally means operation in a very hot, dusty, and advisable to include wind in advancedplanning data,
often windy atmosphere. Under such conditions, except to note that any wind encountered in the
sand and dust will often be found in vital areas of operating area may serve to improve helicopter
the helicopter. Severe damage to the affected parts performance. In a few cases, operational necessity
may be caused by sand and dust. The helicopter will require landing on a prepared surface at an
should be towed into takeoff position, which if at all altitude above the hovering capability of the
possible should be on a hard, clear surface, free from helicopter. In these cases, a sliding landing and
sand and dust. Ensure the engine inlets are free of takeoff will be necessaryto accomplish the mission.
sand, dust, heavy accumulation, and other foreign Data for these conditions can be computed from the
matter. Use normal starting procedures. charts in PART XI.

Note 18.3.1 Wind Direction and Velocity. There are

several methods of determining the wind direction
During warm weather, oil temperature and velocity in rough areas. The most reliable
will probably be on the high side of the method is by the use of smoke generators.However,
operating range. it must be noted that the hand-held day/night distress
18-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

signal and the standardordnance issue smoke hand occur at the most critical portion of the takeoff. It
grenade, although satisfactory for wind indication, must also be noted that in the vicinity of the null
constitute a fire hazard when used in areas covered area, a nearly vertical downdraft of air may be
with combustible vegetation. Observation of foliage encounteredthat will further reduce the actual climb
will indicate to some degree the direction of the rate of the helicopter. It is possible that under certain
wind but is of limited value in estimating wind combinations of limited area,high obstaclesupwind,
velocity. Helicopter drift determined by eyesight and limited power available, the best takeoff route
without the use of NAVAIDs is the first method would be either crosswind or downwind, terrain
generally used by experienced pilots. The accuracy permitting. The effects of detrimental wind flow and
with which wind direction may be determined the requirement to climb may thus be minimized or
through the “drift” method becomes a function of circumvented. Even though this is a departurefrom
wind velocity. The greater the wind value the more the cardinal rule of “take off into the wind,” it may
closely the direction may be defined. well be the proper solution when all factors are
weighed in their true perspective. Never plan an
18.3.2 Landing Site Evaluation. Five major approach to a confined area wherein there is no
I considerations in evaluating the landing area are reasonableroute of departure. The terrain within a
listed below: site is considered from an evaluation of vegetation,
surface characteristics, and slope. Care must be
1. Height of obstacles that determine approach taken to avoid placing the rotor in low brush or
angle branches.Obstacles covered by grassmay be located
2. Size and topography of the landing zone by flattening the grass with rotor wash prior to
landing. Power should be maintained so that an
3. Possible loss of wind effect immediate takeoff may be accomplished should the
helicopter start tipping from soft earth or a skid
4. Power available being placed in a hidden hole.
5. Departure route.
The transition period is the most difficult part of 18.3.3 Effects of High Altitude. Engine power
any approach. The transition period becomes more available at altitude is less, and hovering ability can
critical with increased density altitude and/or gross be limited. High gross weight at altitude increases
weight; therefore,approachesmust be shallower and the susceptibility of the helicopter to blade stall.
transition more gradual. As the height of the Conditions that contribute to blade stall are high
obstacles increases, larger landing areas will be forward speed, high gross weight, high altitude,
required. As wind velocity increases so does induced g loading, and turbulence. Shallower turns
helicopter performance; however, when the at slower airspeeds are required to avoid blade stall.
helicopter drops below an obstacle, a loss of wind A permissible maneuver at sea level must be
generally occurs as a result of the airflow being tempered at a higher altitude. Smooth and timely
unable to immediately negotiate the change control application and anticipation of power
prevalent at the upwind side of the landing zone requirement will do more than anything else to
:-u,,pL”“C
__^..^ I,:-L “,+:+.,A”y-..“..”
“.p-U.L.LUYY ~nrF~mv,m-..-.,.
where a virtual null area exists. This null area
extends toward the downwind side of the clearing
and will become larger as the height of the obstacle 18.3.4 Turbulent Air Flight Techniques.
and wind velocity increase. It is therefore Helicopter pilots must be constantly alert to evaluate
increasingly important in the landing phase that this and avoid areas of severe turbulence; however, if
null area be avoided if marginal performance encountered,immediate steps must be taken to avoid
capabilities are anticipated. The null area is of continued flight through it to preclude exceeding the
particular concern in making a takeoff from a structural limits of the helicopter. Severe turbulence
confined area. Under heavy load or limited power is often found in thunderstorms, and helicopter
conditions, it is desirable to have sufficient airspeed operations should not be conducted in their vicinity.
and translational lift prior to transitioning to a climb The most frequently encounteredtype of turbulence
SO that the overall climb performance of the is orographic turbulence. It can be dangerous, if
helicopter will be improved. If the takeoff cycle is severe,and is normally associatedwith updrafts and
not commenced from the most downwind portion of downdrafts. It is created by moving air being lifted
the area and translation velocity achieved prior to by natural or manmade obstructions. It is most
arrival in the null area, a significant loss in lift may prevalent in mountainous regions and is always
18-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

present in mountains if there is a surface wind. procedure for transiting a mountain pass shall be to
Orographic turbulence is directly proportional to the fly close abeam that side of the pass or canyon that
wind velocity. It is found on the upwind side of affords an upslope wind. This procedure not only
slopes and ridges near the tops and extending down provides additional lift, but also provides a readily
the downwind slope (Figure 18-l). It will always be available means of exit in case of emergency.
found on the tops of ridges associated with updraft Maximum turning space is available and a turn into
on the upwind side and downdrafts on the downwind the wind is also a turn to lower terrain. The often
side. Its extent on the downwind slope depends on used procedure of flying through the middle of a
the strength of the wind and the steepness of the pass to avoid mountains invites disaster. This is
slope. If the wind is fairly strong (15 to 20 knots) frequently the area of greatest turbulence (Figure I8-
and the slope is steep, the wind will have a tendency 4) and, in case of emergency, the pilor has little or
to blow off the slope and not follow it down; no opportunity to turn back because of insufficient
however, there will still be some tendency to follow turning space. Rising air currents created by surface
the slope. In this situation, there will probably be heating cause convective turbulence. This is most
severe turbulence several hundred yards downwind prevalent over bare areas. Convective turbulence is
of the ridge at a level just below the top. Under normally found at a relatively low height above the
certain atmospheric conditions, a cloud may be terrain generally below 2000 feet. It may, however.
observed at this point. On more gentle slopes, the reach as high as 8000 feet above the terrain.
turbulence will follow down the slope but will be Attempting to fly over convective turbulence should
more severe near the top. Orographic turbulence will be carefully considered, depending on the mission
be affected by other factors. The intensity will not be assigned. The best method is to fly at the lowest
as great when climbing a smooth surface as when altitude consistent with safety. Attempt to keep your
climbing a rough surface. It will not follow sharp flight path over areas covered with vegetation.
contours as readily as gentle contours. Manmade Turbulence can be anticipated when transitioning
obstructions and vegetation will also cause from bare areas to areas covered by vegetation or
turbulence. Extreme care should be taken when snow. Convective turbulence seldom gets severe
hovering near buildings. hangars, and similar enough to cause structural damage.
obstructions. The best method to overfly ridge lines
from any direction is to acquire sufficient altitude 18.3.5 Adverse Weather Conditions. When
prior to crossing to avoid leeside downdrafts. If flying in and around mountainous terrain under
landing on ridge lines (Figure 18.2), the approach adverse wearher conditions. it should be remembered
should be made along the ridge in the updraft. or that the possibility of inadvertent entry into clouds is
select an approach angle into the wind that is above
ever present.
the leeside turbulence. When the wind blows across
a narrow canyon or gorge (Figure 18.3), it will often
veer down into the canyon. Turbulence will be found Air currents are unpredictable and may cause
near the middle and downwind side of the canyon or cloud formations to shift rapidly. Since depth
gorge. When a helicopter is being operated at or near perception is poor with relation to distance from
its service ceiling, and a downdraft of more than 1.6 cloud formation and to cloud movement. low
feet per second is encountered, the helicopter will hanging clouds and scud should be given a wide
descend. Although the downdraft does not continue berth at all times. In addition to being well-briefed,
to the ground, a rate of descent may be established the pilot should carefully study the route to be
of such magnitude that the helicopter will continue flown. A careful check of the helicopter compass
descending and crash even though the helicopter is should be maintained in order to fly a true heading if
no longer affected by the downdraft. Therefore, the the occasion demands.

18-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

IN VERY STRONG WIND CONDmONS ANWOR VERY STEEP

UPDFuerS WILL EXTEND ABOVE THE SURFACE FARTHER THAN
SLOPES THE TURSULENCE WILL SE FGUND FORWARD OF THE
-ME TURBULENCE DEPENDING ON WlND SPEED.
SLOPE IN CLEAR AIR.

Figure 18-I. Wind Flow Over and Around Peaks

Figure 18-2. Crosswind Effect On Pinnacle Approach

18-8 ORIGINAL
 NAVAIR 01-HlAAC-1

AVOID I-NIB BIDE OF THE GORGE

OR NARROW CANYON BECAUSE
OR TURBULENCE OR DOWNDRAFTS.

-----d

Figure 18-3. Wind Effect Over Gorges or Canyons

209947-224
2. EXCESSlVE TURBULENCE NEAR BOITOM. n3sl

Figure 18-4. Wind Effect in Valleys or Canyons

ORIGINAL
 NAVAIR 01 -Hl AAC-1

Figure 18-5. Wind Effect in Confined Area

18.3.6 Summary. The following guidelines are 8. Watch for rpm surges during turbulent
considered to be most important for mountain and conditions. Strong updrafts will cause rpm
rough terrain flying: to increase, whereas downdraft will cause
rpm to decrease.
1. Make a continuous check of wind direction
and estimated velocity. 9. Avoid flight in or near thunderstorms.
2. Plan the approach so that an abort can be IO. Give all cloud formations a wide berth.
made downhill and/or into the wind without
climbing. 11. Fly as smoothly as possible and avoid
steep turns.
3. If the wind is relatively calm, try to select a
hill or knoll for landing so as to take full 12. Cross mountain peaks and ridges high
z!vant~ge cf any nnnvihle wind effect. enough to stay out of downdrafts on the
leeside of the crest.
4. When evaluating a landing site in
noncombat operations, execute as many 13. Avoid downdrafts prevalent on leeward
flybys as necessary with at least one high slopes.
and one low pass before conducting
operations into a strange landing area. 14. Plan your flight to take advantage of the
updrafts on the windward slopes.
5. Evaluate the obstacles in the landing site
and consider possible null areas and routes 15. Whenever possible, approaches to ridges
of departure (Figures 18-5). should be along the ridge rather than
perpendicular.
6. Landing site selection should not be based
solely on convenience, but consideration 16. Avoid high rates of descent when
should be given to all relevant factors. approaching landing sites.
I. Determine the ability to hover out of ground 17. Know your route and brief well for flying
effect prior to attempting a landing. in these areas.

18-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

PART VII

Communications - Navigation
Equipment and Procedures
Chapter 19 - Communications

Chapter 20 - Navig&ion

ORIGINAL
 NAVAIR 0%HlAAC-1

CHAPTER 19
Communications
9.1 SCOPE
The communication and navigation systems are
losely related. This chapter presentsinformation on
ie communication and identification systems used
n the AH-l W. Chapter 20 presents information on
le navigation systems.
In the following areas where communication and
avigation functions are shared or overlap, the
Iformation is presentedin this chapter only:

l Interface Control Unit (ICU)

l Control Display Unit (CDU)
l Squat Switch
l GND/AIR/NORM Override Switch
lCDU INDEX, POWER, TIMERS, ZEROIZE,
and TEST (other than navigation systems)
pages. ?osm*m
J(IR.
!9.2 COMMUNICATION AND Figure 19-1. Avionics Configuration
DENTIFICATION SYSTEM INTRODUCTION
The communication and navigation systems in the 19.2.1 Baseline Configuration q .
iH-1W have four basic configurations. The specific
zommunication and navigation systems associated The Baseline Configuration uses control panels it
vith each configuration are presentedin figure 19-1. the pilot cockpit to control two AN/ARC-182 radios
the ANIARN-118 TACAN, and the ARN-89 ADF
The communication system controls and displays an
l Baseline H : Original, production aircraft presented in Figure 19-2. Antenna locations an
with control panels for AN/ARC-l82 radios, presentedin Figure 19-3 (Sheet 1).
ARN-89 ADF and ANIARN-118 TACAN.
Text specific to the Basic Configuration i
l Tactical Navigation System m : Control annotated with q .
Display Unit (CDU) and Doppler Navigation.
19.2.2 Tactical Navigation System
Canopy Modification m: m
l aircraft Configuration m .
modified for either Night Targeting System
m or the M-65 TSU. Includes a second The m includes the systems in the baselin
CDU in the copilot/grinner cockpit. configuration and adds the ANIAPN-217(V)’
Doppler Navigation System and the AN/ASQ-20,
l Comm/Nav Upgrade [411 : Canopy Mod Cockpit Control System (CCS). Communication an
aircraft with AN/ARC-210(V) radios, EGI, and navigation systems are controlled through CD1
ANIARN-153(V)4 TACAN. inputs rather than control panels.
19-1 ORIGINAL
 NAVAIR 01 -Hl AAC-1

The communication system controls and displays The communication system controls and displays
orepresented in Figure 19-2 (Sheet 2). See Fi ure are presented in Figure 19-2, (Sheet 1). Antenna
.9-3 (Sheet l), for the location of & locations are presented in Figure 19-3. The CDU
:omponents and antenna locations. The CDU controls and functions are presentedin Figure 19-4.
:ontrols and functions are presentedin Figure 19-4 Text specific to Comm/Nav Upgrade is annotated
Sheet 1). with m .
Text specific to TNS is annotated with m .
19.3 COMPONENT DESCRIPTION
19.2.3 Canopy Modification Configuration
Gl. 19.3.1 m @Q AN/AS@205(V) Cockpit
Control System (CCS).
The Canopy Mod includes all systems in the
m configuration, and adds a second CDU in the The CCS provides centralized control for the
:opilot/gunner left instrument panel. The copilot/ communication and navigation systems. The CC8
;mtner cockpit is depicted in Figure 19-2 (Sheet 4). (communication portion) consists of the ICU, CDIJ
Zano y Mod aircraft may be fitted with either the zeroize switch, and EMER UHF 243.0 switch.
d or the M-65 TSU. ICU 2, by default, is the primary bus controllet
and ICU 1 is the backup primary bus controller. Ii
Text applicable to m also applies to Canopy both ICU’s fail, the secondary bus controller, CDL
tied, unless s ecifically noted with a. Text
but not M-65 is annotatedwith 1, will take over as primary bus controller. CDU ;
I licable to will then be the backup bus controller.
fib. dk3
The CCS provides the following communicatior
19.2.4 Communication/Navigation Upgrade functions:
Zonfiguration m .
The Comm/Nav Upgrade configuration is an l m AN/ARC-182(V) UHF/VHI
mhancement to the Canopy Mod configuration. command and tactical radio frequency
3hanges to the communication/navigation system channel, mode, and power control
n&de:
l m AN/ARC-210(V) UHFlVHI
command and tactical radio frequency
l Replacement of the AN/ARC-182 radios with channel, mode, and power control
AN/ARC-210 radios.
l TSEC/KY-58 command and tactical voice
lReplacement of the CDUs with improved encryptor modes and power control
CDUs.
l Control SA-2498 CRYPT0 relay switcl
l Addition of the ASQ-215 Mission Data amplifier
Loader (MDL) provisions. Software provisions
for the MDL have not yet been incorporated. l Clock and timer functions
l Addition of the Embedded GPS/INS (EGI). l Zeroize control for communication systems
Although a navigation system, the EGI
interfaces with the communication systems.
l Built-in test and status monitoring.
CommfNav Upgrade aircraft may be fitted with
:ither the m or the M-65 TSU. 19.3.1.1 m m Interface Control Unit.
There are no features peculiar to Comm/Nav ICU No. 2 is the primary 1553 bus controller (BC
Jpgrade with m installed over the Canopy Mod while ICU No. 1 provides a backup capability. ICI
rircraft with m installed, and text annotated No. 2 is the bus controller for all avionic systems
uith m applies to both the m and m and ICU No.1 is BC for the weaponsbus and an RI
:onfiguration. Text ap licable to m but not M- on the avionics bus. If both ICUs should fail, a CDI
55 is annotatedwith lb. will take over as bus controller. The ICUs arc
19-2 ORlGlNAL
 NAVAIR 01 -Hl AAC-1

COPILOT/GUNNER
UHF EMER SWITCH

AITI-UDE INDICATOR
.

/ L TACTICAL UHF/VHF RADIO

CC CIRCUIT BREAKER PANEL

q BASELINE CONFIGURATION

sosrkws
n57.

Figure 19-2. Communication System Controls and Displays (Sheet 1 of 4)

19-3 ORIGINAL
 NAVAIR 0%HlAAC-1

a3om PANEL

Gm TACTICAL NAVIGATION .?TSlEM 209175459

mm

Figure. 19-2. Communication System Controls and Displays (Sheet 2 of 4)

19-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

BEARING - DISTANCE -
HEADING INDICATOR

DF \
ATITI’UDE INDICATOR

c2
@OF
L-J .,,,
YmcELLANous
CONTROL PANEL

I
\

l-1 m I I-------DATA UNE 2-------i I

i I IF-----G~FIATCHPAD-----II I CODE LOADING PANEL

ml COMMUNICATlONiW.“lGA’“ON
CONFIGUMTION
UPGRADE

CDU EFnl

Figure 19-2. Communication System Controls aad Displays (Sheet 3 of 4)

19-5 ORIGINAL
 NAVAIR 01-HlAAC-1

COPILOT/GUNNER
UHF EMER SWITCH
q

U”F GUARD SWITCH

(EENEATN COVER)
mm

1
L OFF
~~~
LASER RANGE PANEL

CDU I

‘- AITITUDE INDICATOR -’
\
\

pyy
_LI ‘- BEARING-DISTANCE-
HEADING INDICATOR
’

COPILOT/GUNNER STATION m CANOPY MODIFICATlON CONFIGURATION

CANOPY MODlCOMM NAV UPGFIADE
m COMMUNICATlON,NAVIGATION UPGRADE
CONFIGURATlON

Figure 19-2. Copilot/Gunner Communication System Controls (Sheet 4 of 4)

19-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

ARC-182 COMMAND
APX-1 WIIFF \ APR-29

APX-100

APN-194

ARN-119 TACTICAL

BASELINE CONFIGURATION
TACTICAL NAVIGATION SYSTEM
209175-999-2

Figure 19-3. Antenna Location (Sheet 1 of 2)

19-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

APR-M
Al PROVISIONS ONLY
\

DF-301 E ARC-210
ARN-153 TACTICAL

m m
COMMUNICATION/?4AVIGATlON
m 209175-28
UPGRADECONFIGURATION 51574

Figure 19-3. Antenna Location (Sheet 2 of 2)

19-9 ORIGINAL
 NAVAIR Ol-HlAAC-1

poweredby the 28 vdc essential bus and protected switch sensing. During normal operations,the switch
by the NO. 1 ICU and NO. 2 ICU circuit breakers. should be placed in the NORM position.

19.3.1.2 m m Control Display Unit. In the AIR position, the switch signals the CCS
that the helicopter is in flight regardless of flight
The CDU provides control for the command and condition.
actical radios, TSEC/KY-58 voice security system,
:ACAN system, and the navigation system. The In the GND position, the switch signals the CCS
3DU provides a data entry keyboard for configuring that the helicopter has landed regardless of flight
he CCS and a screen for display of avionic condition. If in flight, MAINT test pagescan only be
equipmentstatusand navigation information (Figure accessed when the GND/AIR/NORM switch is in
9-4). The CDU is powered by the 28 vdc essential GND.
busprotected by the PLT CDU circuit breaker.
m GND may also be used when a present
m m The pilot CDU is the secondary 1.553 position on the ground is unknown, but will pass
pus controller and the copilot/gunner CDU is the over a known reference point once airborne. Once
Backupsecondary 1553 bus controller. over a known point, with appropriate LAT/LONG
entered in present position, the GND/AIWNORM
Note switch should be placed in the NORM or AIR
position.
The CDUs installed in m are
improved versions of those installed in
m . They function similarly, but are 19.3.2 H m AN/ARC-192(V) Radio
not interchangeable. Introduction.

The AN/ARC-182(V) system (Figure 19-2)

19.3.1.3 m m Squat Switch. consists of one UHF/VHF command radio set and
one UHF/VHF tactical radio set. The command and
The squat switch is located on the landing gear
tactical radios are interconnected to provide
brward crosstube. When the override switch is in
he NORM position, the squat switch automatically retransmit (relay) capability. The two radios are
enses when the helicopter is in flight or on the interfaced with the TSECIKY-58 voice security
iround. system to provide secure voice communications and
retransmit capability in plain or secure voice. The
m The squat switch inhibits Doppler position tactical radio interfaces with the pilot navigation
[rift when the helicopter is on the ground and control panel and the pilot attitude indicator. The
lrevents maintenancetests in flight. command radio set is powered by the 28 vdc
essential bus and protected by the No. 1 XCVR
m The squat switch inhibits maintenance test circuit breaker. The tactical radio set is powered by
unctions when the helicopter is in flight, and in- the 28 vdc nonessentialbus and protected by the No.
light EGI alignment modes when the helicopter is 2 XCVR circuit breaker. The command radio set
In the ground. usesposition 1 on the CSC, and the tactical radio set
uses position 2.
‘9.3.1.4 m m GNDlAlWNORM
)verride Switch. The AN/ARC-l 82(V) system provides two-way
simplex UHF/VHF, narrow and wide band, AM and
A GND/AIRiNORM override switch Figure 19-2 FM voice communications on 11,960 channels over
Sheet 2). located on the pilot lower center the following frequency ranges.Channel spacing is
nstrumenkpanel, allows manual override of squat 25 !&z in all bands.

19-9 ORIGINAL
 NAVAIR 01-HlAAC-1

six-digit readout. A failure detected by the

continuous BIT will result in a display of 5“---‘,
TABLE 19-1. RFNE FREQUENCY where “-” representsan unlit digit. When initiate<
BIT is selected, all displays other than “888.888’
indicate that there is a failure in the unit.
Guard
Frequency Frequency Note
Range (MHz) (MHz) Comments
Set the NAV CONTROL switch to OFF if
communication reception is marginal.
30.000-87.975 40.5 Because of the avionics configuration,
:VHF-FM) (VHF-FM) degraded communications may occur
during DF navigation.
108.000-117.975 Receive only
VHF-AM) m The CCS can store up to 32 preset
channels in a single list used for both radios
118.000-155.975 121.5 Channels and the last manual frequency selection arc
VHF-AM) (VHF-AM) stored in nonvolatile memory in the CDU and,
therefore, do not need to be reenteredwhen the radic
1.56.000-173.975 156.8 system is powered up. The ANIARN-182(V) radic
VHF-FM) (VHF-FM) set has both continuous and pilot initiated BIT. The
pilot can initiate a full BIT from the CDU COMM
225.000-399.975 243.0 Modulation TEST page display.
UHF-AM or (UHF-AM) switchable
W 19.3.3 m ANIARCQlO(V) Radio
Introduction.
The AN/ARC-182(V) system has four guard The AN/ARC-210(V) is an airborne
sands for emergency operation. The guard band communications transceiver that operates in fixec
associated with the frequency range in use is frequency (non anti-jam) and frequency hopping
automatically selected as the guard mode. In anti-jam (AJ) modes. The AN/ARC-210(V:
addition to emergency guard band operation, the multimode communication system replaces ANI
:ommand radio set can be set to the emergency band ARC-182(V) command/tactical radio sets in
If 243.0 MHz through the use of the copilot/gunner COMM/NAV Upgrade aircraft. The ANIARC-
JHF emergency switch. Bush-to-talk @“IT) keying 210(V) communication system consists of two ANI
:an be accomplished through the copilot/gunner foot ARC-210(V) radio sets that interface with the ASQ
switch, copilot/gunner cyclic radio/intercom switch 205 Cockpit Control System. Refer to Figure 19-3
with appropriate CSC panel selection. for antennalocations.
Note The multimode communication system provider
the same non-AJ functions as the AN/ARC-182(V)
The copilot/gunner must position the CSC command/tactical radio sets in addition to the
panel selector to the proper position to
following:
transmit utilizing the footswitch.
q The AN/ARC-182(V) has the capability of l Individual Command and Tactical radic
storing up to 30 channels. These preset channels, as presets
well as the last manual frequency selection, are l International Maritime presets
storedin nonvolatile memory and, therefore, do not
l Scanning of four frequencies per radio.
teed to be reentered whett the radio system is
Toweredup. The AN/ARC-l 82(V) radio set has both AN/ARC-210(V) also provides the following anti-
:ontinuous and pilot initiated BIT. The pilot can put jam (AJ) waveforms:
,he ARC-182(V) radio into a full BIT by selecting
he TEST position on the operational MODE
ielector switch. Results of either the continuous or HAVEQUICK I and II
nitiated BIT are displayed on the FREQ/(CHAN) SINCGARS.
19-10 ORIGINAL
 NAVAIR 01 -Hl AAC-1

GDU SCREEN

/
I / ‘I I

PUNCTUATION
KEY

MARK’DOWN’ LE&lGHT PUN&‘UATlON I

KEYKEY ARROW KEY!3 KEYS FUNCTION
SELECT KEYS

Figure 19-4. m m Control Display Unit (CDU) Controls and Functions (Sheet 1 of 3)

19-11 ORIGINAL
 NAVAIR Ol-HlAAC-1

NOklENClANRE FUNCTlON

Ann~~lOtCr the - Displays system-generated annunciations.

Scmtchped - Displays rneseegee end operator keyed date.

~~=wllcey - hlitlates the funcucn l”dllted, ltx.&s data from the anatchpad,
changes the function or mode displayed, or ecceeees another page.

FUlUtlWtSekXtKey - Eneblee the operator to view system opereticnal date end flight
management status.

PWFI - mm SimUtanecus power up of all CCS controlled system

STAT - Provides ec~ese to the STATUS 113 page.

DCLT - Declulters HUD one level each preee.

Nom
Itear seat only.
TOT - Displaye target coordinated list end ii not on the ground inserts
pesant pcdcn OoordMtee In the next available target
list lceetl0n.
YAP - Uct treed.

IDX - hcvides access to the ItuEX wz page.

PROG - Acceesu the display on nevlg.eticn date relating to prcgreeo along

the flight plan, es well ee optional COYM end TACAN date.

MR - hcvldea recess to the PPLN page and

cverwrftea line 1 DIR 0.

FPLN - Provides eccese to the FPLN page wlUt the presect TO

point in dete line 2.

COM - Prcvldes eccese to the COYH Peg=.

NAV - Prcvk3es access to the NAV page.

IFP - Not used.

WPN - Not used.

Nrs - uo\used.

AlphmlumerkKeybc.erd - Prcvidee cepability to enter letters, ecrcriyrne, and

wcrde into scretchped.

- Provide cepabillty to enter punctueti~n into the scratchpad.

- Hcrfzcrltel paging.
- Provides capability to scroll additional pages; scrclls down through
dlepley llete end trensmite e 1020 Hz tone when
on the COYM VCOMM 2 page.
UPKW - Rcvldee cepebllity to scroll additicnel pegee; scrclle down through
display lists and bensmite a 1020 Hz tone when
0” me cow vcohw 2 page.

CLR Key - Provides e method to clear the scratchpad and annunciationt.

The firet press of the CLR key ereses the last character entered
into the scratchpad. Subsequent presses backepace through entry es it
clean. me clear function accelerates as it backepacee when pressed
and held. The scratchpad display will be erased with a slcgle
pms of the CLR key following e line select that has been actuated.
209175-4cs-2
Jls7.

Figure 19-4. m m Control Display Unit (CDU) Controls and Functions (Sheet 2 of 3)

19-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

NOMENCLATURE FUNCTlON

MARK Key - Inserts present position coordinatas into scratchpad and stor.8 pmMt’d
position in NVW and also hwzss update pago PPt3N to MARK pOM0n.

Numeric Keyboard - Provides capability to enter numbers into scratchpad.

CRT Brightness Control - Provkks control of the CRT brtghbmss. Cl~ckwlse rotation I~s.9
brightness: counterclockwise rotadon decreases btightna8..

-(MINUS) - D&tes manually sntemd waypoint or target informatton from data

field and dtsablesNmables J status annunctatton.

/(SLASH) - Formatshdial/distance, mtmhfday&ar, wind dinctlonlspwd

NOTE

Annunciations are displayed on the right side or left half al dm

annunciation line; MESSAGES am displayed in the scratchpad. Annunci~dons
and msasagas will be displayed based on their priority.

ZOM-
JIM

Figure 19-4. m m Control Display Unit (CDU) Controls and Functions (Sheet 3 of 3)

1413 ORIGINAL
 NAVAIR 01-HIAAC-1

The AN/ARC-210(V) fixed frequency two-way 19.3.3.2 m Maritime Presets.

;ystem provides UHFNHF, narrow and wide band, The radio maritime presetsprovide accessto one
4M and FM voice communications, 2.5 kHz channel of the 57 maritime operating frequencies (ship or
;pacing with electronic tuning over the frequency shore stations) 1 through 28 and 60 through 88. The
anges listed in table 19-2. maritime presets are paired (SHIP and SHORE),
half-duplex frequencies, meaning they transmit on
one frequency and receive on another. The
TABLE 19-2. m AN/ARC-210 exceptions are presets 6, 8, 72, and 77 which are
FREQUENCY RANGES ship-to-ship simplex frequencies. Maritime
frequencies are in the VHF-AM band from 156.050
Guard
to 162.025MHz. The receive frequency is displayed
Frequency Frequency on the COMM page. The radio defaults to the SHIP
Range (MHz) WW Comments
station when a maritime preset is selected.

30.000-87.9875 243.0 19.3.3.3 (91 SCAN Mode.

VHF-FM) (UHF-FM) The AN/ARC-210(V) SCAN mode provides the
capability to continuously scan four selected
108.000-117.9975 121.5 Receive only frequenciesper radio. The scan frequency list allows
VHF-AM) (VHF-AM) the pilot to load four frequencies to monitor. The
SCAN mode allows for either plain or cipher modes,
118.000-135.997.5121.5
:VHF-AM) (VHF-AM) 19.4 COMMUNICATION SYSTEM CONTROL
WC)
136.000-155.9975 121.5 Modulation
VHF-FM or (VHF-AM) Switchable The CSC provides monitoring control of the audio
W from radio communications, the aural alerting unit,
and the radio keying control. The CSC provides for
156.00-173.9875 243.0 Maritime a pilot and copilot/gunner ICS that includes two
VHF-FM) (UHF-AM) Frequency groundcrew stations. Identical CSC panels are
provided for the pilot and copilot/gunner.
225.000-399.9875 243.0 Modulation Two models of CSC control panels are used: one
:UHF-AM or (UHF-AM) Switchable without voice activated KS (VOX) and one with
TM) VOX. See Figure 19-5 and Figure 19-6.
In addition to radio control (radio 1 - Command,
radio 2 - Tactical), the CSC has the following inputs:
19.3.3.1 m Radio Presets.

Twenty-five single channel and 25 anti-jam preset l NAV 1 - TACAN (ARN-llS/ARN-153)

Frequencies are stored within each receiver/ received audio
ransmitter (RT). This scheme differs from that used
with ARC-182 radios. Preset positions 26 and 27 are lNAV 2 - ADF Directional finder (AN/ARN-
rsed for SINCGARS CUE and COLD start 89B) received audio
iequencies on the single channel and anti-jam preset
ists. The RT loads all of its frequencies to the CDU l Radar altimeter audio tone
when LOAD PRESETS is commanded, or l Aural alerting unit audio (voice, caution,
ndividually whenever the RT transmits. If a LOAD advisory)
>RESETS is not commanded after a CDU or RT is
eplaced, the presetsloaded in the RT and displayed l AN/APX-100 IFF audio
on the CDU may not agree. Preset labels are stored
within each CDU for each individual command and l Radar warning audio
tactical radio. Labels are not loaded in a LOAD
PRESETS command. l Radar detector audio
19-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

l AIM-9 audio l Either radio in secure or cipher text mode

(other radio in plain text)

m
l VCR audio playback.
l Both radios in plain text mode
The radios, ICS, radar altimeter, NAV 1
TACAN), NAV 2 (directional finder), and aural lRadios in the cipher text retransmit (relay)
dert tones can be controlled by the VOL switch. mode
Ither tones (radar detector, radar warning, IFF, and
IIM-9) are not adjustablethrough the CSC. Keying l Radios in the plain text retransmit (relay
)f the CSC is accomplished through the pilot and the mode).
:opilot/gunner radio/intercom switch located on the
,espectivecyclic and the copilot/gunner footswitch. q On the pilot control panel (Figure 19-S),
radio 1 refers to the command radio set and radio 2
TheCSC is powered by the 28 vdc essential bus and
protected by the ICS PLT and ICS GNR circuit refers to the tactical radio set.
~EZikerS.
Note
19.4.1 CSC Operating Procedures. The tactical and command radio sets must
be tuned to frequencies at least 3 MHz
1. ICS PLT and ICS GNR circuit breakers - apart for proper operation.
IN.
2. Transmit selector switch - AS DESIRED. Do not transmit over both radios
concurrently if one radio is in CIPHER
3. RADIO MON 1, 2, and 5 switches - IN TXT and the other is in PLAIN TXT.
(adjust as required).
19.5.1 H TSEC/KY-59 Controls and
4. VOL knob - AS REQUIRED. Functions.
5. HOT MIC/NORM/ICS OFF switch - AS
DESIRED. 19.5.1.1 q Secure Transmission
Reception.
6. MIC switch - AS REQUIRED.
1. Mode selector switch (one of the following):
19.4.2 Ground Crew Interphone Panel. a. CRYPT0 1 for command radio set in
Two groundcrew interphone panels are provided secure TIR mode
o enableground personnelto communicate with the b. CRYPT0 2 for tactical radio set in the
nlot and copilot/gunner through the ICS. One panel secure T/R mode
s located in each of the outboard bomb arms on the c. CRYPT0 1 + 2 for both radio sets in the
vings. Auxiliary headsets, with or without an secure T/R mode.
xtemal microphone key switch, may be operated
iom the panels. SeeFigure 19-7 for a description of 2. KYlIKY2 DELAY and MObE switches -
he functions of the groundcrew interphone panel. AS REQUIRED. .;._I

19.5 TSEWKY-58 VOICE SECURITY Note

;YSTEM BB and DELAY:IN are the modes
Two independent TSEC/KY-58 systems provide normally used for securecommunications.
ecure, two-way voice narrow band FM and AM
:ommunications through either the tactical or 19.5.1.2 q Retransmission.
:ommand radio sets. 1. Mode selector switch:
The following modes are selectable through the a. PLAIN RELAY for the plain text ot
q pilot control panel or the m m CDU nonsecuremode.
:OMM page:
b. CRYPT0 RELAY for the secure mode
retransmit.
l Both radios in an independent secure or 2. KYlIKY2 DELAY and MODE switches -
cipher text mode AS REQUIRED.
19-15 ORIGINAL
 NAVAIR Ol-HlAAC-1

1. VOL

3. RADIO MON 15 When pmwd, acttvates s&cted receive channel and rotates to
adjust selected radio recetwr audio. RADIO MON I Is the Sommand
mdlo and RADtO MON 2 Is the tacttcat mdlo. RADIO MON swttches
3 and 4 not used. -5 b 10, Budlo playback.
3. NAVA-B
When pmsred, acdv6,es selected navigation channel
and mtates to adjustsetected navlgatlon recetvever audio. NAV A Is ‘or
monnorhg ANIARN-115 TACAN audio and NAV B Is for monltorhtg
ANIARNg9S ADF adlo. m NAV S not wed.

MIC t ior 5 ohm mhmphone, MIC 2 tar 159 ohm mtcrophone.

Not used.
Sebcts communlcatlon to the 0rner (copttoVgunnsr or pilot)
KS.
6. HOT MIC-NORhMtX OFF
HOT MIC
NORM Postttonv $4, and 5 not used.

ICS OFF

Mlcmphone Is alway acttvated and ICS lines am selected.

Mkmphone Is acttvated only when keyed by pttot or wptk,t,gunner
radio c‘mtm, swkch or coplkX!gunner loot switch.
Disables cmt,muntca”on between pttot and cop,,oVg”“ner KS.

Figure 19-5. CSC Panel without VOX (Pilot and Copilot/Gunner)

19-16
 NAVAIR Ol-HlAAC-1

i 6’
INDEX CONTROU
NO. INDICATOR FUNCTION

1. VOL. KNOB controls audio auqutat um cad42 tcs&wernk\g *ubio.

2. RADIO MONI-5 Whelr pressed. actlvates reldcted receive channel and rotates to adjust
SWlTCHES selected radio receiver audio. RADIO MON 1 Is the command radio and RADIO
MON 2 Is the tactical radio. RADIO MDN witches 3 and 4 are not used.
lEti 51s tar audio playback

3. NAV A-B SWITCH When pressed, a&ates selected navlgalio” channel and rotates to sdjust,
selected navigation receiver audio. NAV b is tar monitoring TACAN,
au&o and NAU B tator Mwkrg ADF. m HA’4 0 nti used.

4. MIC 1-2 MIC 1 lor 5 ohm ntlcrophone, MIC 2 for 150 ohm microphone.

5. TRANSMIT SELECTOR SWtTCti

PVT Not used.

ICS Selects communication to the other (copilotlgunner or pilot) ICS.
1,2 Selects radio set to transmit and receive audio: l-command radio set,
2-tactical radio set.
3,4,5 Not used m sudlo playback.
RMT Not used.
6. VOX KNOB Adjusts VOX threshold audio level.
7. HOT MICNOX ONINORMIICS OFF SWITCH

HOT MIC Activmss microphone lor hands-free intercom.

VOX ON Voice activated microphone for hands-tree Intercom.
NORM Provide.6 normal PTT operation for intercom.
tcs OFF Diaab\es primary hrtercom receive?unctlo” when not in ICS on
transmit select switch.

20917546,
51574

Figure 19-6. CSC Panel with VOX @‘ilot and CopikdGunne)

19-17 ORIGINAL
 NAVAIR 01-Hl AAC-1

The COMM radio control page is accessed by

19.52 m m Secure Transmission, pressing the COM function key on the CDLJ.
Reception, Retransmission. I

Note

After selecting EMER UHF, both radios

will reset the cipher mode to PLAIN
TEXT mode when the EMER UHF 243
switch is positioned back to OFF.

The appropriate net variable must be

selected on the respective radios for KY-55 MODE SELECTION FROM
successful encrypted communication. THE COW” I PAQE
-
51588
19.5.2.1 m TSECIKY-58 Operating
Procedures. 1. COM function - PRESS.
KY-58 modes, relay, and delay are selected on the 2. LS 1 (Cl) or LS 2 (C2) key - PRESS TO
COMM 1 (or 2) modes control page. The COMM 1 SELECT AS REQUIRED.
(or 2) page is accessedby pressingLS 1 (or LS 2) on
the COMM page with a blank scratchpad. 3. LS5 - PRESS TO SELECT KY MODE
BBIDP: AS REQUIRED.
Net variables are assigned to frequencies on the
COMM 1 (or 2) PRESETS page or on the COMM 4. LS6 - PRESS TO SELECT RELAY ON/
paw OFF: AS REQUIRED.

CONTROI, INDICATOR

1. STA ENQAQE mrltch

2. VOLUME
3. MIC Kclswkh

4. MIC SELECT

Figure 19-7. Ground Craw Interphone Panel

19-18 ORIGINAL
 NAVAIR 01-HlAAC-1

6 5

CONTROUtNOICATOR FUNCTlON

1. ZERORE
2. KY/RLY, KY1 DELAY, initiateo a delay in the command radio set mum voice unit
IN/OUT to allow system to act a.3 a master station.

3. KY/RLY, KY2 DELAY, initiates a delay in the tactical radio set secure voice unit
IN/OUT to allow system to act as a master station.

4. Operational mode selector

OFF Both the command and tactical radio sets operate

independently in the nonsecure mode.
PLAIN RELAY command and tactIcat radio sets opemte In me nonrecwe
retransmit mode.
CRYPT0 RELAY Command and tactical radio sets operate in thesecure
retransmit mode.
CRYPT0 1 Radio sets operate independently. Command radio set in the
secure mode.
CRYPT0 2 Radio sets operate independently. Tactical radio set in the
secure mode.
CRYPT0 I+2 Both command and tactical radio sets operate independently in
secure voice mode.

5. KYIRLY, KY2, MODE, Selects baseband or diphase secure voice unit modes for the
SS/OP tactical radio set.

6. UYIBLY, KY>, MODE, selects Mseband or diphase secure voke unit modes for the
SSiDP command radio set

Figure 19-8. a TSEUKY-58 Voice Security System

19-19 ORIGINAL
 NAVAIR Ol-HlAAC1

5. LS I - PRESS TO SELECT CIPHER 3. LS 5 - PRESS TO SELECT KY MOD1

TEXT. BBIDP AS REQUIRED.
6. LS 8 - PRESS TO SELECT DELAY IN/ 4. LS 6 - PRESS TO SELECT RELAY ON
OUT: AS REQUIRED. OFF: AS REQUIRED.
7. COM Function Key - PRESS. 5. LS 8 - PRESS TO SELECT DELAY IN
OUT: AS REQUIRED
8. Select appropriate Net Variable and Press
LS 5 or LS 6 key. 6. DOWN ARROW - PRESS TO DISPLA‘I
PAGE 2l2.
19.5.2.2 m TSECKY-56 Operating
Procedures. I. LS 2 - PRESS TO SELECT CIPHEI;
TEXT.
KY-58 modes, relay, and delay are selected on the
3OMM 1 (or 2) MODES control pages.The CO&f&f 8. COM Function - PRESS.
I (or 2) MODES page is accessedby pressing LS 1 9. Select appropriate Net Variable and Pres!
;or LS 2) on the COMM page with a blank LS 5 or LS 6 key.
scratchpad.
Net variables are assigned to frequencies on the la.6 APX-100 IFF TRANSPONDER
lOMM I (or 2) PRESETS page or on the COMM The ANIAPX-100(V) transponderset enables the
>age.The COMM radio control page is accessedby helicopter to identify itself automatically whet
nessing the COM function key on the CDU. properly challenged by friendly surface and airborne
ndar equipment. The control panel, located on the
right console (Figure 19-g), enables the set tt
cperate in modes I, 2. 3A, 4, and test. Wbeu the
KITIIAITSEC computer (classified) is installed,
mode 4 is operational. The range of the receiver.
transmitter is limited to line-of-sight transmission
since its frequency of operation is in the UHF band,

19.6.1 ANIAPX-100(V) Operating

Procedures.
1. MASTER control - STBY. Allow
approximately 2 minutes for warmup.
2. MODE and CODE - AS REQt7lRfZD.
3. MASTER control - NORM.
I I/ l-l
4. TEST -AS REQUIRED.
coMM1MODEs2/2
pZJ: PLAIN &x-r 5. ANT - DIV (Diversity).
lsl

iza -LQaD- ILs7) Note

If top or bottom antennais selected and
opposite antenna receives the stronger
tigmd, the unit will not transmit the reply.
6. IDENT - AS REQUIRED.
7. IFF CODE HOLD PROCEDURES:
a. IFF CODE HOLD switch (on instrument
1. COM function - PRESS. panel) - HOLD.
2. LS I (Cl) or LS 2 (C2) - PRESS TO b. MODE 4 CODE control switch (rotary
SELECT AS REQUIRED. switch) - HOLD MOMENTARILY.
19-20 ORIGINAL
 NAVAIR Ol-HlAAC-1

c. MASTER switch - OFF WITHIN 15 is moved within 50 feet of the helicoptet

SECONDS. antenna,the following indications should be
observed if coding is correct.
19.6.2 ANIAPX-100(V) Emergency
Iperation. a. REPLY light illuminates.
1. MASTER control - EMERG. b. If the REPLY light does not illuminate
and/or the audio tone is heard, select the
19.6.3 ANIAPX-100(V) Mode 4 Operation. opposite code (A or B) and repeat the
check. If the helicopter transponderdoes
19.6.3.1 Before Exterior Check. not respond correctly to ground test
1. MASTER control - OFF. interrogation, the IFF caution light
should illuminate. If there is any
2. CODE switch - HOLD. indication of an unsatisfactory test,
3. IFF CODE HOLD switch (on the instrument mode 4 shall not be used.
panel) - HOLD.
19.7 m AN/ARC-210 ANTI-JAM (AJ)
Note OVERVIEW
If the IFF CODE HOLD switch is OFF The Anti-Jam (AJ) features, also termed
and the MASTER switch is in any Electronic Counter-CounterMeasures (ECCM). that
position other than OFF, mode 4 codes are available with the ARC-210 radio, are
will zeroixe when the battery switch is HAVEQUICK for UHF communication and
turned off. SINCGARS for VHF-FM communication. The AJ
modes inhibit enemy communication interception,
19.6.3.2 Helicopter Runup Test. detection, and jamming. The radios accomplish this
1. MASTER control - STBY (for 2 minutes). by continuously retuning frequencies during
communication.
2. CODE switch - A.
HAVEQUICK and SINCGARS may be used
3. MODE 4 TEST/ON/OUT switch - ON. together with the KY-58s to provide jam-resistant
4. MODE 4 AUDIO/LIGHT/OUT switch - and securecommunications.
AUDILIGHT.
19.7.1 m Radio Time.
The two frequency hopping waveforms rely on
extremely accurate time parity between net radic
OUT position should never be used stations to maintain communication links.
operationally. If OUT is selected, the IFF
warning to master caution panel is The AN/ARC-210(V) has two internal clocks that
disabled. If IFF mode 4 fails, the pilot provide frequency hop time sync references:a radio
will receive no indication of a system clock and a SINCGARS clock.
failure.
The radio clock is used by the HAVEQUICK
5. MODE 4 TEST/ON/OUT switch - TEST waveform. The radio clock may be initialized using
MOMENTARILY. The REPLY light should one of three methods:
illuminate. If the REPLY light is not
illuminated or the IFF caution light
illuminates when the switch is at TEST, a
malfunction is indicated and mode 4 shall . GPS Universal Time Coordinated (UTC:
not be used. Release the switch to the ON @-imary)
position. Further testing to check for correct
coding responsesis done with ground test l RF Time Receive (alternate)
equipment by moving the MASTER control
to NORMAL. When ground test equipment l EMERGENCY time start (backup).
1921 ORIGINAL
 NAVAIR Ol-HIAAC-1

SINCGARS has a dedicated clock that is number with an “A” and display a decimal point in
nitialized using one of four methods: the five-digit net identifier (e.g., A00.125).
Conferencing is a technique employed by the AN/
l GPS-UTC (primary) ARC-210(V) that allows two radios to
simultaneously transmit on the same net and remain
l RF Time Receive distinguishable by those receiving the signals.
l CCS time when EMERG time start is used Conferencing is enabled as a part of the WODl
MWOD when the HQ net contains UHF-AM
l Manually enteredtime from TIME or COMM frequencies. When enabled, the net radios
me. automatically switch to wide-band operation.
The primary time reference for the AH-1W radio Note
;ystem is GPS-provided UTC, and the CCS is
designed to make time initialization easy. Unless Conferencing does not work with UHF-
me of the other methods has already been selected FM frequencies. The conferencing mode
when GPS time becomes available, the radio will is automatically turned off during cipher
automatically initialize to GPS time. AJ communications.
HAVEQUICK is not capable of transmitting
19.7.2 m HAVEQUICK Principles.
digital data.
The HAVEQUICK waveform functions as a jam
resistant UHF (225-400 MHz) waveform for air-to- 19.7.3 m SINCGARS Principles.
sir and air-to-ground communications. It also
provides normal and secure voice communication The single channel ground and airborne radio
using KY-%. Operation in the HAVEQUICK mode system (SINCGARS) provides frequency hopping
is accomplished using synchronized precision operation in the VHF-FM band (30-88 MHz). The
zlocks, programmed frequency switching patterns, SINCGARS mode provides normal AJ VHF-FM
uniform frequency hop rates, and common entry into operation in plain and secure voice using KY-58
the net frequency table. equipment. SINCGARS is capable of transmitting
digital data.
The HAVEQUICK waveform has two modes of
Bperation: training and combat. Combat mode is not SINCGARS incorporates features that allow
used during peacetime, since actual combat flexibility in synchronizing coarse initial time inputs
frequency tables (nets) are utilized. The word-of-day and incorporates over the air transmission and
(WOD) and multiple word-of-day (MWOD) selects reception of SINCGARS nets. SINCGARS is
whether training or combat mode is used. Pilot data normally initialized to GPS time from the EGI. The
:ntry and net selection is the same in both modes. SINCGARS clock can also be manually reset and
this is commonly referred to as “wristwatch time.”
The AN/CYZ-10 Data Transfer Device (DTD)
loads the training hopsets and associated WOD/ Note
MWOD in the radio system. Combat frequency
tables are hard coded into the AN/ARC-210 radio When the wristwatch time is entered, all
memory. Neither the WOD/MWOD nor frequency net offset times are reset to zeta on the
tables can be viewed on the CDU. selected radio.
For successful HAVEQUICK communication Once a net is time synchronized,the time offset is
between two radio stations, three things must match: stored for that net within the specific radio. The
stored offset times will allow the radio to rapidly re-
l Time-of-day (TOD) synchronize upon subsequentreselection of the net.
l WODmOD
l Net number. 19.7.3.1 m CUE Frequency.
In the AH-l W, a five-digit number precededby an CUE is a method for a non-net station to contact
“H” indicates a valid HAVEQUICK net number an active SINCGARS net. CUE is a fixed frequency
!e.g. H00125). Other aircraft and ground preset loaded by the AN/CYZ-10 and normally does
HAVEQUICK-capable systems may precedethe net not require modification. The CUE frequency is
19-22 ORIGINAL
 NAVAIR 01-HlAAC-1

CONTAOLANDICATOR FUNCTION

I. TESTGO Indicates successful built-in test (SIT).

2. TESTAION NO GO Illuminates to Indicate unit malfunctlon.

3. ANT
TOP Selects antenna located on top of helicoptet.
SOT Selects antenna located on bottom of helicopter.
DIV MonitOrs received signals from both antennas and allows
transmission via sntsnna receiving the strongest sIgnal.
4. RAO TEST switch
A AD TEST Used for svionb9 ground test only. Not to be used in Night.
OUT
5. MASTER control
OFF Turns set off-
STBY Places set in warmup (standby) condition.
NORM Set operates at normal receiver sensitivity.
EMER Transmits emergency reply signal to MODE I,2 or 3/A
interrogations regardless of mods control settings.
6. STATUS indicators
ANT Indicates that built-in test (SIT) or monitor (MON) failure Is
due to high voltage standing wsvs ratio (VSWR) in antenna.
KlT Indicates that built-in test (SIT) or monitor (MON) failure is
due to external computer.
ALT h-tdlcates that bulltin lest (EN) or monilor (NON) failure Is
due to altitude digitizer.

SOW7~12Z-t
mm

Figure 19-9. ANIAPX-100(V) Transponder Set Control Panel (Sheet 1 of 2)

19-23 ORIGINAL
 NAVAIR 01-HIAAC-1

CONTROLnNDlCATOR

7. IDENT-MIC switch
IDENT Initiates identification reply for approximately 25 seconds.
OUT Prevents triggering of identification reply. Spring-loaded to
OUT.
Identifies when radio transmit switch Is activated.

6. MODE 3/A code

select switches Selects and indicates the MODE 3/A four-digit reply code number.

9. MODE 1 code
select switches Selects and indicates the MODE 1 two-digit reply code number.

10. MODE 4/CODE Control

HOLDlAlBRERO Selects condition of code changer in remote computer.

11. MODE 4 TEST switch

TEST Selects MODE 4 SIT operation.
ON Selects MODE 4 ON operatfon.
OUT Dlaables MODE 4 operation.

12. MODE 4 AUDIO/LIGHT

Control
AUDIO MODE 4 Is monitored by audio.
UGHT MODE 4 is monitored bye light.
OUT MODE 4 is not monitored.

13. MODE 4KtEPLY Indicates that a MODE 4 reply is generated.

14. TEST M-l

TEST/ON/OUT Selects ON, OFF or SIT of MODE 1 operation.

15. TEST M-2

TEST/ON/OUT Selects ON, OFF or Sll of MODE 2 operetfon.

16. TEST M-3/A

TEST/ON/OUT Selects ON, OFF or SIT of MODE 3/A operation.

ii. TEST &C

TEST/ON/OUT Selecte ON, OFF or BIT of MODE C operation.

Figure 19-9. AWAPX-100(V) Transponder Set Control Panel (Sheet 2 of 2)

19-24 ORIGINAL
 NAVAIR Ol-HlAAC-1

icanned every 4 seconds as part of the normal 19.7.3.5 m Lats Entry.

SINCGARS operation when the net is inactive.
Late Entry allows SINCGARS communication to
19.7.3.2 m ECCM Remote Fill (ERF). occur when a radio time is not within 4 seconds01
the net time. Late Entry allows up to a l-minute
Because SINCGARS nets or load sets cannot be difference in time. The radio net time is
nanually entered using the CDU, the ERF function automatically synchronized during normal net
Trovidesa method of remotely filling or updating a communication reception.
adio station with a different load set. ERF transfers
he hopset, net offset times, and net ID numbers Note
iom the sender to the receiver. ERF must be
accomplishedover a SINCGARS net, either plain or Initial entry on a SINCGARS net,
:iphered. ERF cannot be accomplished over single particularly when using Late Entry, may
:hannel frequencies or HAVEQUICK nets. ERF is require several secondsof reception of a
oftenused with COLD start. SINCGARS signal to obtain desired
communication quality.
The requirements for a successful ERF are as
bllows:
19.8 &ifH m CDU DISPLAYS AND
FUNCTIONS
l Sender and receiver must share common
TRANSEC variables. 19.8.1 m m INDEX Pages.
. Sender and receiver must share common The INDEX pages are used to access the power
SINCGARS net time. page, navigation initialization, timers, zeroize
functions, targets, waypoints and routes list.
l SINCGARS net must be established.

19.7.3.3 m COLD Start. 19.8.1.1 Index l/2 Page.

A method to accomplish an ERF is COLD start. The INDEX 112 page is accessed via the IDX
JOLD start is a special SINCGARS net that hops on function key.
me frequency. It is used to open a SJNCGARS net
vhen radio stations don’t otherwise share a common
oadset. Radio stations must be loaded with the
;ame TRANSEC variable for ERF to function.
Once a COLD start SINCGARS net is established,
he ERF mode can be used to electronically fill radio
;tations with a different loadset. - TOT LIST WPTLIST- m
II II

19.7.3.4 m Time Master.

The SINCGARS Time Master is the net time
:ontroller for a communication network.
iINCGARS was originally designed as a ground
mit communication network with consideration that
maEm INDEX 112 PAGE powoDI,
Jim3
\I nets would be in continuous use for many days.
rhe time master concept was intended to support LS 1: Accesses the START 1(2 page.
hose extended operations by allowing net time
;ynchronization by one station to compensate for LS 2: Accessesthe ROUTE IDX (index) 112page,
;tation-to-station time drifts.
LS 3: Accessesthe TGT (target) LIST page in the
The time master station constantly resynchronizes last scrolled position.
net station radios during normal communication
transmission. Operationally, the AH-l W will not LS 4: Accesses the TIMERS page.
normally act as the time master for SINCGARS
communication nets. LS 5: Accesses the ZEROIZE pages.
19-25 ORIGINAL
 NAVAIR Ol-Hl AAC-1

LS 6: Accesses the PATTERNS INDEX page. 19.8.2.2 m m POWER Page.

LS 7: Accessesthe WPT (waypoint) LIST page in The POWER page is accessed by pressing the
PWR function key or LS 8 on the INDEX 112page.
the last scrolled position.
This page is provided to selectively tom on or off
LS 8: Accesses the POWER page. CCS-controlled equipment.
Note
The INDEX l/2 page is scrolled up or
down to the INDEX 2/2 page using the
arrow keys.

19.8.1.2 INDEX 2/2 Page.

The INDEX 2/2 page is accessed by scrolling

from the INDEX l/2 page.

ma POWER PAQE

INDEX 2/Z PAGE

Jl413
POWER PAQE

LS 1: Accesses the PIM (position and intended

movement) page.
LS 1: m Toggles the COMM 1, command
radio, power ON/OFF.
19.8.2 m m POWER Page.
[9I1 Toggles the COMM command and tactical
I radio power ON/OFF.
19.8.2.1 m m PWR Function Key.
The PWR function key (Figure 19-4)
simultaneously turns on all systems controlled by the
CCS and accessesthe POWER page.When power is
first applied to the CCS, the KY-58s and TACAN
will start in the same on/off state that they were in at
shutdown.

19-26
 NAVAIR Ol-HIAAC-1

LS 2: m Toggles the COMM 2, tactical command radio. The COMM 2 page (C2) is used to
radio, power ON/OFF. configure the tactical radio.
m Not used. Radios may be tuned to a different frequency by:
1. Entering the preset number (single channel
Note or m AJ) into the scratchpad and
m Although toggling COMM 1 will pressing LS 1 or 2.
turn both radios on, ensureboth COMM 1
and COMM 2 are turned ON/OFF Note
together. If only the COMM 1 radio is m If the LOAD PRESETS function is
turned ON, actions to the COMM 2 radio not executed after the changeof an ARC-
will result in a 4 POWER indication. 210, changes to the PRESETS page will
occur only after selecting the channel.
m Radio power can be controlled from 2. Manually entering the frequency/modulation
either CDU. However, power control for into the scratchpadand pressing LS 5 or 6.
the command radio is conducted
internally through the pilot CDU and Note
power control for the tactical radio is
conducted through the copilot/gunner When entering UHF frequencies,FM/AM
CDU. In the event of a CDU failure, the defaults to AM. To changeto FM mode of
respective radio will become inoperative, UHF, F must be entered with or without
i.e., pilot CDUXommand (COM 1) radio; the frequency (e.g., F238.9 or simply F).
copilot/gunner CDUlTactical (COM 2) Entr of trailing zeros and the 5 for
radio. m.d 25 kHm 2.5 kHz increment
is optional; the 5 will not be displayed.
[911 With a failure of either CDU, both 3. Pressing LS 5 or 6 with a blank scratchpad
radios will continue to function. will tune the radio to the previously tuned-to
LS 3: Not used. frequency.
LS 4: m Toggles the Doppler navigation 4. m Entering the HAVEQUICK net
system power ON/OFF. number into the scratchpadand pressing LS
1 or LS 2.
[4I1 Toggles the EGI navigation system power
ON/OFF.
LS 5: Toggles KY No. 1 power ON/OFF.
LS 6: Toggles KY No. 2 power ON/OFF.
LS 7: Not used.
LS 8: Toggles TACAN power ON/OFF.

19.8.3 m m Communication
Functions.
COMM RADIO CONTROL PAGE
19.8.3.1 m m COMM Radio Control ZW0001W,S
Page. .wn

The COMM radio control page is the initial LS 1: The function of this key depends on the
communication page on the CDU. The COMM page scratchpadcontents:
is accessedby pressingthe COM function key on the 1. With a blank scratchpad,the line select key
CDU. This page displays radio page access,current will accessthe COMM 1 MODES page.
presetnumber tuned-to frequency, ID (preset label),
net variable, modulation mode, and relay mode. The 2. If the scratchpad contains a valid preset,
COMM 1 page (Cl) is used to configure the COMM 1 is tuned to the corresponding
19-27 ORIGINAL
 NAVAIR Ol-Hl AAC-1

frequency (including modulation mode, COMM 1 KY-58 is changed to that number

preset label, and net variable, if applicable). and displayed. The corresponding preset is
Valid presets for m are 1 through 32. updated to reflect the change on the COMM
Valid presets for m are 1 through 27, PRESETS page. The KY mode changes to
Al through A27, Ml through 28, and M60 CIPHER on the COMM 1 page when an NV
through M88. is selected.

Note Note
m SINCGARS nets are displayed as There. are six selectable net variables (1
SXXX on the AH-1W. Other users may through 6). The six net variables allow the
display the same net differently (i.e., S123 KY-58 to be loaded with up to six
is the same net as F123). different codes. Entering a C will result in
the previous net variable or 1 (if no
m HAVEQUICK nets are displayed previous net variable was selected).
as HXXXXX on the AH-l W. Other users
may present the same net differently (i.e., 3. If the scratchpad contains the letter F
HO0125 is the same net as A00.125, and (plain), the net variable display changesto P
and COMM 1 is changed to the PLAIN
HOOx is the same as FMT Net x).
TEXT: KY mode.

Note
If RELAY is selected ON, the COMM 2
net variable changesto reflect the COMM
1 net variable.
4. If the scratchpad contains a valid UHF OI
VHF frequency, COMM 1 is tuned to thal
frequency, the preset number changesto M,
and COMM 1 changes to the plain texl
mode indicated by a P in the net variabh
COYM RADIO CONTROL PAGE column.
2080001~13
nm
Note
3. m If TXXXX is entered, where XXXX When entering UHF frequencies, FM/AM
is a desired SINCGARS wristwatch time defaults to AM. To changeto FM mode of
and radio is currently tuned to a SINCGARS UHF, F must be entered with or without
net, the new time will be set for the tuned the frequency (e.g. F238.9 or simply l?.
net. Entr of trailing zeros and the 5 for
n-.-II L d 25 kHz= 2.5 1% ixremer?t
LS 2: Qperatesthe same as LS i for tbe L.VIVIIYI
adio. is optional; the 5 will not be displayed.
LS 3 and 4: m Not used. 5. If the scratchpadcontains the letter L (load)
the KY load function is enabled and the ne
m Displays AI annunciations. variable display changes to L.
LS 5: The function of this line select key depends 6. If the scratchpad contains the letter k
ut the scratchpadcontents: (receive) followed by an optional ne
1. If the scratchpad is empty, COMM 1 is variable, the receive code mode is enable<
tnned to the previously (last) tuned-to and a superscript R is displayed next to the
frequency, KY mode/net variable, or the net variable (function not used).
modulation mode depending on the last 7. If the scratchpad contains the letter C
change. (cipher), the KY mode is changedto ciphe,
2. If the scratchpadcontains a net variable in text, defaulting to the last net variable. K‘I
the range 1 to 6, the net variable for the mode changes (plain text, cipher text, 10a1
19-28 ORIGINAL
 NAVAIR Ol-HlAAC-1

code, and receive code) will be reflected on comm page, depending on the COMM 1 operating
the COMM 1 (and 2) mode pages. band; and the KY-58 mode control toggles tc
8. m If the scratchpadcontains the letter S PLAIN TXT.
(SCAN), the radio will enter the SCAN
mode. Note
LS 6: This select operatesthe same as LS 5 for the When MODE: GD is selected or the pilot/
operation of the COMM 2 radio. copilot EMER UHF 243.0 switch is
activated, the COMM page data cannot be
LS 7: m Not used. changed. Reselecting the COMM MODE
m Tunes COMM 1 to SINCGARS CUE to T/R or T/R+G results in both radios
frequency. returning to the previous condition in the
plain text mode.
LS 8: m Not used.
(911 Tunes COMM 2 to SINCGARS CUE Manual or preset frequencies cannot be
frequency. selectedfrom the applicable radio COMM
page when MODE: GD is selected on the
19.8.3.2 m COMM 1 Modes Control COMM 1 or COMM 2 page.
Page. Information Line: Pressing the up or down arrow
The COMM 1 modes control page is accessedby scroll keys transmits a 1020kHz tone on COMM 1.
pressing LS 1 on the COMM page with a blank The tone sounds for 4 to 5 seconds after a key is
scratchpad. released.The function becomes enabled and toggles
ON when either of the scroll arrow keys is pressed
and held. OFF displays when a key is released.
LS 3: Toggles COMM 1 squelch (SQL) ON or
OFF.
LS 4: Not used.
LS 5: Toggles baseband (BB) or diphase (DP)
secure voice unit condition modes for the No. 1
radio.

Note
COMY 1 MODES CONTROL PAGE BB and DELAY:IN are the modes
normally used for securecommunications.
LS 6: Toggles the RELAY (retransmit) function
LS 1: Accessesthe COMM 1 PRESETS 118page. between COMM 1 and COMM 2 ON and OFF.
Selecting the COMM 1 RELAY function ON
Note activates the COMM 2 RELAY and ON displays on
COMM 2. Selecting ON aiso causesthe TXT mode
m The ARC-182 COMM l/COMM (PLAIN or CIPHER) of COMM 2 to match COMM
2 PRESETS pages use the same list.
COMM 1 PRESETS or COMM 2 1. The RELAY mode is also indicated on the
COMM page.
PRESETS is displayed to eliminate
confusion when using the preset list to
tune the selected radio. Note
Cipher to plain, or plain to cipher retrans
LS 2: Toggles COMM MODE among transmit/ will not function.
eceive and monitor guard frequency (G) enabled(T/
R+G), transmit and receive on guard frequency LS 7: Toggles COMM 1 KY between plain text
:GD), and transmit/receive (TiR) only. When GD is (PLAIN TXT), cipher text (CIPHER TXT), LOAD
selected,40.5 mHz (VHF-FM), 121.5 (VHF-AM), CODE, or receive code (RCV CODE). Modes
156.8(VHF-FM), or 243.0 (UHF-AM) will be tuned display on COMM pages as P, net variable (1 thm
,n PLAIN TEXT and displayed on the top level 6), L, or R, respectively. LOAD function removes
19-29 ORIGINAL
 NAVAIR Ol-HlAAC-1

KY-58 from the remote control mode so the code LS 1: Accesses the PRESETSlAJ PRESET!
.nput gun operates.PLAIN TXT displays when the pages.
Juard mode is selected.
Note
Note
If the KY mode is changedto CIPHER on PRESETS pages 117 - 717 are accessed
the COMM 1 mode page, the net variable when the radio is tuned to a single
defaults to the previously used net channel frequency.
variable for the frequency.
LS 8: Toggles DELAY between IN (extended
Treamble length) and OUT (standard preamble AJ PRESETS pages 117- 717are accessed
,ength)for COMM 1 KY-58. when the radio is currently tuned to an
19.8.3.3 m COMM 2 Modes Control anti-jam preset.
‘age.
The functions on the COMM 2 page are the same The command and tactical radios may each bc
is the COMM 1 page except the DF: ON/OFF loaded with 25 single channel and 25 anti-jam CUI
displayedat LS 4. This function is inoperable. UHF and COLD start presets. The presets may bc
3F is selected via the NAV control panel (command different between radios. Fifty-seven maritime
.adio only). frequenciesare permanently stored within eachradic
and cannot be changed.

LS 2: Toggles COMM MODE among transmit

receive (T/R), transmit/receive and monitor guarc
frequency (T/R+G), and transmit and receive ot
guard (GD) frequency. When GD is selected, 40.!
mHz (VHF-FM), 121.5 (VHF-AM), 156.8 (VHF
FM), or 243.0 (UHF-AM) will be tuned in PLAIb
TEXT and displayed on the top level comm page

m CDMM 2 MODES WNTRDL PAG.S

dependingon the COMM 1 operating band; and the
KY-58 mode control toggles to PLAIN TXT.
ZY”
Note
19.8.3.4 m COMM 1 MODES l/2 Page.
The COMM 1 MODES l/2 page is accessedby When MODE:GD is selectedor the pilot/
nessing LS 1 on the COMM page with a blank copilot EMER UHF 243.0 switch is
cratchpad. --.:........A ),AL.a,L
‘l~Ll.U,~“( -..^,.,.G.YY”I.,
t^L^r” “1.
A.. +I.-
...- f-vl%dRd
_ --...,_
page will change to GUARD and the
COMM page data cannot he changed.
Reselecting the COMM MODE to T/R or
WMMl MODESlIZ T/R+G results in both radios defaulting to
the previous condition in the plain text
mode.

When the pilot/copilot EMER UHF 243.0

switch is activated with the ARC-210
COMM 1 MODES 112 PAGE radios turned off, the radio will turn on
209ClCWW,2 and tune to 243.0 but the CDU COMM
mn
page will not display the frequency.
19-30 ORIGINAL
 NAVAIR Ol-HlAAC-1

LS 3: Toggles COMM squelch (SQL) ON and in the AN/ARC-210(V) memory. Preset labels
DFF. however, are stored and maintained within the CDU.
LS 4: Accessesthe radio TIME page. The LOAD PRESETS function is used to load
LS 5: KY mode: BB/DP toggle. radio presets to the CDU. Selection following radio
replacementwill download preset frequenciesstored
LS 6: Toggles the RELAY (retransmit) function in the radio to the CDU, allowing display of the
ON and OFF between COMM 1 and COMM 2. correct communication presets.
Selecting the COMM RELAY function ON activates
the retransmit function for both radios. When the Note
RELAY mode is selected,the TXT mode (PLAIN or
CIPHER) of the other radio will be changed to Becausepreset labels are storedwithin the
match. The relay mode selection also indicates on CDU and are not loaded by the CYZ-10
the COMM page. or during the LOAD PRESETS function,
LS 7: Accessesthe radio SCAN page. labels may, not match the newly loaded
frequencies.
LS 8: Toggles KY DELAY between IN (extended
preamble length) and OUT (standard preamble If LOAD PRESETS has not been
length). executed and the presets displayed on the
CDU do not match what is loaded on the
Note ARC-210, the CDU-displayed
Baseband (BB) and DELAY:IN are the information will update when each
KY defaults and are normally used for individual preset is selected, preset is
anti-jam (Al) communications. manually changed (radio information will
be changed also), or LOAD PRESETS
19.8.3.5 m COMM MODES 2l2 Page. function is selected.
The COMM 1 MODES 212 page is accessedby
scrolling L or f from COMM 1 MODES 112page. LOAD PRESETS will normally be
performed by maintenance personnel
following a CDU or radio change.
I-1
L-a - !=mc 19.8.4 m Cl TIME Page Description.
The TIME page display and LS keys are divided
by function. The left side LS keys are dedicatedto
radio and HAVEQUICK functions while the right
side LS keys are SINCGARS-unique controls. The
only interrelation between SINCGARS and the left
side controls is when radio time is first initialized.

COMM 1 MODES 2J2 PAGE

m
FWO
- ACPT GPS
LS 1: Accessesthe SINCGARS ECCM remote fill
(EW page. HQ llME - GPS
IATEENTRY-
LS 2: Toggles KY radio between PLAIN TEXT,
CIPHER TEXT, LOAD and RCV CODE modes. TMtdAsv3*

LS 3: Initiates radio-to-CDU preset load.

The AN/ARC-210(V) and AH-1W Comm/Nav
Upgradeutilize an AN/CYZ-10 data transfer device Cl TIME PAGE
m
(DTD) for communication system configuration. ?zF-=
The CYZ-10 radio presetsare stored and maintained
19-31 ORIGINAL
 NAVAIR Ol-HlAAC-1

Display Line 4 displays the source of HaveQuick to HQ TIME = RF. The asterisk is replaced with an
and radio time: inward arrow. If RF time signal is not received
NO HQ TIME - indicates the radio time has not within 5 seconds,LS 2 must be pressedto deselect
been initialized since power-up. NO TIME is also RCV and pressed again to re-initiate the Receive
displayed on the COMM page adjacent to LS 3/LS 4 Time function.
when an AJ preset is selectedbut radio time has not
been initialized. RCV is automatically deselect(ed)and the inward
arrow returns if no time signal is received within 60
AWAITING GPS TIME - indicates GPS time is
available and selected, radio is initializinglre- seconds.
initializing using GPS UTC time.
LS 3 RF Time Transmit (XMIT) - Used to
HQ TIME = GPS - indicates the radio is synchronize another radio’s time reference to this
initialized to GPS UTC time. radio. During RF time XMIT functions, the radio
AWAITING RF TIME - indicates the radio is must be tuned to a fixed frequency or HAVEQUICK
awaiting time/time update via radio transmission. A AJ preset that matches the RF time receiver. The
1kHz audio beep is heard in the headsetand display time transmitter and receiver must be on the same
changes to HQ TIME = RF when complete. hopset/frequency, and time must be transmitted
HQ TIME = RF - indicates the radio is initialized within the appropriate time constraints of the
utilizing RF time. receiving radio. In the AH-lW, time must be
HQ TIME = EMRG - indicates the radio was received within 5 seconds of LS 2 RCV selection.
initialized to the time and date (OpDay) set on the The RF TIME XMIT function must be performed in
START Page. The time and date set on the START PLAIN TEXT mode only. It is only available when
Page are also called CCS Time. the radio is tuned to a single channel frequency or
HAVEQUICK AJ preset. It is not available or
19.8.4.1 m RadioRlAVEQUlCK Time. selectable when in a SINCGARS mode.
Radio/HaveQuick time and functions are on the
left side of the CDU display. The source of radio/ When selected, an * replaces the inward arrow,
HaveQuick time is displayed on display line 4. and time is transmitted. The function is deselect(ed)
automatically after 5 seconds,and an inward arrow
LS 1 ACPT GPS - Commands the radio to accept returns.
GPS Universal Time Coordinated (UTC) time via
the Precise Time and Time Interval (PT-TI) discrete
interface with the EGI. LS 4 Emergency (EMRG) Time - Used when GPS
or RF time sources are not available and anti-jam
Note communications are required. EMER time is often
used with COLD start and RCV time. This function
The inward arrow at LS 1 is not displayed is only available when the radio time has not already
when GPS time is not available. I.-....
“II.. :..:r:nl:“aA
.I.&.l...llw-.
LS 2 Receive (RCV) - Used to re-initialize the
radio’s time referencewithin an established anti-jam
net. The time transmitter may be an AUTO TGD If available, an inward arrow and NO HQ TIME
transmitter or any other HAVEQUICK-capable are displayed. When selected, the radio time is
station. The time transmitter and receiver must he on initially set to OO:OO:OO.OO
and the operational day is
same single channel frequency or HAVEQUICK net, set to 00. Five seconds later, HAVEQUICK and
and time must be transmitted within 5 secondsof LS SINCGARS will be set to the time and date set on
2 RCV selection. The RF TIME RCV function must the START Page.
be performed in the PLAIN TEXT mode. It is not
available or selectable when in a SINCGARS mode. Note
When selected, an * replaces the inward arrow
and AWAITING RF TIME is displayed on Display Once one aircraft has conducted an
Line 4. When RF time is received, an audio beep (1 Emergency Time Start, that aircraft would
8-Iz) is heard in the headsetand the display changes then RF the time to the other net member.
19-32 ORIGINAL
 NAVAIR 01-HlAAC-1

19.8.4.2 SINCGARS Time and Function associatedwith the priority scan frequency controls
Keys. the NVs for the three remaining scan frequencies.
SINCGARS time and functions are on the right Single channel frequenciescan be assignedmanually
side of the CDU display. using LS 5 through LS 8, or the operator can enter
an associated preset position number in the
SINCGARS requires precise time synchronization scratchpadand select LS 1 through LS 4. The preset
to operate, but the synchronization requirement is label assignedto a preset position is also displayed
less stringent than that of HAVEQUICK.
SINCGARS is designed to allow a radio to on the scan list page. The command and tactical
automatically synchronize time even with an radios feature independent scan lists.
inaccurate initial time. The time associated with a
SINCGARS net may be different for every net. Once
a net is synchronized and operating, the unique time
is stored with that net within the particular radio.
LS 5 Base Time - Time is displayed in brackets
and only when the radio is tuned to a SINCGARS
AJ preset. “[--:--I” is displayed when the radio is
tuned to HAVEQUICK or a single channel
frequency. The SINCGARS base time reflects the
source used to initialize the radio’s time (displayed
on display line 4).
LS 6 Mission Day - Mission Day is displayed in
brackets and only when a SINCGARS AJ preset is Em SCAN UST PAGE
EY”
selected. [--I is displayed when the radio is tuned to
HAVEQUICK or a single channel frequency. The
Mission Day reflects the source used to initialize the The SCAN mode is activated by pressing any LS
radio (displayed on display line 4). key on the SCAN LIST page with a blank
LS 7 LATE ENTRY - Expands the ability to scratchpad.After selecting SCAN, the CDU screen
synchronize SINCGARS when time differences are will automatically return to the COMM page.
outside the normal limits. Available only when a
SINCGARS AJ preset is selected. LATE ENTRY is SCAN may also be commanded from the COMM
selectablefrom the TIME page or COMM page LS page by typing an “S” into the scratchpad and
3/LS 4. Selecting LATE ENTRY deselects TIME selecting the desired radio using the right LS key.
MASTER. When SCAN is initially selected, the radio will
LS 8 TIME MASTER - Provides control of initially lock onto the priority frequency.
SINCGARS net time. Available only when a
SINCGARS AJ presetis selected.When time master When a transmission is detected on a SCAN LIST
is selected, the SINCGARS net time is updated frequency, the radio reception will remain locked on
during normal transmissions by the time master. that frequency for 4 secondsafter transmission ends.
Time master is automatically deselect(ed)when late While scanning, the frequency/presetlabel displayed
entry is selected. The AH-IW will not normally on the COMM page is the last locked frequency.
operate in the time master mode.
The transmission frequency on the scanning radio
19.8.5 m SCAN LIST Page.
dependson whether it is locked or scanning. While
The SCAN function is used to simultaneously the radio is scanning, transmission will occur on the
scan up to four single channel frequencies. priority frequency. While the radio is locked,
The SCAN LIST page is accessed from the transmission will occur on the locked frequency.
COMM MODE 112Page, LS 7 SCAN LIST. SCAN
LIST page displays the four scan frequencies and To exit the SCAN mode, press the appropriate
associated NV and label identifiers. SCAN LIST right LS on the COMM page and the radio will tune
position 1 is the priority scan frequency. The NV to the last locked frequency.
19-33 ORIGINAL
 NAVAIR Ol-HlAAC-1

9.8.6 m SINCGARS ERF Page. LS 4: AJ PRESET - Accesses AJ PRESET pages.

ERF is a method of remotely tilling or updating a LS 6: RCV - Initiates the ERF receive command.
adio station with a different load set. Receive command signal is active until deselect(ed)
by the pilot or 1 minute has elapsed. An outward
The ERF Page is accessed from the COMM
arrow is replaced by an * while receive mode is
vl0DE.S 2/2 Page, LS 1 ERF. It is used and is
active.
accessibleonly when a SINCGARS net is selected.
LS 8: Return (RTN). Returns COMM MODES 2/
2 page display.

19.6.7 m (911 COMM PRESETS Page.

The COMM presets pages of m and m

- Al PRESET
are identical in display and operation with the
exception that:

m Each COMM 1 (or 2) PRESETS page

m
ERF PAGE
2OBUlHW
provides accessto 4 preset frequencies, with a total
.mlo of 32 available presets.

LS 1 - HOPSET/LOCKOUT - Toggles ERF m A total of 27 presets for each individual

‘unction between HOPSET and LOCKOUT when radio are available on 7 pages. Twenty-five presets
he scratchpadis empty. HOPSET is the AJ presetto are for single channel frequencies, while preset
which the ERF will store. LOCKOUT is a table of positions 26 and 27 are dedicated to SINCGARS
iequencies on which the radio will not hop and is CUE and COLD start frequencies. Each radio is
lot normally selected in the AH-1W. capable of individual preset lists, allowing two
Manually enter an AJ preset number (without the unique frequency lists to be developed.
Treceding A) corresponding to the position which
Note
.heERF will SEND from or RCV to. The bracketed
lumber will change to reflect scratchpad contents.
m COMM 1 PRESETS and COMM
iraIid hopset entries are between 1 and 25, while
2 PRESETS pages are the same list;
{alid lockout entries are between 1 and 8.
COMM 1 PRESETS or COMM 2
Note PRESETS are displayed to eliminate
confusion when using the preset list to
The scratchpad displays an HQ tune the selected radio.
SELECTED advisory if an HQ AJ preset
position is entered/displayedand SEND is
selected. m Cl or C2 PRESETS pages will
initially be accessedif the radio is tuned
to a single channel frequency (manual or
ERF RCV must be selected prior to the
preset). If the radio is tuned to an AJ
other station transmitting in order for a
successful ERF function to occur. preset, the AJ PRESETS pages will be
accessedinitially. Selecting the t or -+
LS 2: SEND - Initiates the ERF send command. keys will scroll from the particular radio’s
Sendcommand signal is active for 2 seconds,during COMM PRESETS to the AJ PRESETS
which an inward arrow is replaced by an *. we.
19-34 ORIGINAL
 NAVAIR Ol-HlAAC-1

I
COMM 1 or COMM 2 PRESETS pages are Title Line: Displays COMM 1 PRESETS when
accessedby pressing LS 1 on either the COMM 1 or the presetspage is accessedfrom the COMM 1 page.
COMM 2 page. When the presetspage is accessedfrom the COMM
2 page, line 2 displays COMM 2 PRESETS.
I
Note
-1 BASE P Aza7.60
COW.41 PRESETS 1 /S
11551 m COMM 1 PRESETS and COMM
- 2 GRNO P ASS9.20 m 2 PRESETS pages are the same list;
COMM 1 PRESETS or COMM 2
PRESETS are displayed to eliminate
confusion when using the preset list to
tone the selected radio.
LS 1 through 4: The function of LS 1 through LS
4 dependson the contents of the scratchpad:
1. If the scratchpad is empty, the applicable
COMM radio is tuned to the preset data
corresponding to the line select key and the
page display is changedto the COMM page.
2. If the scratchpadcontains any string of one
m COMM 1 PRESETS PAGE to five alphanumeric characters,the label for
the corresponding change is changed to
these characters.
LS 5 through 8: The function of LS 5 through LS
8 dependson the contents of the scratchpad:
1. If the scratchpadcontains a valid frequency,
CZ
C2 PRESETS l/7 the frequency of the corresponding channel
- 2 TOWER is changed to the scratchpad contents. For
-3 SHuTR
UHF presets, the FM modulation (F) must
be entered manually either preceding the
UHF frequency or by just enterin an F to
an existing UHF frequency. cad F or A
is displayed followed by the frequency with
two digits to the right of the decimal point.
C2 PRESETS 2/7 m Displays three digits to the right of
C2 PRESETS S/7 the decimal point followed by half-height
‘22 PRESETS 4/7 modulation selection.
C2 PRESETS S/7
C2 PRESETS S/7 2. If the scratchpad contains a net variable
between 1 and 6 (inclusive), the net variable
m C2 PRESET PAGES for the corresponding channel is changed.
-1S3-M 3. If the scratchpad contains P, the frequency
I .mn
will be plain text. I

19-35 ORIGINAL
 NAVAIR Ol-HlAAC-1

4. If the scratchpadcontains C, the KY mode select keys function similarly to those on the COMM
will be changedto cipher text, defaulting to PRESETS page.
the last net variable.
HAVEQUICK hopset AJ preset positions may be
Note manually modified by the pilot by entering
HXXXXX (where XXXXX is the net identification
VHF-FM frequencies will result in number) in the scratchpad and pressing the
modulation defaulting to F. For VHF-AM appropriate left LS key.
and UHF frequencies the default is A.
19.8.9 m m TIMERS Page.
The COMM PRESETS page is scrollable The TIMERS page is used to control the three
up or down from the COMM PRESETS event timers and to enable the Timer/Time-of-Day
118page to COMM PRESETS 818 in a display for the CDU annunciation line and the HUD.
wraparound fashion. Accessing this page
results in display of the page last viewed. The TIMERS page is accessedby pressing LS 4
on the INDEX l/2 page.
9.8.8 m AJ PRESETS Pages.
27 Anti-jam presets are available for each
ldividual radio. AJ preset positions 26 and 27 are
eservedfor the SINCGARS CUE and COLD start
unctions. 00:04:32 t LAP *

The AJ PRESETS pages are accessedby scrolling 02:29:15+ IAP -

:ft or right from the COMM PRESETS pages, or TN DSP :OFF OFF : TOD DSP
ram the COMM page by selecting LS 1 or 2 with an
tJ preset selected.

mm TIMERS PAGE 209ww8

Jl4113

LS 1 through 3: The function of these line select

keys depends on the scratchpadcontents:
1. Pressing with a blank scratchpadtoggles the
timer ON/OFF.
A --..,. ;” tLP r^ntA...“,4 -,.“..t” tl.n .:...A- l -
2. &. ‘,_.” . . . . ..- ““...‘..r..Y .lYI.Y 11.1 1.1111. . .

oO:oO:OO,turns the timer off, designatesthe

ClAJ PRESFTS 2/7
1s 3/7
up-counter arrow display, and resets the
TS 4/7
LAP function.
3. Pressing with a number in the scratchpad
sets the timer, htms the timer on, designates
the down arrow display and resets the LAF
Ra Cl AJ PRESET PAGES function. The format for time entry is: 100 =
1 hour; 1 = 1 minute; .Ol = 1 second, with
2owoom3l3
Ji411 the range 0.01 to 959.59 (e.g., entering 20 in
the scratchpadsets the timer to 20 minutes),
There are 7 scrollable AJ preset pages containing The down-count to zero triggers a 4 TIMER
!5 hopsets. Preset labels and NVs are not included N annunciation (where N indicates timer 1.
IS part of the AN/CYZ-10 fill data, thus requiring 2, or 3) on line 6 and a 4 CDU annunciatior
he pilot to manually assign each as desired. Line on the HUD.
19-36 ORIGINAL
 NAVAIR Ol-HIAAC-1

LS 4: Toggles the timer display (TM DSP) on the execution of the recovery from zeroize
mnunciation line ON/OFF. When selected ON, an procedures.
Ictive timer will have priority over TOD (if
ielected) for display on the CDU and HUD. For
nultiple active timers, the priority for display will ZEROIZING does not affect the
50 to the lower numbered timer 1, 2, 3. ALMANAC data stored in the EGI NVM.

LS 5 through 7: Enables/disablesthe timer Tl , T2 With the few exceptions listed below, display and
md T3 (respectively) LAP freeze display. When the operation of the ZEROIZE pages are identical in
LAP display is frozen, an * is displayed next to m and (911 .
LAP. Timers will continue to count up/down. When
:he LAP display is unfrozen, timer display will 19.8.10.1 m m ZEROIZE 112 Page.
:esume. This will not freeze HUD or CDU
mnunciation line display. The ZEROIZE pagesare accessedby pressingLS
5 on the INDEX 112page. The m and m
Annunciator: Timer or TOD is displayed on the
displays are identical except EGI is not available on
mnunciation line on all pageswhen DSP is toggled
the m display. This page is scrollable up or
:o ON from LS 4/LS 8. If a status message is
down to the ZEROIZE 212page.
Tresented when time display is selected, the
annunciationand time display will alternate until the
mnunciation is cleared.

LS 8: Toggles the time of day DISP on the

mnunciation line between ON and OFF. TOD will
$1~0be displayed on HUD when no other timers are
active with timer display on. - NAV DATA

DATA LOADER -
19.8.10 m m Zeroize Functions.

Data “externally” entered into the CCS, EGI,

radios, KY-58, and MDL can be zeroized by CDU
ZEROIZE pages and the INS ZEROIZE switch in
the pilot cockpit. Zeroize can be used to erase
ClOMSEC material to prevent capture, to quickly
:rase navigation or communication data which is no Pressing a line select key toggles the display of an
longer useful, and to initialize componentswhich are asterisk beside the function selected to be zeroized
not functioning properly. and puts a * CONFIRM? messagein the scratchpad
until the selection is confirmed via LS 5 or is reset
Note with the CLR key. Deselecting the asterisk is
accomplished by pressing the LS again, leaving the
Use of the ZEROIZE switch or LS 1 on page,or clearing the scratchpad.If no action is taken
both ZEROIZE pageserasesall externally within 5 seconds, the scratchpadis cleared and the
entered data from the EGI NVM, radios, asterisk is changed to an in-arrow. Pressing LS 5
KYs and MDL. This is an emergency with the asterisk displayed next to a function will
function that causesa complete lock-up of zeroize the selecteddata and ZEROIZED will appear
the CDU after data erasure. The CCS in the scratchpaduntil cleared with the CLR key or
functions can be regained through overwritten with a new * CONFIRM? message.

19-37 ORIGINAL
 NAVAIR Ol-Hl AAC-1

LS 1: Selects zeroization of the entire CCS LS 7: m Not used.

waypoints, targets, routes, etc) as well as radios, m Sends erase command to EGI.
:Y-58s and m EGI CVs, if turned on. m
his is intended to be an emergency function and the LS 8: Not operational.
:CS will lock up after performing the erase.
Note
Note
After confirming zeroize, ALL
When ALL is selected, all COMM ZEROIZED cannot be cleared from the
presets, secure net variables, and NAV scratchpadusing the CLR key.
data will be zeroized.
19.8.10.2 m m ZEROIZE 2/2 Page.
The system will default to the following default
ist:

l All Single Channel Presets: FM 33.00

we.
The m andm displays are identical. Thi!
page is scrollable up or down to the ZEROIZE l/z

l TIMERS: OO:OO,tacan 126X, m WGS-

84

l m DOPPLER - SEA

l [91 All A-J Presetsto NO FILL 1

[ l CONFIRM

l m m : NOT INSTALLED.
LS 2: Selects single channel and m AJ preset
datafor both radios as well as other COMM data to
ae erased. This data includes labels, KY-58 text LS 1: Same as ZEROIZE l/2 Page.
mode and NV, fill status, net number, waveform, LS 2: Selects all WPTs to be zeroized when nc
frequency and modulation, currently and last tuned waypoints are in use in the routes and/or flight plai
to anti-jam/single frequency/maritime/manual/guard lists. When waypoints are in use in the routes and/o
mode selection, and scan channel data. This flight plan lists, the waypoints will still be selectee
selection also sends a command to the radios to to be zeroized, but an annunciation IN USE BY .,
erase their NVM data, including fill data, m messagewill appear in the scratchpad.
WODs, etc. .. -^-.-^
i.3 3: Seiecrs an nvv ICY to be zeroized.
LS 3: Selects all navigation lists to be erased, LS 4 and 8: Not used.
including flight plan, waypoints, targets, routes, and
PIM. LS 5: Same as ZEROIZE l/2.

LS 4: Not used. LS 6: Same as LS 2 for TGTS.

LS 7: Same as LS 2 for PIM.
LS 5: Confirms the zeroization of a selecteditem.
19.8.10.3 m m Emergency Zeroizl
LS 6: Selects KY-58 COMSEC data to be erased Procedures.
from the CCS, including single channel presets,
frequency currently tuned to, and last tuned to text This is an emergency function and will freez
modes, mode, NVs, power, delay settings, and keyboard functions which can only be reset b:
m AJ preset. This selection also sends a powering down and up again. The ZERO INS switc:
command to the KY-58s to erase their NVM data (Figure 19-2, sheet 2) erases all COMM preset!
(i.e., keys). secure net variables, and NAV presets.
19-38 ORIGINAL
 NAVAIR 01 -Hl AAC-1

ZERO INS switch - ZERO INS, or m m LS 2 displays a colon (:), allowin

ZEROIZE ALL on either Zeroize page selection of CDU2: NOT INSTALLED. This
(IDX, ZEROIZE (LS 5), ALL (LS 1) and selection should be made on m configurec
within 5 seconds, CONFIRM (LS 5)). aircraft.
Note
To folly ZEROIZE, the power to the CCS
must remain on for approximately 30
secondsor until both CDU screensblank.
2. KU NO. 2, ICU NO. 1, PLT CDU, and
GNR CDU circuit breakers - OUT.
3. ICU NO. 2, KU NO. 1, PLT CDU, and
GNR CDU circuit breakers- IN.

Note
A 6 minute interval with power applied is
required for microprocessors within the
ICU No. 1, KU No. 2, and CDU to reload
the operating system after zeroize
procedurehas been completed. Do not use
the CCS during this software reloading
process.
4. Steps 2 and 3 - Repeat after 6 minutes.
5. CONFIG Page - Set up as required.
6. CCS and CommlNav data - Enter as
required.

19.8.11 m m CONFIG Pages.

The CONFIG pages display the configuration for
he software resident in the CDUs, ICUs, and m
LN/ARC-210(V), and EGI. Two pagesare used for
ach configuration.
The CONFIG pages are accessedfrom LS 8 on
he MAINT TEST. The CONFIG pages are
crollable up and down.

LS 4 selects m : INSTALLED or NOT

INSTALLED. Incorrect configuration of m will
prevent navigation information from being passed
between the m and the CCS. Features such as
target coordinates will not be available. m
19-39 ORIGINAL
m will be displayed and selectable, but will reactivatedby again entering a minus and selecting a
lave no effect. line key. Selection of a line key with a blank scratch
pad clears the checkmark for that unit.
Note LS 5: m Displays Doppler status.
Toggling LS 4 to the wrong configuration m Displays EGI statlls.
results in 4 CONFIG on the CDU, or a
BUS AlBUS B NOGO on the status 3/3 LS 7: Accesses the maintenance test pages when
pas. the Ground/Air discrete is in Ground mode.

19.8.12 m m STATUS Pages and

Functions. MAINT TEST is not allowed when the
The STATUS function displays avionic helicopter is in flight and the GND/AIRI
zquipment statusand provides accessto maintenance NORM switch is in the AIR or NORM
test pages.Messagesare displayed on the CDU line position.
above the scratchpad. For a list of messages and LS 8: Clears all checkmarks.
CDU annunciations, refer to Table 19-3.
1. BAN - Blinks alternately with the time]
STATUS pages for m and m are display annunciation (for right justifiec
identical, except where noted below. annunciation except for timer displa)
annunciation). Otherwise non-blinking.
19.8.12.1 m m STATUS l/3 Page.
2. BL - Blinks at an approximate 1 seconC
The STATUS pages are accessedby pressing the rate.
STAT function key, displaying the page which most
recently had a statusupdate.The STATUS pagesare 3. BT - When time of day (TOD) display i!
scrollable using the up and down arrow keys. The on, blinks alternately with TOD. Otherwise
m and m displays are identical except blinks normally as BL type.
where noted. 4. NOT - Non-blinking.

19.8.12.2 m m STATUS 2l3 Page.

GO APL1
8
II t-i 11551

(Ls2( COM2 GO
STATUS 2 / 3 0

/I II
,m,,HDG GO II-, 8

LS I-6: Displays the status of each component as

GO or NOGO. A 4 STATUS annunciation is
displayed on the scratchpad/annunciationline if any
failure of the unit has occurred, which advises the LS 1, LS 2, LS 3, and LS 7: Displays status o
pilot to check the status page for the cause of the each component as a GO or NOGO.
message.A checkmark will be displayed next to the LS 5 and 6: m Not used.
responsiblecomponent. The messagemay be cleared
either by pressing the CLR key or LS 8. When a m APL1 and APL2, refers to the ARC
minus is entered, the d STATUS annunciations are 210(V) radio anti-jam circuitry.
inhibited for future failures of that unit until
19-40 ORIGINAl
 NAVAIR 01 -Hl AAC-1

TABLE 19-3. CDU ANNUNCIATIONS

MESSAGE TYPE CONDITION

4 Config BT Configuration data does not match installed equipment.

KNAVE BT When INS or GPS has failed with correct solution

mode.

d PSN IDX m BT Position index greater than 2 nmi.

4 PO.7 FM m BT GPS/INS FM greater than 200 m; INS Fh4 greater than

1000; or GPS FM greater than 8.

d STATUS BT Detected failure of a component or interface signal.

Reset with CLR key or valid status. Individually
disabled by entry of a minus (-).

4 TIMER BT Down count to zero completed on one of the three

timers.

CUE 1 (2) (911 BT Radio 1 (2) detects transmission on the CUE channel.
Annunciation is associatedwith aural tone in headset.

DEADRECKON NOT NAV mode has regressedto TAS/HDG.

ENTER TIME NOT Occurs after power interrupt or m if the time from
GPS is valid.

ENTER WIND NOT Loss of groundspeed.Reset with entry of wind, regain

ground velocity, or CLR.

EGI DIVERGE m NOT In blended solution, when INS fails to converge to

GPS. Clearable by selection of GPS or INS-only
solution or by performing INS realignment.

NAV FAIL BAN m No valid navigation data. m ICUs have

failed, failure of INS and GPS, or failure of INS and
GPS with incorrect solution mode.
NEXT CR%-’ BL Appears 10 secondsprior to WPT. Resets at WPT
passage.

NAV MEM m BT When Doppler goes to memory mode.

NAV STBY m BT Squat switch or GRD/AIR/NORM switch set to ground

and valid navigation mode is possible.
Tl (2) (3) XX:XX:XX NOT Timer 1 (2) (3) DATA. Non-clearable except by
disabling timer display on time page.
UFTD REJECT m BT Position update has been rejected by EGI because
position error is greater than 1.0 nmi.

19-41 ORIGINAL
 NAVAIR Ol-HlAAC-1

TABLE 19-3. CDU ANNUNCIATIONS (Cont)

MESSAGE TYPE CONDITION

UNK CNFG BT Detected an unknown avionics configuration.

xxxx:xx (TIME) NOT Time of day enabled.

19.8.12.3 m STATUS 313 page. 19.8.13 m m MAINT TEST Pages.

The MAINT (maintenance) TEST page is
accessedfrom LS 7 on the STATUS 113page.

STATUS 33

0
STATUS S/3 PAGE 2owoDwI
mm 6
.na13

Displays statusof avionics busesA and B as a GO

x NOGO.
A NOGO can be generatedby: LS 1: Accesses the COMM TEST page.
LS 2: Accessesthe NAV TEST page. Details are
discussed in Chapter 20.
l Bus failure(s).
LS 3, 4, 6 & 7: Not used.
l One of the CDUs not installed. LS 5: Accesses the CCS TEST page.
LS 8: Accesses the CONFIG pages.
l TACAN not installed.
19.8.13.1 m m COMM Test Page.
l m Wrong configuration selected for
m on CONFIG 212 page, LS 4. The COMM TEST page is used to initiate and
display results of command and tactical radio BIT,
This page is accessed by pressin_g LS 1 on the
MAINT TEST page.

-OOMMZ
: COMM TEST
NOGO

19-42 ORIGINAL
 NAVAIR Ol-HlAAC-1

LS 1: Initiates BIT of the COMMl (command) Description of COMM DETAIL acronyms:

radio. “GO” will be displayed if COMMl passes
BIT. If COMMI is unable to transmit/receive over EQUIP - Indicates failure in the RT, antenna,01
the 1553 bus within 25 seconds, TEST will not antenna converter unit.
display and a 4 STATUS annunciation will appear.
RT - Indicates a receiver/transmitter fault.
m NOGO n-n-n will display when any WRA
failure is detected. The n-n-n codes should be RADIO - Indicates a fault in the RT, nol
recordedfor maintenancetroubleshooting. including the ECCM module.
(911 NOGO will display when any WRA failure HPAMP - Indicates a failure in the high powel
is detected. LS 5 may be selected to identify the amplifier.
specific WRA.
LS 2: Initiates BIT for COMM2 (tactical) radio. AS - Indicates high VSWR or active antenna ir
not operational.
Status is displayed as for COMMI.
LS 3, 4, & 7: Not used. CONVT - Indicates a failure in the antenna
converter unit.
LS 5: m Not used.
ANT - Indicates a fault in the antenna systerr
m Causes COMMl DETAIL 112page to be causedby high VSWR or antennaconverter unit tc
displayed. antenna interface problem.
LS 6: m Not used. PILTR - Indicates failure in the filter.
m Causes COMM2 DETAIL l/2 page to be
displayed. ECCM - Indicates failure in the ECCM module,

LS 8: Returns the display to the MAINT TEST

MOUNT - Indicates failure in the mount.
we.

19.8.13.2 m COMM DETAIL Test Pages.

The COMM DETAIL pages are used to display
SRA FAILURE CODES
the results of BIT of the command and tactical radio. COMM 1 DETAIL .?I2
I’bese pages are accessedby pressing LS 5 on the
COMM TEST page and are scrolled up and down
From page 112to page 2/2.

EQUIP NOGO
COMM 1 DETAIL l/2 COMM 1 DETAIL 2,2 PAGE ?wooD,~
RADIO NOGO
mn
A3 NOGO NOGO CONVT

ECCM NOGO LS 2, 3, & 4: Indicates the first, second, and third

most probable failed SRA. Codes should be recorded
for maintenance troubleshooting.
COMM 1 DETAIL I,2 PAGE
2090001S32 LS 8: Returns the display to the COMM TES’I
JM,,
pas.
19-43 ORIGINAL
 NAVAIR Ol-HlAAC-1

19.8.13.3 m m CCS TEST 113 Page. LS 1: Initiates BIT for KU 1 when toggled from
dashes to TEST. A GO is displayed when BIT
The CC.7 TEST l/3 page is accessedby pressing passesthe test, and a NOGO is displayed when any
LS 5 on the MAINT TEST page. failure is detected. If BIT cannot be initiated, the
dashes will not toggle to TEST and a 4 STATUS
annunciation will be displayed.
DETAIL -
CDUl: GO
cc3 TEST 113
LS 2: Initiates BIT for ICU 2 when toggled to
CDUP: GO DETAIL + TEST. Status is displayed as for ICU 1.
LS 3, 4, and 7: Not used.
LS 5: Accesses the ICU 1 DETAIL page.
LS 6: Accesses the KU 2 DETAIL page.

m CCS TEST l/3 PAGE

-
Jm3
LS 8: Remms the display to the MAINT TEST
page.

LS 1: Pressing LS 1 displays the last known test 19.8.13.5 m m CCS lest 313 Page.
results as GO or NOGO. Pressing again displays
dashes. The CCS TEST 313 page is accessedby scrolling
up from the CCS TEST l/3 page or down from the
LS 2: m This will be blank on m CCS TEST 213page.
aircraft with a single CDU when CONPIG 112page
LS 2 has been activatd.
mm Pressing LS 2 displays the last known
test results as GO or NOGO. pressing again displays
dashes.
LS 3, 4, and 7: Not used.
LS 5: Accesses the CDU 1 DETAIL page.
LS 6: m m Accesses the CDU 2 DETAIL
pas.
LS 8: Returns the display to the MAINT TEST
page.
I CCS TEST 3/3 PAGE ~

19.8.13.4 m m CCS Test 2l3 Page. .A413

The CCS TEST 2/3 page is accessedby scrolling

down from the CCS TEST 113page. Data Line 1: Displays the software version
resident in the CDU.

XXX represents the installed software

version.
Data Line 2: m Not used. CDU 2 followed
by dasheswill be displayed.
m m displays the software version resident
in the CDU.
BEam CC3 TE!X M PAGE 2owoo91
.a,,3
Information Line: Displays the software version
resident in ICU 1.
19-44 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Data Line 3: Displays the software version Information line: Displays the ICU BIT acronym.
.esidentin ICU 2. A 1 displayed in any position indicates fail. A 0
displayed in any BIT position indicates pass.
LS 8: Returns the display to the MAINT TEST
?age. LS 1 through 7: Not used.
LS 4: m Not used.
19.8.13.6 m m CDU Test Pages. (9I1 Resets the applicable ICU fault ball and
clears ICU BIT history.
The CDU TEST pages are accessedby pressing
2 5 or LS 6 on the CCS TEST 113page. LS 8: Returns the display to the CCS TEST 2/3
page.
19.8.14 m m CDU Screen Failure
(and Anomalies).
CDUl TEST GO
Note
SIT occocow wocooxl
Radio communication remains enabled on
the last CDU displayed frequency if the
CDU screen goes blank.
1. PLT CDU circuit breaker - OUT.
2. PLT CDU circuit breaker - IN. Check for
mm CDU TEST PAGE
-1W-S restoration of screen. If not restored,
.a411 perform pilot emergency UHF switch
method.
Information Line: Displays the CDU BIT 3. m m If copilot/gunner has a screen
acronym. A 1 displayed in any BIT position failure, reset PLT CDU circuit breaker (pilot
ndicates fail. A 0 displayed in any BIT position DC Panel).
ndicates pass.
4. mm If pilot has a screenfailure, reset
LS 1 through 7: Not used. GNR CDU circuit breaker (pilot DC Panel).
5. m m If not restored, reset both PLT
LS 8: Returns the display to the CCS TEST l/3 CDU and GNR CDU circuit breakers.
,age.
6. mm If not restored,reset NO. 1 ICU
then NO. 2 ICU and PLT CDU then GNR
19.8.13.7 m m ICU Test Pages. CDU circuit breakers.
The ICU TEST pagesare accessedby pressing LS
i or LS 6 on the CCS TEST 2/3 page.

19-45 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HIAAC-1

CHAPTER 20

Navigation
9.1 SCOPE TACAN or FM homing information, and the HUD
displays TACAN and ADF steering pointers. See
This chapter presents information on the Figure 19-3 (Sheet 1) for antenna locations and
ravigation systems. Chapter 19 presentsinformation
m the communication and identification systems. Figure 20-2 for navigation system controls and
displays. Text specific to the Baseline Configuration
In the following areas where communication and is annotatedwith H
navigation functions are shared or overlap, the
nformation is presentedin chapter 19 only: 20.2.2 Tactical Navigation System
Configuration m .
l Interface Control Unit (ICU)
l Control Display Unit (CDU) The navigation system includes the navigatior
l Squat Switch control panel, BDHI, AN/ARN-118(V) TACAN set,
l GND/AIR/NORM Override Switch DF-301E DF set, DF feature of the AN/ARC-182(V:
l CDU INDEX, POWER, TIMERS, ZEROIZE
command radio, AN/ARC-89B ADF set, ANIASN-
and TEST (other than navigation systems) 75B compass system, ANIAPN-194(V) radar
pages. altimeter, AN/APN-154(V) radar beacon set, APN.
217(V)3 Doppler navigation set, the AN/ASQ.
20.2 NAVIGATION SYSTEMS
NTRODUCTION 205(V) cockpit control system (CCS). The primar)
navigation flight instrument. the BDHI, display!
The USMC AH-IW is currently fielded in four TACAN, DF, ADF, and compass system
ximary avionics configurations: information, and the pilot attitude indicator display!
TACAN or horizontal deviation pointer information
l Baseline configuration q depending on the NAV control switch position. Tht
l Tactical Navigation System m CDU and HUD display Doppler navigation steering
l Canopy Mod m
information. See Figure 20-2 (Sheet 2) fo:
l Communication/Navigation Upgrade m
navigation system controls and displays. Tex
Figure 20-I lists the avionics systems applicable specific to the Tactical Navigation Configuration i!
o each configuration. Figure 20-2 (Sheets I through annotated with m
i) depicts the particulars for each configuration.
See Figure 19-3 (Sheet 1) for the location o
~0.2.1 Baseline Configuration q . m antenna locations.
Navigation equipment includes the navigation
:ontrol panel, BDHI, AN/ARN-118(V) TACAN set, 20.2.3 Canopy Modification Configuratior
IF-301E DF set, DF feature of the AN/ARC-182(V) ml.
:ommand radio, ANIARN-89B ADF set, ANIASN-
15B compass system, AN/APN-194(V) radar The canopy modified aircraft has essentially thl
dtimeter, AN/APN-154(V) radar beacon set, and the same navigation equipment configuration as thl
:M homing feature of the AN/ARC-182(V) tactical m with the addition of a radar altimeter am
.adio. (The radar beacon set and the FM homing CDU in the front cockpit. m aircraft may be fitter
‘eatorehave been removed from most aircraft.) The with either the m or the M-65 TSU. See Figor
ximary navigation instrument, the BDHI, displays 20-2 (Sheets3 and 4) for navigation system control
TACAN, DF, ADF, and compass system and displays. Text specific to Canopy MO,
nformation. The pilot attitude indicator displays Configuration is annotated with m.
20-l ORIGINAl
 NAVAIR Ol-HlAAC-1

!0.2.4 Communication/Navigation Upgrade GND/AIR/NORM override switch. The CI

Zonfiguration m . provides the following navigation functions:
The Comm/Nav Upgrade configuration is an 1. Navigation based on operator and syst,
:nhancement to the m configuration. Navigation inputs resulting in the following compu’
,ystem changes include: data:

l Addition of the CN-1689(V)2/ASN EGI a. Present position (PPSN)

system, ANIARN-153 TACAN set, EGI and b. Distance to or from selectedwaypoint
radio Code Load panel and provisions for target
ASQ-215 Mission Data Loader (MDL)
l Removal of the ANIARN-89B ADF set, AN/ c. Time to or from selected waypoint
ASN-75 Gyro-Compass system, ANIAPN- target
217(V)3 Doppler Radar set, and AN/ARN-I 18 d. Course to next point
TACAN receiver/transmitter
l Changes to the NAV CONTROL switch e. Groundspeed
functions. f. Crosstrack error
See Figure 20-2 (Sheet 5) for navigation system g. Track angle error
:ontrols and displays. Text specific to Comtiav
Jpgrade is annotated with m h. Commanded heading
!0.3 m m AN/AS&205(V) COCKPIT i. Commanded true airspeed
:ONTFtOL SYSTEM (CCS) j. Position error
The CCS provides centralized control for the k. Position index or position figure
:ommunication and navigation systems. The CCS merit
navigational portion) consists of the ICU, CDU,
quat switch (weight on skids sensor),and the pilot 1. Drift angle.

AUlARu-99 ADF x x x
OF301 UHFR)F x x x x

Figure 20-l. Avionics Configurations

20-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

q BASELINE CONFIGURATION

Figure 20-2. Navigation System Equipment (Sheet 1 of 5)

20-3 ORIGINAL
 NAVAIR 01 -Hl AAC-1

TITLE LINE .------

--INFORMATION LINE--

-DC CIRCUIT EREAKER PANEL

\ E19

r I
GROUND/AIR/NORMAL SWITCH

m TACTICAL NAVIGATION SYSTEM 209,75-400

J1578
Figure 20-2. Navigation System Equipment (Sheet 2 of 5)

20-4 ORIGINAL
 NAVAIR Oi-HlAAC-1

BE.~R~NWI~ANCE-
HEADING INDICATOR

-
.TlNDE

MISCELLANEOUS
CONTROL PANEL

AC CIRCUIT BREAKER PANEL

DC-CIRCUIT BREAKER PANEL

m CANOPY MODlFlCATlON CONF~GUFIAT~ON

*om,5-462-1
51578
Figure 20-2. Navigation System Equipment (Sheet 3 of 5)

20-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

ATrrmDE INDICATOR

COPILOT/GUNNER STATION

m CANOPY MODli+CATlON CONFIGURATION

Figure 20-2. Navigation System Equipment (Sheet 4 of 5)

20-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

DC CIRCUIT BREAKER PANEL

m COMMUNlCATlON/NAVlGATlON
UPGRADE CONFIGURATION 209175458
.J157*

Figure 20-Z. Navigation System Equipment (Sheet 5 of 5)

20-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

2. ANIARN-I I8 or 153 TACAN channel, Note

mode, and power control. m With the pilot GNDIAIIUNORM
3. Displays of radar altitude from APN-194 override switch in the GND position, the
altimeter system. CDU will stop updating the present
position whether in flight or on the
4. AN/APN-217(V)3 Doppler or H-764G EGI ground.
mode and power control. The DNS system is located on the underside of
5. Clock and timer function. the helicopter fuselage, forward of the aft crosstube.
The Doppler set requires 3 minutes to warm up.
6. Zeroize control for navigation system. A dehydrator unit is attached to the Doppler unit
7. Steering information to the HUD. and contains a desiccant that changes color
indicating when replacement is required. Normal
8. m Navigation bus interface to the replacement should not be required more frequently
ma. than once every 6 months. The Doppler is powered
by the 28 vdc nonessential and 115 vat essential
9. BIT initiating and statUsmonitoring. buses and is protected by the DC and AC DPLR
RNS circuit breakers located on the dc and ac circuit
tO.3.1 m m AN/ASG205(V) Cockpit breaker panels.
Zontrol System Operation.
The Doppler navigation system is controlled from
The CCS is controlled by the pilots through the the NAV page of the CCS, the navigation control
:DU. The mode entry pages are groups of closely panel, and the pilot GND/AIR/NORM override
,elateddata presentedon the CDU. Some functions switch (Figure 20-2, Sheet 2).
,equiresubordinate levels of pages to present further
nformation. The information required most 20.4.1 m ANIAPN-217(V)3 Doppler
‘requently and controls most likely to require Navigation System Operation.
mmediate action are generally placed on the top
eve1page. 1. NAV CONTROL panel switch - DPLR.
tO.3.2 m m Interface Control Unit. 2. Pilot GNDIAIRMORM override switch -
NORMAL.
Refer to Chapter 19.3.1.1.
3. DOP POWER - ON (PWR Key, 01
20.3.3 m m Control Display Unit. individually on Power page).
Refer to Chapter 19.3.1.2. Note
20.3.4 m m Squat Switch and GNDI Allow 3 minutes for system warmup.
hIP,MnDI”
-..“I.“..... n.,r..:.l..
“.CIIIYb C...i.^b.
Y..,.“,.. 4. NAV function key - PRESS.
Refer to Chapter 19.3.1.3 and 19.3.1.4.
5. DOP mode LS 7 key - PRESS to Selecl
Sea or Land Mode as Required.
to.4 m ANlAPN-217(V)3 DOPPLER
UAVIGATION SYSTEM (DNS)
20.5 m H-764G EMBEDDED GPWlNS
The DNS consists of a self-contained, SYSTEM (EGI)
ndependent, continuous-wave, Doppler radar,
tirbome navigation system that determines the three 20.5.1 m EGI System Description.
trthogoltal components of helicopter velocity.
The EGI system, located in the aft electrica
The DNS, in conjunction with the helicopter compartment, combines a strapdown ring laser gyrc
leading, vertical gyro reference system, and CCS (RLG)-type INS with a tightly coupled GPS in i
:omputes position and steering information. The single component. The EGI replaces both the AN
3CS provides the aircrew navigational progress and APN-217 Doppler and the AN/ASN-7SB Cornpast
:uidance data to preselected navigation points. System.
20-S ORIGINAL
 NAVAIR 01 -Hl AAC-1

The EGI is a GPS-aidedinertial navigation system l BDHI OFF flag and the flag on the right side
that permits all-altitude operation, is independent of of the AD1 appearsin view.
ground-based navigational aids, is not weather l ‘/ STATUS appearson CDU.

sensitive, and has an overall accuracy in the

subnautical-mile/hr class. Note
The EGI also supplies UTC time to the CCS and Only attitude and rate of turn signals can
to both ARC-210 radios for anti-jam (AJ) purposes. be reclaimed by setting the MASTER
UTC time is displayed on START 112page and can ARM switch to STBY or ARM. Heading
be converted to any local time zone, if desired. information must be derived from the wet
compass.
20.5.2 m EGI Functional Components. The EGI fill receptacle on the code load panel is
used to load EGI crypto-variables (0’) (Figure 2O-
The main functional components are: Inertial 2, Sheet 5). A similar receptacle on the EGI itself
Navigation System (INS), Global Positioning may also be used to load CVs.
System (GPS) receiver, a GPS/INS integration filter,
and a non-volatile memory (NVM) that retains INS EGI CV zeroizing is accomplished via the CDU if
and GPS data needed for initialization of the EGI. the EGI is not aligned and is in STBY mode, or by
The NVM is sustained by two replaceable 3.5 vdc the INS ZEROIZE switch located on the pilot
lithium batteries located in front of the EGI. Only instrument panel.
one battery is required to retain the NVM to allow The EGI ON/OFF control is accomplished from
battery replacement without losing the almanac data. the CDU. Main power to the EGI is provided from
Batteries should last up to 6 months before the 28 vdc essential bus via the EGI circuit breaker.
replacement. The XMSN OIL circuit breaker provides 28 vdc to
the EGI to ensurean “orderly shutdown” (an orderly
Note shutdown allows the EGI to store required
information to accomplish an SHA during the next
The EGI batteries are not charged by the alignment) in the event 28 vdc essential power is
aircraft power. The drain on the batteries lost. The EGI circuits that provide signals to the
continues with EGI or aircraft power off. ADI, BDHI, and HUD are powered from the 26 vat
REF circuit breaker.
20.5.3 m EGI Flight Instrument
Interfaces. 20.5.3.1 m EGI Boresighting.
The EGI interfaces with the CCS via avionics EGI mechanical boresighting is a factory process.
buses (Figure 20-3). The EGI is the sole source of Allowable boresight errors are driven primarily by
heading to CC& m , BDHI, HUD, and TACAN. armament datum line accuracy considerations
The standby compassis retained as backup source of (critical for precise lager derived coordinates) and
magnetic heading in the event of EGI failure. have no effect on navigation performance. Software
boresight adjustment capability is provided for O-
With the MASTER ARM switch set to OFF, the level adjustment. See EGI CAL page description
EGI supplies attitude, attitude warning flag, and 20.14.19.
rate-of-turn signals to the attitude gyro and rate-of-
turn indicator and attitude signals to the HUD 20.5.4 m INS Navigation Sensor
(Figure 20-4). With the MASTER ARM switch set Description.
to ARM or STBY, attitude, attitude warning flag,
and rate-of-turn signals are provided by the CN- The INS consists of three ring laser gyros (RLG):
1314 attitude gyro and by the rate-of-turn gyro. three accelerometers, and inertial electronics all
located within the EGI housing. The INS does not
In the event of an EGI failure with the MASTER require gyro spin-up or warmup time.
ARM switch set to OFF: The EGI INS provides attitude, selectable
magnetic or true heading, present position, EGl
l Attitude and rate of turn information to ADI derived altitude, and accurate 3-dimensional linear,
and HUD are lost. angular acceleration and velocity. It is also the
l Heading to BDHI, HUD, and TACAN is lost. source for the sideslip indicator on the HUD.
20-9 ORIGINAL
 NAVAIR 01-HlAAC-1

ATTITUDE FITCH, ROLL, VG VALID

GYRO

RATE OF TURN RATE OF TURN

GYRO
TURN ADI
BLIP
n 1.
7 GYRO 1 r17
t
MASTER ARM
SWITCH ___-______-____,
CIRCUITS

_---,
L-0 -
VG VALID
EGI
RTCH, ROLL, VG VALIC a
28 VDC IN - HUD
RATE OF TURN
26 VAC REF

28 VAC ESNTL
26 VAC IN
TRUE OR MAO HEADING
HEADIN<
I
ON

ZEROlZE - TACAN

GFSTIME I c
HDG FLAG BDHI

c
BDHI

GFB ANTENNA

GFBRFIN

NOTES

0 1 MABTER ARM SWITCH “OFF’

0 2 MASTER ARM SWITCH ‘ARM” OR “BTBY”

Figure 20-3. m EGI Interface Diagram

20-l 0 ORIGINAL
 NAVAIR 01.HIAAC-1

ADI

MASTER ARM SWITCH

ATTITUDE J
GYRO STBYIARM

STBYIAAM

RATE OF ROT ATTITUDE

TURN T
GYRO I--

ATTITUDE G
EGI
M-T FLAG
OFF

ROT
Lo

MILSTD1553 DATA BUS

zl
0
HEADING WARN FLAG \
TRUE OR MAG HEADING

b
,I\\ ”
0
A Type of signal I
DF ONLY
depends on NAV CONTROL
switch position

200075470
JO313

Figure 20-4. m ADI, BDHI and HUD Signal Sources

20-l 1 ORIGINAL
 NAVAIR 01 -Hl AAC-1

:placing the crosstrack symbol when fixed forward Merit (FM). The FM, a number between 1 and 9,
feaponsare selected. indicates a qualitative index of INS accuracy. The
best FM is 1 indicating the INS has aligned itself (to
When an alignment is selected and a present true north and level).
osition (PPSN) is provided either by (1) automatic
iPS or (2) by manual entry on the START page, the
NS will automatically align to true north. If 20.5.5 [911 GPS Navigation Sensor
magnetic north is selected, the CDU will Description.
utomatically figure the declination and display The GPS receiver module consists of a five
orrectly. A coarseINS alignment is indicated by the
!MI locking in to the heading on the BDHI compass channel dual-frequency Y/P/CA code receiver with
augmented anti-jam (AJ), and anti-spoofing (AS)
ard and retraction of the OFF flag. When the EGI
serceivesthe minimum requirements for navigation features. A passive GPS antenna is mounted on toI
re met (general heading within 3” and INS drift less of the 90” gearbox.
bannmi/h), m is displayed on the NAV 112page The GPS can provide a typical position accuracy
text to LS 1. of approximately 100 meters when using CA code,
The (aligned) INS produces true heading. 30 meters when using P code, and 16 meters wher
dagnetic heading is derived from a table of using Y code.
nagnetic variation using true heading, PPSN, and
late. Alignment of the EGI requires entry/ Note
.vailability of accurate present position (PPSN),
ime and date. Y code can only be used if the appropriate
cryptovariables (CV) key is loaded.
EGI PPSN is provided by: manual entry on the
lTART l/2 page, automatically by the GPS module, Expected GPS accuracy is displayed on the NA\
n the last PPSN prior to shutdown from the EGI l/2 page as GPS FM (Table 20-I).
ton-volatile memory (NVM).
INS altitude is initialized automatically with the
altitude data from the pilot altimeter referenced to TABLE 20-l. GPS FIGURE OF MERIT
!9.92 in. Hg. This altitude is displayed on START l/ Position Error
! page as BAR0 ALT. This value can be manually GPS FM (Meters)
overwritten with actual aircraft MSL altitude to
eflect current barometric pressureconditions. Upon 1 <25
mtry of actual altitude, BAR0 ALT display changes 2 >25 up to 50
o MSL ALT. Using the altitude reference on 3 >50 up to 75
iTART l/2 page, the INS provides EGI derived 4 >75 up to 100
dtitude display on PROGRESS 2/3 page LS 1, as 5 >lOO up to 200
lesired. 6 >200 up to 500
7 >soo up to 1000
Note 8 >lOOOup to 5000
9 >5000
Once the EGI has aligned, reselect
BAROALT on START l/2 (if MSLALT
was selected) to allow EGI to calculate
and display updated altitude information. 20.5.6 m GPS Navigation Sensor
GPS position data is used to update INS PPSN Initialization.
md to limit the inherent drift of the INS sensor.
When GPS data is not available, the INS position GPS acquisition starts with the activation of an
:rror will drift at a rate proportional to time and one of the INS alignment modes.
dignment status. Initialization of the GPS requires reception of i
When in INS-only mode, depending on INS status least four satellites. Once initialized, reception c
md alignment status, the INS will drift between 0.8 three satellites plus altitude (from pilot altimeter
tmi/h and 5 nmi/h. The expected INS accuracy is will cover the minimum requirements for GP
ndicated on the NAV l/2 page by the INS Figure of operation.
20-12 ORIGINAL
 NAVAIR 01-HlAAC-1

The initialization and operation of the GPS also The ephemeris data tells the receiver exactly
requires that the receiver possesses specific where the satellite is in space,so when the receive]
knowledge about the satellite constellation and calculates distance, it also knows the exact positior
satellite operational status/modes. This information of the signal source. Each satellite broadcasts it:
is continuously transmitted by the GPS satellites, own ephemeris data. Satellites are updated and
and parts of this messageare stored in the receiver’s upIoaded at least once a day along with clock
non-volatile memory (NVM). The most important correction data from ground based stations.
parts of this messageare called the “Almanac” and Ephemeris data contains:
“Ephemeris” data.
l The information necessaryto compensatefol
20.5.6.1 m Almanac Information. the satellite’s normal orbital perturbations
Each satellite in the constellation transmits the l Information relative to the individual
Almanac. satellite’s health
l The handover word that enables the use oi
The Almanac tells the receiver the approximate cryptovariables neededto offset the SA.
location of all of the satellites in the GPS
constellation at a certain time and date. All satellite 20.5.6.3 m GPS-Time.
locations are referencedto the center of the earth.
A part of the satellite navigation messagecontains
Almanac with date, time, and approximate a GPS time referencedto UTC. Depending upon the
location, enables GPS to use the Almanac data to receiver’s mode of operation, time is accurate tc
predict which satellites will be visible at that within 155 nanoseconds(for authorized users) and to
moment. (It lets the receiver know which satellites within 350 nanosecondsfor users subjected to the
are above the horizon and where to search for them non-precise selective availability (SA) mode. GPS-
when attempting to establish a fix.) time is used only during the initial satellite
acquisition phase as a “coarse time”. For accurate
Upon initial reception of the Almanac, the triangulation the GPS receiver clock needs to be
receiver storesthe information in its memory. When exactly synchronized with the satellite clock. The
the receiver already has almanac data from a internal clock of the GPS receiver can only
previous power cycle, the EGI uses that stored synchronize with the satellite clock if four or more
information to aid in the satellite acquisition process. satellites are received. Without receiver clock
Almanac data is constantly updated when the synchronization it would be impossible to perform
receiver is tracking satellites. an accurateposition determination.
Once the receiver has stored an Almanac, it The GPS module provides UTC time to the CCS
remains valid for up to 180 days as long as the EGI and to the radios.
memory batteries are not drained or interrupted.
20.5.6.4 m GPS Receiver Initialization.
If the receiver is turned on within 180 days, the
The GPS receiver can initialize either through
Almanac will be useable enough for the receiver to “COLD start” which can take 15 minutes to 2 hours,
find a satellite and download an updated Almanac. or a “Warm start” which typically takes 2 to 4
minutes.
Note
A receiver COLD start is defined as a condition
If the aircraft or EGI has been moved by where the EGI NVM cannot provide a valid GPS
more than 600 nmi from the position Almanac, PPSN, and TOD.
stored in its memory, acquisition of
satellites and determination of a fix may The Almanac stored in the EGI NVM becomes
take as long as 45 minutes. invalid when any of the following occurs:

l EGI NVM power has been interrupted bq

20.5.6.2 m Ephemeris Data.
removing or draining the batteries
The GPS receiver needs ephemeris data to obtain l Almanac is older than 180 days

:he exact location of each satellite that it is tracking l EGI has been moved more than 600 nmi with
at that particular moment. power off.
20-13 ORIGINAL
 NAVAIR 01-HlAAC-1

PPSN, Date and TOD can be entered manually on 2. Updating of Ephemeris data (approximately
TART l/2 page. Entry of PPSN and TOD can 30 seconds).
educe the time to accomplish COLD start 3. Receiver clock synchronizes with satellite
onsiderably. clock (only if at least four satellites are
received) which is a prerequisite to start
Note triangulation calculations (approximately 1
PPSN, Date and TOD should only be minute).
entered if not supplied by the GPS. If data
is initially entered manually and GPS is 20.5.7 m EGI Navigation Solution
acquired, the GPS data will take Modes.
precedenceover manual inputs.
The EGI’s, GPS and INS navigation sensorscar
A receiver Warm Start is defined as a condition be used independently or simultaneously (blendet
vhere the EGI NVM can provide a GPS Almanac, solution). Navigation mode can be selectedon NAV
‘PSN, and TOD. 112 page LS 4. GPS/INS mode is the preferrec
operating mode for the EGI.
!0.5.6.5 [9II COLD start Sequence.
The following outlines the steps and approximate 20.5.7.1 m INS-Only Mode.
ime the EGI takes when sequencing through a No GPS data is used for the INS-only navigatior
:OLD start: solution. The magnitude of INS position error i!
1. The receiver has to scan all available proportional to time, alignment status/mode, am
satellite codes (36) until it can lock on to inflight updates. INS expectedaccuracy is displayer
one satellite. (5 to 45 minutes). When one on the NAV 112page as an PM (Table 20-l).
satellite has been acquired, downloading of
the Almanac can start. 20.5.7.2 m GPS-Only Mode.
2. Downloading GPS time (approximately 6 When GPS-only mode is selected, INS data wil
seconds). not be used for the navigation solution. However
the information will be used to aid the GPS receive
3. Downloading the Almanac and Ephemeris
data (12.5 minutes). satellite tracking information. A GPS-onl:
navigation solution can only be accomplished with z
4. With Almanac data, correlated with PPSN minimum of four satellite tracks. Once initialization
and TOD, the receiver can lock on to the is accomplished, and in the event only threl
predicted satellite constellation satellites are available, the ambiguity (fourth satellh
(approximately 2 minutes). requirement) will be resolved by the barometril
5. Updating of Ephemeris data (approximately altimeter reading. In the event this is required for
1 l/2 minutes). navigation solution, the navigation accuracy will bm
degraded.
6. Receiver ciock synchronizes with sateiiite
clock (only if at least four satellites are GPS performance in this mode is determine1
received) which is a prerequisite to start mainly by factors such as satellite constellation
triangulation calculations (approximately 6 number of satellites received, availability of IN!
seconds). aiding, Selective Availability (S/A) offset, and us
of the Y Code. GPS expected accuracy is displayeN
cO.5.6.6 m Warm Start Sequence. on the NAV l/2 page as an PM (Table 20-l).
The following outlines the steps and approximate 20.5.8 m GPS and INS Data Blending.
,ime the EGI takes when sequencing through a
Wartn Start: The EGI blended solution GPS/INS provides th
best estimate of PPSN, altitude, velocity, and tim
1. Almanac data from the NVM allows the based on a combination of GPS and INS data.
EGI to skip steps 1 through 3 of COLD
start, and the receiver can scan to predicted In this mode inertial data as well as any othe
satellite constellations immediately sensor inputs will not degrade available GP,
(approximately 2 to 3 minutes) performance, nor does incorporation of GPS dat
20-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

:ausethe system performance to be degradedbelow 20.5.9 m Figure of Merit Relationship.

NS-only specifications.
EGI performance is determined through
interpretation of GPS FM and INS FM for the
Initial application of GPS data into the blended
,olution requires that the GPS track four satellites individual NAV sensors,and with the EGI FM for
md that the GPS FM value is equal or less than 5 in overall EGI performance. Useable GPS FM for INS
updating is equal to or less than 6. Best unkeyed
:/A mode or equal to or less than 3 for Y-only GPS FM is 3. Best GPS FM with CVs is 1. A typical
node. value for INS FM is 2 or better.
Note EGI FM is a Figure of Merit, i.e., it displays an
EGI-calculated estimate of position accuracy; it does
If the GPS is tracking with Y code only not necessarily depict actual position error.
selected, and without valid CVs loaded,
GPS updates will not be applied to the A typical EGI FM after initial EGI coarse
blended solution and INS only navigation alignment is 427 meters. After obtaining a GPS and
mode is being utilized. an INS FM of 1, EGI FM can go below 20 meters.

Viewing and selecting the EGI GPS automatic 20.6 TACAN

updatingmode (AIDING) and viewing the validity
If the cryptovariables is accomplished on NAV 212 20.6.1 [il m m AN/ARN-116(V)
‘age (LS 3, 4 and 7). Y/P/CA is the preferred mode TACAN.
election for INS AIDING. This will allow for the
lest possible available navigation solution to be 20.6.1 .l TACAN System Description.
ccomplished. The TACAN set is a tactical air navigation system
Overall EGI Performanceis indicated as EGI FM, that transmits to and receives radio frequency signals
xpressedin meters, and displayed on the NAV l/2 from a TACAN beacon. The received signals are
‘age and on the PROGRESS 113page. decodedto compute slant range and relative bearing
to the TACAN beacon and deviation from the
selectedradial. The bearing information is displayed
10.5.8.1 m GPS Complement to INS by the No. 2 pointer on the BDHI, while the line-of-
jperation. sight distance range is displayed in nmi on the range
The GPS automatically provides PPSN to indicator of the BDHI. The course deviations R-L
are presentedto the pilot on the attitude indicator.
titialize and updatethe INS. For practical purposes When the AN/ARC-182(V) tactical radio is not in
iPS position error can be considered constant. This the FM homing mode, TACAN course deviation and
onstant position error constitutes a boundary for warning flag signals will be presented on the pilot
NS position error accumulation. Throughout attitude indicator. m NAV flag right-side comes
peration with GPS aiding, the INS alignment is into view in the pilot attitude indicator when the
ontinually refined and will result in improved INS TACAN beacon is lost.
nly navigation accuracy.
TACAN receives/transmits on 252 channels with
,0.5.6.2 m Complement to GPS (126)X or (126)Y coding.
iperation. The AN/ARC-118(V) TACAN set contains an
automatic self-test function that causesthe system to
INS velocity and present position are used to steer be tested automatically whenever the TACAN
te GPS. As a result the GPS receiver is more spoof- beacon signal is lost. The automatic self-test checks
asistant and reacquires the satellite constellation the system for proper operation to determine if the
tster after temporary loss of GPS signal. signal loss was caused by a system malfunction. If
The characteristics of the INS enable correlation there is a system malfunction, the TEST indicator on
fith data produced by GPS. It will detect sudden the TACAN control panel illuminates upon
resent position changes caused by GPS signal completion of the automatic self-test cycle.
xeption anomalies. The result is reduced To provide an in-flight confidence test, a manual
ulnerability to spoofing or other GPS signal self-test can be initiated by momentarily pressing the
nomalies. TEST switch on the TACAN control panel. When
20-15 ORIGINAL
 NAVAIR 01-HIAAC-1

nitiating a system test, observe the control TEST 20.6.1.2 AN/ARN-118(V) TACAN Controls
ndicator. If the indicator illuminates during the test and Functions (Figures 20-5 and m 20-
nd remains illuminated, there is a malfunction in 6).
he system and the information displayed on the
IDHI should be disregarded. If the TEST light 20.6.1.3 q AN/ARN-118(V) TACAN
,xtinguishes,the system is checked and provides an Operating Procedures.
:5-percentconfidence level. 1. ICS PLT and ICS GNR circuit breakers -
IN.
m The AN/ARN-118(V) TACAN set
lerforms a BIT function that causesthe system to be 2. COMP IND, ADF RCVR (ac), and ADF
:sted automatically whenever the TACAN beacon RCVR (dc) circuit breakers - IN.
ignal is lost. The BIT checks the system for proper 3. DC TACAN and AC TACAN SYS:
lperation to determine if the signal was lost because TACAN IND, and TACAN RCVR circuit
If a system malfunction. If there is a system breakers - IN.
nalfunction, an error message(d STATUS) will be
lisplayed in the CDU scratchpad and the TACAN 4. GYRO COMP circuit breaker - IN.
varning flag on the AD1 will appear upon 5. INVERTER MAIN and INVERTER STBY
:ompletion of the BIT cycle. circuit breakers - IN.
m To provide an in-flight confidence test, a 6. BATT NO. 1 and/or BA’IT NO. 2 switches.
nanual self-test can be initiated by setting the pilot ON.
jND/AIR/NORM override switch to GND and
nomentarily pressing the LS 2 when the NAV TEST 7. INV switch - MAIN.
12 page is displayed. If a GO is displayed on the 8. TACAN VOL control - CLOCKWISE (tc
JAV TEST l/2 page, the system is checked and audible level).
lrovides an 85-percent confidence level. After the
est is complete, set the GND/AIR/NORM override 9. CSC control panel NAV A audio switch
witch to NORM. ON (in and rotated clockwise).
10. TACAN mode selector - AS REQUIRED.
Table 20-2 represents the ideal operating range 11. TACAN CHANNEL selectors - A:
wer level terrain. REQUIRED.

20.6.1.4 m AN/ARN-118(V) TACAN

TABLE 20-2. IDEAL TACAN RANGE
Operating Procedures.
AGL Alt (Feet) Max DME Range (Nm) 1. ICS PLT and ICS GNR circuit breakers
100 12 IN.
2.50 19 2. COMP IND. ADF RCVR (ac), and ADI
500 21 RCVR (dc) circuit breakers - IN.
7.50 34
1000 39 3. DC TACAN and AC TACAN SYS
2000 55 TACAN IND, and TACAN RCVR circui
3000 67 breakers - IN.
4000 78 4. GYRO COMP circuit breaker - IN.
5000 87
5. INVERTER MAIN and INVERTER STBI:
circuit breakers - IN.
The ANIARN-118(V) TACAN set may also 6. ICU NO. 1, ICU NO. 2, and PLT CDL
lrovide both bearing and distance information in the circuit breakers - IN.
,ir-to-air mode (Figures 20-5 and m 20-6). AH-
7. BATT NO. 1 and/or BATT NO. 2 switches,
W helicopters are equipped to transmit and receive
,ir-to-air distance only. No bearing transmitting ON.
apability exists. 8. INV switch - MAIN.
20-16 ORiGINAl
 NAVAIR 01-Hl AAC-1

4
CONlROl.ilNOlCATOR FUNCTION

1. CHANNEL digital dlsp1.y

3. VOL cordrnl

3. Mod0 f4e,eclw ,wmch

OFF Oil awltch foe TACAN sy”em.

REC Rudw MC&: Pmvides bwlng Infommtlon.

T/R TmnsmlHleceiva Mode: Pmvldw t-wlng and dlstanm

Inlommlml.

A!A REC Alrtoalr mwlva mode: Pmvldu bearing lnk.m,atlon ho,,,

mdlably quipped, cooperating Wcmfl. A 63 channel
rpntloll ia mqldmd between coopwanng akcnn

4. CNANNEL s&Uon SMch any ol136 chmlnel,.

5. unma selactDr Soloch unita dlgll of desked channel.

6. x-v u,ux0r Soleels &thr X or Y TACAN opwatfng moda

7. Tenaihundmds s&clot Solacts tens and/or hundreds dlgll ol deslmd channel.

6. TEST swmch Inlllatbs qslm sduesl.

9. TEST lndlcator lllumlrutn when a malhmctlon has accumd.

Figure 20-5. AN/ARN-118(V) TACAN Controls and Indicators

20-17 ORIGINAL
 NAVAIR Ol-HlAAC-1

20.7 m ANIARN-153 (V)4 TACAN

9. CDU IDX function key - PRESS. The CommINav Upgrade replaces the ANIARN-
118(V) TACAN receiver/transmitter with a new
10. POWER LS 8 key - PRESS. fully digital AN/ARN-153(V)4 TACAN receiver/
transmitter.
11. OFF: TACAN LS 6 key - PRESS TO
TOGGLE TACAN SET ON. 20.7.1 m ARN-153 TACAN System
Description.
12. CSC control panel NAV A audio switch - The ARN-153(V)4 TACAN system provides the
ON (in and rotated clockwise). following:

13. CDU NAV function key - PRESS. l A 1350 Hz station identification signal to the

KS (NAV A)
14. TCN MODE: LS 2 key - PRESS TO l Slant range in nautical miles (nmi) to
SELECT TACAN MODE. TACAN beacon displayed in the BDHI range
window.
Note
Note
TACAN AAR mode selection will only
provide bearing information. To allow the A range warning flag is not provided.
air-to-air mode function, cooperating Loss of range signal will reset the BDHI
aircraft must have 63 channel frequency range counter to 000.
separation (e.g., 29 and 92).
l Relative magnetic bearing to TACAN
15. LS 6 - PRESS TO SELECT TACAN station on BDHI No. 2 pointer (Figure
CHANNEL. 20-7) (double needle) and HUD.

Figure 20-6. m AN/ARN-118(V) TACAN Controls and Indicators

20-18 ORIGINAL
 NAVAIR Ol-HlAAC-1

Operating range is limited to line-of-sight. Refer

TACAN relative bearing on the BDHI and HUD to Table 20-2 for maximum range data.
-equiresavailability of EGI heading. The compass The TACAN set is powered from the 28 vdc non-
:ard on the BDHI and HUD heading tape displays essential bus via the TACAN circuit breaker, and
:me (T) or magnetic (M) heading depending upon from the 26 vat non-essential bus via the TACAN
ielection on NAV 2/2 page. SYS circuit breaker.
Note Note
TACAN radials are always presented Presentation of TACAN information on
referenced to magnetic north, regardless the BDHI requires 115 Vat (essential and
of the HDG default selection on NAV 2/2 non-essential)applied to the BDHI via the
page. Relative bearing to the TACAN TACAN IND, TACAN RCVR, and BDHI
station display on the AD1 is affected by circuit breakers.
the selection of either T or M on NAV 2/2
pas. In the event of an EGI failure all TACAN
operations will become nonfunctional.
When the NAV CTRL switch is set to any
)osition other than GPS: 20.7.1.1 m AN/ARN-153(V)4 TACAN
Controls and Functions.

l The AD1 deviation indicator pointer indicates 1. Power: CDU POWER page LS 8 or CDU
the angular deviation from the radial selected PWR key (power on only).
with CRS knob on the BDHI. Full scale 2. Channel selection: Entering desired channel
represents 10” deviation. and mode in scratchpadand selecting NAV
l The warning flag on the right side of the AD1 212 page LS 5 or PROGRESS l/3 page LS
indicates TACAN signal validity. 8. Toggling either LS key with a blank

20-19 ORIGINAL
 NAVAIR Ol-HlAAC-1

scratchpad displays the previous tuned Note

channel. Steps 8, 9, and 10 can be skipped if the
CDU PWR function key has been used.
Note
8. CDU IDX function key - PRESS
In the event of ICU No. 2 failure, the
TACAN remains tuned to the last entered 9. POWER LS 8 key - PRESS
channel.
10. TACAN LS 8 key - PRESS to toggle
3. NAV 2/2 page LS 1 cycles through REC, T/ TACAN SET on.
R, A/A REC, and A/AT/R to provide the 11. STAT function key - PRESS to verify
following: TACAN status on display line 3.
a. REC: Bearing only to TACAN beacon. 12. CSC control panel NAV A audio switch -
ON (in and rotated clockwise).
b. T/R: Bearing and range to TACAN
beacon. 13. CDU NAV function key - PRESS, scroll to
NAV U2 page.
c. A/A REC: Bearing to other aircraft
equipped with airborne TACAN beacon. 14. TCN MODE: LS 1 key - PRESS to select
TACAN mode (TR is normal mode).
d. A/AT/R: Bearing and range to other
aircraft with airborne TACAN beacon. 15. LS 5 - ENTER desired TACAN channel.

Note Note
Use of A/AT/R and A/A REC require TACAN channel can also be entered/
TACANs being tuned 63 channels apart. changed on PROGRESS I/3 page LS 8.
The flag on the tight side of the ADI will
remain in view. 20.7.1.3 (911 TACAN Manual Self-Test.
4. Status: STATUS l/3 page LS 6 and NAV Manual self-test is initiated by pressing LS 3 on
TEST page LS 3. the NAV TEST page. The following displays are
observed:
5. Self-Test: NAV TEST page LS 3.
l ADI deviation pointer and BDHI No. 2
20.7.1.2 m ANIARN-153(‘.‘)4 TACAN needle move between extremes during self-test
Operating Procedures. l Audio tones are produced.

l The flag on the right side of the AD1 cycles

Refer to section 20.14 for CDU pagedescriptions. in and out of view.
1. KS PLT and ICS GNR circuit breakers -
Ix. Note
2. TACAN, TACAN SYS (dc) circuit TACAN indications may be inaccurate
breakers - IN. when less than 50 feet from HF radio
transmitters.
3. TACAN IND, and TACAN RCVR, and
BDHI (ac) circuit breakers- IN. 20.8 BDHI
4. INVERTER MAIN and INVERTER STBY There am two BDHIs mounted in the helicopter
circuit breakers - IN. one on the pilot instrument panel (Figure 20-7) am
one on the copilot/gunner instrument panel. They arc
5. ICU NO. 1, ICU NO 2, CPLT and PLT connected in parallel and display the following
CDU breakers - IN. information:
6. BATI” NO. 1 and/or BAIT NO. 2 switches - 1. Compass card - Provides an accurate
ON (non-essential bus must be energized). indication of the helico ter heading and i!
controlled by the Ed AN/ASN-7%
7. INV switch - MAIN. gyro compass system or m EGI.
20-20 ORIGINAL
 NAVAIR 01-Hl AAC-1

m The BDHI Compass Card displays either Note

rue or magnetic heading depending on the selection When the NAV CONTROL panel switch
m the NAV l/2 page. is in the DF or BOTH position, keying the
2. Pointer No. 1 (single bar) - Dis lays either microphone switch will disable the DF
ADF bearing from the q d m ANI and ADF bearing information will be
ARN-89B system or UHFNHF DF bearing displayed on the BDHI. DF displays when
from the DF-301E system. q m WJ the microphone switch is released.
The ADF signal is removed from the pointer 3. AN/ARC-182(V) command radio set -
and the DF signal displays when the NAV FREQUENCY SET AS DESIRED.
CONTROL panel switch is set to DF or
BOTWW DF and the AN/ARC-l82 or 4. AN/ARC-182(V) operational MODE
AN/ARC-210 command radio is tuned to selector - SET T/R or T/R+G AS
DF frequencies. Keying the microphone DESIRED.
switch will interrupt DF inputs.
Note
3. Pointer No. 2 (double bar) - Displays the If the DF mode is selected on the AN/
TACAN bearing from the AN/ARN-1 18(V) ARC-182(V) command radio set, FM
or ANIARN-153(V)4 system. homing, DF, and any audio reception will
be inoperative.
4. NAUT MILES window - Displays the slant
range in nmi to the selectedTACAN station. 5. BDHI - MONITOR NO. 1 POINTER FOR
NAVIGATION.
Note
20.9.3 m m DF-301E Operating
For the AN/ARN- 118 TACAN the BDHI Procedures.
DME will lock on the last known
distance. For the AN/ARN-153 TACAN 1. DIR FINDER circuit breakers - IN.
the BDHI DME will reset at 000. This 2. ICU NO. 1, ICU NO. 2, and PLT CDU
information will let the pilot know the circuit breakers - IN.
TACAN signal has been lost.
Note
ZO.9 DF-301E UHF/VHF DIRECTION FINDER
SET When the NAV CONTROL panel switch
is in the DF position, keying the
ZO.9.1 DF-301E Controls and Indicators. microphone switch will disable the DF.
m ADF bearing information will be
The direction finder set is enabled by the NAV displayed on the BDHI. DF displays when
CONTROL switch set to DF, and frequencies are the microphone switch is released.
zelected on the command radio set. The set is
operablein the frequency range of 108 to 400 MHz. The DF ON/OFF on the COMM 2 page is
Nhen the NAV CONTROL switch is set to DF or inoperative and may result in poor audio
SOTHIm DPLR and frequencies between 108 reception if used.
o 155.975MHz and 225 to 399.975 MHz are tuned 3. NAV CONTROL panel switch - DF.
m the command radio set, the receiver is coupled to
he DF set and bearing information is presentedon 4. CDU COM function key - PRESS.
he No. 1 pointer of the BDHI. See figure q 5. COMM page - DISPLAYED.
m m 20-9 (Sheets 1 and 2).
6. Enter desired preset into scratchpad.
!0.9.2 H DF-301 E Operating Procedures. 7. LS 1 (command radio) key - PRESS.
1. DIR FINDER circuit breakers - IN. The following alternate method may also be used:
1. CDU COM function key - PRESS,
2. NAV CONTROL panel switch - BOTH OR
DF AS REQUIRED. 2. COMM page - DISPLAYED.
20-21 ORIGINAL
 NAVAIR Ol-HlAAC-1

I 3. Cl (command radio) - PRESS TO SELECT g. TACAN steering data on attitude

I 6.
4.
AS REQUIRED.

5. COMM
LS 1 PRESETS
1 - DISPLAYED.
key - PRESS.
2. H m
indicator if tactical radio is not tuned to
and receiving FM station.
m ADF position.
a. ADF bearing position indicated on
BDHI pointer No. 1.

I 7. Desired frequency - SELECT BY

SCROLLING AND PRESSING
APPROPRIATE LINE SELECT KEY (LS
1 THROUGH LS 4) WITH AN EMPTY
SCRATCHPAD.
b. DF disabled.
c. FM homing and course deviation are
enabled and indicated on the pilot I
attitude indicator. ~ m - W-FM
8. BDHI - MONITOR NO. 1 POINTER FOR
homing removed. I
d. TACAN bearing indicated on BDHI
POSITION AND STEERING. pointer No. 2. I
20.10 NAVIGATION CONTROL PANEL e. TACAN distance indicated on BDHI.
f. m TACAN CD1 on attitude
20.10.1 NAV CONTROL Switch Functions. indicator.
The navigation control panel (Figure 20-9) g. TACAN steering data on attitude
incorporatesa four-position switch for selection and indicator if tactical radio is not tuned to
control of bearing and distance information and receiving FM station.
presentedon the pilot and copilot/gunner BDHI and
the pilot attitude indicator. The control switch 3. DF position.
interfaces with the DF-301E (DF set), q m a. FM homing disabled.
m ANIARN-89B (ADF set), TACAN, m ANI
APN-217(V)3 (Doppler set), and the radios. b.
DF indicated on BDHI pointer No. 1
when the command radio is tuned to DF
Nav control switch functions are summarized in frequencies (108.000 to 155.975 and
Figure 20-S. 225.000 to 399.975 MHz).
Note c. TACAN bearing indicated on BDHI
pointer No. 2.
Set the NAV CONTROL switch to OFF if
communication reception is marginal. d. TACAN distance indicated on BDHI.
Because of the avionics configuration, e. TACAN course deviation indicated on
degraded communications may occur the pilot attitude indicator.
during radio navigation using DF mode.
4. BOTH position/m DPLR position/
mmn
u f?DC
.,I ” ..^“.:r:^”
pm..‘“... I
I

I
a. FM homing and DF disabled. m a. DF indicated on BDHI pointer No. 1
m DF disabled. with command radio tuned to DF
frequencies. q m m ADF
b. ADF bearing indicated on BDHI pointer indicated on BDHI pointer No. 1 with
No. 1. ANIARN-89B ADF set tuned to ADF
frequencies and command radio not
c. TACAN bearing indicated on BDHI tuned to DF frequencies. If the
pointer No. 2. command radio is tuned to a DF
d. TACAN distance indicated on BDHII frequency, DF has priority over ADF;
however, the No. 1 pointer will indicate
e. TACAN course deviation indicated on ADF bearing when the command radio
pilot attitude indicator. is keyed.
f. m m TACAN CD1 on attitude b. m (911 FM homing and course
indicator. deviation enabled and indicated on pilot
20-22 ORIGINAL
 NAVAIR 01-HlAAC-1

EOUIPI
SWITCH
‘osmot TACAN ADF FM HOMINQ DF
ml
DOPPLER

OFF BDHkPolnhr NO. 2

No. 1
Allliude Indkator-
stwrlng Dam

ADF EDHl-Polnter NO. 2 q DHtPolnta At”,“& Indk.,w

No. I Steering data II
Attitude Indicator - ta.zUuI ndlo h
Stwdng data ” twwd m and
kUca1 mdlo Is mcrMng FM
not t”n.d to and smtlm
mcmMng FM atatlor
DF BDHkPolnter NO. 2 q DH19ohd.1
No. 1

BOTH
NO. I

BDHkPolnte~
NO. 1

q D”l-POllltU
No. 1

Figure 20-S. NAV CONTROL Switch Functions

20-23 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Figure 20-9. DF-301E Direction Finder Controls and Indicators (Sheet 1 of 2)

Figure 20-9. DF-301E Direction Finder Controls and Indicators (Sheet 2 of 2)

20-24 ORIGINAL
 NAVAIR Ol-HlAAC-1

attitude indicator when ANIARC- 3. Frequency - SELECT.

182(V) tactical radio is tuned to FM
homing frequencies. m FM homing 4. AUDIO - ADJUST
disabled. 5. TUNE meter - TUNE FOR MAXIMUM UP
c. TACAN bearing indicated on BDHI NEEDLE DEFLECTION.
pointer No. 2. 6. NAV CONTROL panel switch - ADF or
OFF AS REQUIRED.
d. TACAN distance indicated on BDHI.
ADF Manual Operation:
e. TACAN CD1 on attitude indicator if
tactical radio is not tuned to and 1. CSC control panel receiving NAV B switch
receiving FM station. - ON.
f. m m Doppler/EGI crosstrack 2. Function selector - LOOP.
data on attitude indicator.
3. CWIVOICEYIEST switch - CW.
20.11 H m m AN/ARN-89B 4. Rotate loop for maximum reception -
WTOMATIC DIRECTION FINDER SET RETUNE.
The ANIARN-89B ADF set, located in the pilot 5. Rotate loop to find audible null position -
ight console is used in conjunction with the BDHI ADJUST VOLUME FOR A 5 TO 8
md CSC. The set supplies bearing information to the DEGREE NULL WIDTH.
3DHI No. 1 (single bar) pointer when the NAV
CONTROL panel switch is positioned to OFF or 6. Check for ambiguity - THE ADF BEARING
4DF. The AN/ARN-89B receiver operates in the POINTER WILL EITHER READ THE
100 to 3000 kHz frequency range and is used to MAGNETIC BEARING TO THE
.eceive continuous wave (CW) or amplitude STATION OR BE 180 DEGREES OUT.
nodulated (AM/VOICE) radio frequency signals. 7. Function selector - OFF.
The three modes of operation for the ADF set
nclude automatic homing in the COMP mode, 20.12 [II m m ANIASN-75B COMPASS
nanual homing in the LOOP mode, and as a SET
:ommunication receiver in the ANT mode. A beat
‘requency oscillator is included to provide an The AN/ASN-75B compass set provides an
mdible indication for identification and tuning to accurate indication of helicopter heading. The AN/
ZW stations, and is activated by the CWIVOICEI ASN-75B is capable of operating as a magnetically
rEST switch set to CW. The ADF system is slaved directional gyro in the SLAVED mode or as a
)owered by the 26 vat essential bus and 28 vdc free directional gyro with latitude correction in the
Ionessential bus. Circuit protection is provided by FREE gyro mode. Mode selection facilities are
wo ADF RCVR circuit breakers located on the ac provided by a toggle switch on the panel of the C-
md dc circuit breaker panels. 8021 AN/ASN-75B compass set control. The AN/
ASN-75B heading output is presented on the
!O.ll.l I[il m m ANIARN-EBB ADF rotating compass card of the BDHI on the pilot and
Zontrols and Functions (Figure 20-10). copilot/gunner instrument panel. The LATITUDE
degree selector and LATITUDE N-S switch are
Note located on the AM-4606/ASN-75 amplifier-power
supply in the radio compartment and must be placed
m ANIARN-89B ADF is removed as in the desired position before flight.
part of the COMMiNAV Upgrade.
A control panel located on the pilot right console
tO.11.2 q bm m AN/ARN-89B ADF is used to set the AN/ASN-75B compass system. A
Operating Procedures. knob marked PUSH to SET provides for
synchronization of the gyro to the magnetic heading
ADF Operation: of the helicopter. The synchronization indicator
1. CSC control panel receiving NAV B switch (annunciator) is a zero-centermeter marked + on the
- ON. left and l on the right. When the indicator reads +,
the ASN-75B may be synchronized by pressing the
2. Function selector - COMP. PUSH TO SET knob located on the C-8021 ASN-
20-25 ORIGINAL
 NAVAIR Oi-Hl AAC-1

CONTROL/INDICATOR FUNCTION
1. TUNE indicator Updsflsctic”cfthonwdlsindic8t~~mo~t~cnnn~tuni”gofthe
receiver.

2. CWNOlcEITESTwitch

cw Prcvide~tcnsth~~m~ybeuudforide”tifi~~cn, tuning. c&W

station.

VOICE Permits normal rural reception.

TEST Rotates AOF baaring pointer to pmvida l check 01 pointer

wcuraoy with function selector in the COMP position.
inoperathro in LOOP and ANT positions. The switch is spring
leaded avmy fmm TEST position.

3. Frequency r.luton

Left Icaaru runeI Sslects first two digita of de&ed frequency.

Right (fins tune) SsleCtr third and fourth digits of derirsd frequency.

4. LOOP control Manual positioning cf loop antenna when AOF is operating in

manual direction finding mods.

6. Function salectcr

OFF Power off.

COMP AOF operation as a” automatic dinaticn tinder.

ANT Receiver provides aural information only.

LOOP AOF operation as a manurl direction finder using ths loop

.ntanna only.

6. AUDIO control Adjuatr receiver volums.

Figure 20-10. AN/ARN-89B Automatic Direction Finder Set

20-26 ORIGINAL
 NAVAIR Ol-HlAAC-1

75B and rotating it in the + direction until the the correct heading at a rate of 2.5’ rt
indicator centers. Similarly, when the indicators read 1.25” per minute. The correct heading
l , the knob should be rotated in the l direction. This may be immediately selected with the
ensures that the heading presented on the compass PUSH TO SET knob as explained above.
card of the BDHI is correct. The PUSH TO SET Once the correct heading is selected, the
knob is also used to set the desired helicopter AN/ASN-75B will maintain the correct
heading while operating in the FREE gyro mode. magnetic heading on the BDHI compass
Exercise care. to prevent setting the compass 180” card.
out of phase; in this situation the synchronization
indicator will center. However, synchronization When operating in areasof high latitude or during
pointer movement will be opposite to the direction shipboard operations, the gyro may be unslaved to
of rotation of the control knob. The synchronization
indicator continues to provide a visual check on the reduce unreliable readings.
slaving operation. The AN/ASN-75B compass
system receives power from the 26 vat bus and the
115 vat bus. Circuit protection is provided by circuit 20.12.1.1 q m m Slaved Gyro
breakers in the ac circuit breaker panel labeled Operating Procedures.
GYRO COMP and COMP IND.
1. Allow approximately 2 minutes for the gyro
20.12.1 q m m AN/ASN-75B Controls to reach operating speed.
and Functions.
See Figure 20-l 1 for controls and functions. 2. Mode - SLAVED.

3. Synchronize gyro and magnetic heading by

Note pushing in on the PUSH TO SET knob and
When the SLAVED mode is selected, the rotating until the synchronizing indicator is
AN/ASN-75B will automatically slave to centered.

CDNTRD”lNDlCATOR FUNCTION

Pmvldes synchmnkadon of gym to magnstlc hwdlng of

hellcopter.

--280
nm

Figure 20-11. q m m AN/ASN-75B Compass Set Control Panel

20-27 ORIGINAL
 NAVAIR 01-HlAAC-1

20.12.1.2 q m m Free Gyro Operating DH INDEX AT 50 feet. (Allowing :

‘rocedures. minutes for warmup and verify 3 to 5 bee1
aural warning signal is heard).
I. Check LATITUDE selectorsand N-S switch
before flight. Note
2. Allow approximately 2 minutes for gyro to m m Turning either RAD ALT on
reach operating speed. results in the system powering up and
both indicators will indicate normally.
3. Mode - FREE. Only the rear cockpit DH index will set
the aural warning altitude.
20.13 ANIAPN-194(V) RADAR ALTIMETER
3. Radar altimeter - CHECK:
q m m have only a single radar altimeter
m the pilot instrument panel and mm have a a. OFF flag not displayed.
radaraltimeter on each pilot instrument panel.
b. Altitude pointer indicates 0 - 3 feet.
The AN/APN-194(V) is a pulse-modulated radar
altimeter system and provides absolute altitude 4. PUSH TO TEST knob - PUSH AND HOLI
Information between 0 and 5000 feet. Absolute (10 seconds).
altitude is displayed on a dial face with a single Check for the following indications:
Jointer. An OFF flag appearswhen the system loses
:lectrical power or when the altitude signal becomes a. Altitude pointer indicates 100 f 15 feet
mreliable. The system may become unreliable when
:he helicopter is maneuvered through unusual b. Self-test light illuminates green.
attitudes or at altitudes greater than 5000 feet. The
?USH TO TEST knob on the indicator functions as c. OFF flag not displayed.
:he power on/off switch, the PUSH TO TEST switch 5. PUSH TO TEST knob - RELEASE.
[or system self-test, and the altitude DH index
adjustment.When indicated altitude drops below the Check for the following indications:
DH index setting in the rear cockpit only, a 3 to 5
seep aural warning signal sounds through the ICS. a. Altitude pointer returns to 0 f 3 feet.
m m Only the rear cockpit DH index will set
:he aural warning altitude. b. Three to five beep aural warning signa
heard.
Note 6. Set DH index pointer - AS REQUIRED.
The system automatically resets once the
aircraft climbs above the preset altitude. Note

The radar a!timeter is pwerec! by the 115 vz.c Allow approximately 3 minutes for the
:ssential bus and 28 vdc essential bus. The circuits system to reach operating temperature;
areprotected by the RADAR ALT ac circuit breaker otherwise, the radar signal may not be
and the RADAR ALTM dc circuit breaker. reliable. Altitude information displayed
on the CDU (PROG 2/3) and HUD should
match the indications of the radar
20.13.1 ANIAPN-194(V) Controls and altimeter during turn-on and self-test
Functions. See Figure 20-12. procedures.
20.13.2 ANIAPN-194(V) Operating
Procedures. In the event of loss of track because of
helicopter attitude (30” PITCH or 45”
1. RADAR ALTM and RADAR ALT circuit ROLL) or operation beyond the range of
breakers - IN. the altimeter, the altitude pointer swings
behind the no-track mask and the HUD
2. PUSH TO TEST knob - ROTATE digital readout is totally blanked. In
CLOCKWISE FOR POWER ON AND SET addition, the OFF flag comes into view.
20-28 ORIGINAL
 NAVAIR Ol-HlAAC-1

CONTROUlNDlCATOR FUNCTION

1. Self-test light Illuminates green if system is operational in self-test

(light may not be visible in daytime).

2. Altitude pointer Indicates altitude of helicopter above ground level.

3. Decision height (DH) index pointer Indicatesselected OH altitude.

4. OFF flag Indicates power removed from altimeter, radar

signal is unreliable. or helicopter above 5000 feet.

5. PUSH TO TEST Turns altimeter on and off. Energizes self-test circuit

in the altimeter. Adjusts DH index pointer setting.

6. Lowaltitudewarning light Disconnected.

7. Mask Indicatesaltimeter unreliable or helicopter altitude

above 5000 feet AGL. (Altitude pointer goes behind
mark.)

Figure 20-12. Radar Altimeter

20-29 ORIGINAL
 NAVAIR Ol-HlAAC-1

!0.14 m m CDU DISPLAYS AND m It is imperative to perform an orderly

:UNCTIONS shutdown in order to save the last INS and GPS
computed PPSN, GPS Almanac, time, aircraft
heading and other critical data into the EGI NVM.
!0.14.1 m [91 INDEX Pages. The completion of power down of the EGI is
indicated by appearance the BDHI “OFF”’ flag.
Refer to Chapter 19. Power for the radios and EGI default to off on CCS
power up.
!0.14.2 m m CDU POWER Page.

Power pages are provided to allow power control Backup power is provided to the EGI
If CCS controlled avionics. from the battery bus via the XMSN OlL
circuit breaker to allow an orderly
Power page is accessed via LS 8 key in the shutdown for inadvertent power down/
NDEX 112page. power transients.
Refer to Chapter 19 for detailed information on
the POWER page operations.

20.14.3 m m START Pages.

The START pages are provided to allow
initialization of the aircraft navigation parameters.
START page allows manual entry of time (local or
Zulu), date and present position. START pages also
allow selection of Horizontal Datum and coordinate
display format (UTM or latitude/longitude).
20.14.3.1 m m START l/2 Page.
POWER PAQE
The START 112page is accessedvia the LS 1 key
on the INDEX 112page.

a COMMl:OFF
FOWEFI
CCMM2:OFF

POWER PAGE
a0941063
mm
START l/2 PAGE
E&ma 2-
Jn40
Power can be applied either simultaneously to all
avionics equipment by pressing the CDU PWR key
power-on only), or individually by pressing
applicableLS I through LS 8 on the POWER page.

A normal shutdown is performed by powering off

111avionics on the POWER page, then waiting for
approximately 7 to 10 seconds prior to powering
lown the aircraft.
20-30 ORIGINAL
 NAVAIR Ol-HlAAC-1

I
LS 1: Displays the currently selected datum. Datum default must be chosen prior to
Pressing the line select key calls the HORIZ entry of the position on line 3.
(horizontal) DATUMS page displaying the current I
selection.
m PPSN manually entered must be
within 1 nmi to allow INS position to be
Note
updated upon acquisition of GPS data.
Accessing the HORIZ DATUMS pages
LS 3: Displays the DATE. Pressing the LS 3 key
from the START page results in display
of the currently selecteddatum. with a blank scratchpad has no effect. Pressing the
line select key with a valid date in the scratchpad
will enter that parameter into the system. Slashes
Points are stored as a lat/long coordinate need not be used. All month, day, and year (MM/
with a horizontal datum assigned to it. DD/YY) input must be in a two-digit format. The
The UTM grid versus L/L relationship is date will default at power up to the date stored in
defined by the horizontal datum (on the memory. m The date will he updated with GPS
START 112 page) in use when the date when available.
coordinates are initially entered.
Previously stored coordinates will not Note
change if another horizontal datum is
selected. Date entry is necessary for correct
magnetic heading conversion.
I
@JIlJ Correct alignment of the INS and LS 4: m Displays barometric altitude in feet
conversion from true to magnetic heading (referenced to 29.92 in. Hg) for use in altitude-
requires a correct PPSN. L/L or UTM initialization of EGI. Pilot may override the
default must be selected prior to entry of displayed value by entering the actual altitude, in
PPSN data. feet, and pressing LS 4. Upon entry, the value will
he displayed at LS 4 in the following format:
1 LS 2..‘IImttally &splays the CCS present position MSLALT [OOOOO]. Pressing of LS 4 with a blank
(labeled as L PP J directly above) from CCS memory scratchpad will toggle between the MSLALT and
or m EGI stored memory at previous power BAROALT display (if pilot has entered a valid
down. Pressing the LS 2 key with a blank scratchpad altitude). The pilot-entered altitude may be removed
has no effect. Pressing the line select key with a by entering a dash (minus) in the scratchpad and
valid latitude/longitude (L/L) or universal transverse
pressing LS 4 with MSLALT displayed.
mercator (UTM) in the scratchpad will enter that
parameter into the system. m Valid GPS PPSN Note
will always overwrite the position displayed on LS 2
unless the GPS sensoris deselected. m Once the EGI has aligned, reselect
BAROALT on START l/2 (if MSLALT
was selected) to allow the EGI to
calculate and display updated altitude
L/L inputs may be entered in degrees,
minutes, or seconds(example: DDMMSS information.
for latitude, DDDMMSS for longitude) or LS 5 and 6: Not used.
degrees, minutes, seconds, and tenths of
seconds (DDMMSS.S for latitude, LS 7: Displays local clock time, m from GPS
DDDMMSS.S for longitude). UTM if available. Pressing with a blank scratchpadhas no
positions are enteredas 4 or 5 digits each effect. Pressing LS 7 with a valid time in the
for easting and northing, and displayed as scratchpad inserts that time into the system and sets
5 digits each. If zone and/or 100,000 the clock; pressingLS 7 with a valid time-zone letter
meter squareis omitted, prior entry values in the scratchpad will reset local time to the
are assumed. indicated time-zone. Entry of time is in hours,
minutes, and time zone letter; seconds are display
20-31 ORIGINAL
 NAVAIR Ol-HlAAC-1

mly. Time will be set to whole minutes at the flight plan clears the previous flight plan and history
noment LS 7 is pushed. Coordinated Universal points allowing the new flight plan and steering
rime (ZULU) will be the default if time zone letter calculation to be computed from the current aircraft
s omitted. present position.
LS 2 through 4: Not used.
Note LS 5: When an asterisk is displayed next to LS 1,
pressing LS 5 erases the current flight plan and
m Manual entry of time must be removes the * CONFIRM message from the
within 10 seconds of UTC or GPS may scratchpad. Pressing LS 5 when the arrow is
not initialize. Normal shore based displayed next to LS 1 has no effect.
operations do not require manual entries
on the START page. Once GPS has LS 6 through 8: Not used.
acquired satellites, the START page date The START 2/2 page is scrollable up or down to
and time will be automatically updated. the START l/2 page.
LS 8: Toggles the DISP between UTM and L/L
‘or the system default on the FPLN and PROG pages 20.14.3.3 m m START Page
md MARKed or laser coordinates in the scratchpad. Procedures.
JTM selection displays distances in kilometers. I/L
ielection displays distance in nautical miles. The 1. Horizontal Datum - Select (IDX, Start 112,
selection also affects display formats for system- LS 1, scroll to desired datum, select using
generatedtargets and marks distance and crosstrack appropriate left LS).
leviation on the PROGRESS 113page, track space
,n the LADDER and EXP SQUARE pattern pages, Note
md present and checkpoint positions on the
JPDATE page. Points are stored as a lat/long coordinate
with a horizontal datum assigned to it.
Note The UTM grid versus L/L relationship
will be predefined by the horizontal
Only the CDU, and not the HUD or datum (on the START l/2 page) in use
BDHI, is affected by this default. when the coordinates were initially
entered. Previously stored coordinates
20.14.3.2 m m START 2l2 Page. will not change if another horizontal
datum is selected.
The START 2/2 pageis accessedby pressing LS 1
m the INDEX l/2 page and scrolling down from the 2. Present Position - Enter (IDX, Start 112:

\ II
START 112page. type coordinates in scratchpad, load using
LS 2).

irioie
-. ERASEFLPN CONFIRM -
START ?.C? m PPSN must be updated to within
500 nmi to adequately acquire satellites.
3. Date - Enter, if required (IDX, Start l/2
type date in scratchpad, load using LS 3).
4. Time - Enter, if required (IDX, Start 112
type time in scratchpad, load using LS 7).
START 2l2 PAGE zD900w(I 5. MSL Altitude - Enter, if required (IDX
m4a Start l/2, type current altitude in scratchpad
load using LS 4).
LS 1: Selects/deselectsthe display of an * beside
3RASE FPLN and writes * CONFIRM in the 6. Coordinate display style - Select UTM or L,
scratchpadwhen the asterisk is selected. Erasing the L (IDX, Start 112,LS 8).
20-32 ORIGINAL
 NAVAIR 01-HlAAC-1

7. Old Flight Plan - Erase (IDX, Start Z/2, LS 1 Table 20-3. HORIZONTAL DATUMS Kant’
then LS 3).

Note
Old flightplan should be erased to allow
steering information (i.e., CMD HDG and J JlYlCr!

TANANAI _ _ ___ _ .___

crosstrack) to be calculated from current
TIMBALAI
aircraft present position rather than the
TOKYO
last waypoint in the flight plan history.
vo IROL
SPECIAL INDIP bN
m Once the EGI has aligned, reselect SPECIAL LUZ ‘ON
BAROALT on START 112 (if MSLALT SPECIAL _ TOKYO
was selected) to allow the EGI to 1 SPECIAL WGS-84
calculate and display updated altitude 1 WGS-72
information.

k14.4 m m HORIZ (horizontal)

ATUMS. Note
If the zeroize ALL function is used, the
Table 20-3. HORIZONTAL DATUMS default datum will be WGS-84. If the
zeroize NAV function is used, the default
datum will be WGS-72.
Horizontal Datum pagesare provided to select th
applicable map datum for maps in use that will allo!
for proper data input and grid to latllon
conversions. It is imperative that close attention b
paid to the map datums of the maps and charts in us
for both in-aircraft navigation and coordination wit
other agencies,both air and ground. Waypoint an
target position data are stored as a latitude/longitud
with the horizontal datum as selected on the sta:
page at the time of entry and will be accurate fc
only that datum. See Table 20-3 for the list c
horizontal datmns.
Pages are accessedvia LS 1 on the START I/
page. Datums are used to calculate UTM gri
coordinate relationships from L5. Horizontal datm
to be used is identified in the marginal informatio
of the UTM grid or the sectional map.

- AUSTRALIAN
GEODETIC 11 m 1

20-33 ORIGINAL
 NAVAIR Ol-HlAAC-1

LS 1 through 4: Displays the menu of datums. The waypoint list contains up to 100 points,
‘ressing a left line select key selects that datum for numbered WOO0to W099, consisting of any type of
ntly and calls the START l/2 page with a selected point except list numbers or computer-generated
atum on the display line. (pattern or PIM) points. The target list contains up to
LS 5 through 8: Not used. Pressing a right line 50 points, numbered TOO0to T049, consisting of any
elect key has no effect. type of point except list numbers or computer-
generated(pattern or PIM) points. These points may
Note
be L/L, UTM coordinates, or a name. Attempting to
It is essential that the proper datum is use a duplicate name will result in a NAME IN USE
selected prior to entering waypoint and displayed in the scratchpad. Attempting to enter an
target data. Changing the datum will not undefined list number results in a NOT STORED
change the stored waypoint or the target annunciation. When accessedfrom the INDEX 112
L/L versus UTM calculated relationship
previously loaded using a different page, the list will appear in the scrolled position
horizontal datum. from which it was last exited. Following power-q
the top of the list will be displayed.
The HORIZ DATUMS pages are scrollable in a
vraparound fashion. Accessing the HORIZ Note
IATUMS pages from the START pages results in
lisplay of the currently selected datum. PIM is a reserved name. Attempting to
!0.14.5 m m WPT/TGT LIST Page. use PIM to name a WPT results in an
Waypoint list pages are provided for entry and ERROR message.
lisplay of stored navigation points. All manually
:ntered points and labels (names) must be input on Waypoint/target entries are made to a blank slot ir
he WPT/TGT LIST pages. the applicable list. First enter the desired coordinate!
in the scratchpad and press the appropriate lint
The WPT (waypoint) LIST page is accessedvia
,S 7 on the INDEX 112page. select key. Enter the desired name, consisting of nc
more than five alphanumeric characters,then pres:
the same left LS key. A coordinate to be entered as i
waypoint or target must be manually entered in an:
open slot in the waypoint list. When the last locatior
on the list is filled, a WPTlTGT LIST FULL
annunciation displays in the scratchpad indicating
woo2 [TOWER unnecessarypoints may have to be deleted. If this i:
not done, the annunciation will continue to bc
Woo3 [llSMK 29% 3792 1 displayed for each additional attempt to insert neu
points. A waypoint/target cannot be deleted if it it
currently in use as part of one or more routes; an 1)
T.“F
“.JLz “TPT:
J\Iti 7.7
I. -..-.....Gnr:-”
YI~.IYI.II”.IV.. ;”... tl.n
. .._ ~rr~trhnwl
I-_ . ..-..r-- t&!
WPT LIST PAGE
mmm result. A waypoint cannot be deleted from the list i
it is in the active flight plan. An IN USE FPLP
messagewill display. Deletion of a waypoint result,
TO20 [ TREES in that waypoint being erased.The following point,
~mII-DATA TGT L,ST SA”E-!ji@$, in the list will not fill.

TO22
I TANK3 In flight, pressing the TGT function key als
I PII inserts present position in the first open location il
the target list, marking the new entry (with al
underline) as TXXX and displaying it by LS 3
When the pilot GND/AIR/NORM override switch i
TOT LIST PAGE in the GND position or NORM position (an{
helicopter on ground), the TGT key accessesthe lis
but does not enter a position.
20-34 ORIGINAL
 NAVAIR Ol-HlAAC-1

The CCS will calculate and display on the reference (i.e., 1ISIT) is used, additional
cratchpad target coordinates when a valid return is grid coordinate entries can be input using
eceived during lasing. Lased target coordinates will only the 8 or 10 digit grid format.
ie displayed in UTM or Lat/Long depending on
‘election on START l/2 page. If no valid return is L/L inputs may be entered in degrees,
,eceived the scratchpad contents will be cleared. minutes, and seconds (example:
loordinates will be calculated in rangefinding and DDMMSS for latitude, DDDMMSS for
lesignating modes. The lased coordinates may be longitude) or in degrees, minutes,
nserted into target list or any other waypoint seconds, and tenths of seconds
ocation.
(DDMMSSS for latitude, DDDMMSS.S
for longitude).
Note
It is essential that the proper datum is DOD FLIP publications provide locations
selected prior to entering waypoint and in degrees,minutes and tenths of minutes.
target data. Points are stored as a L/L To obtain secondsfrom tenths of minutes,
coordinate with a horizontal datum multiply tenths of minutes by 60
assignedto it. The UTM grid versus L/L (example: 0.7 minutes x 60 = 42 seconds).
relationship will he predefined by the L/L hemisphere reference (i.e., N, E, S,
horizontal datum (on the START 112 W) and leading zeros are required for all
page) in use when the coordinates were L/L inputs. Longitude degreeentries must
initially entered. Previously stored fill three places.
coordinates will not change if another
horizontal datum is selected. LS 5 through 8: The right line select keys on the
WPT/TGT LIST page are used to select or deselecl
Changing datum will not change the waypoints/targets for insertion into the flight plan,
stored waypoint or the target L/L versus When a point is selected by pressing the right line
UTM calculated relationship previously select key, the right bracket is changedto an asterisk
loaded using a different horizontal datum. and the point is stored in the scratchpad.Deselection
LS 1 through 4: The function of these line select is accomplished by pressing a line select key next tc
:eys dependson the scratchpadcontents. When the an asterisk, resulting in removal of the point from
cratchpadis empty, the waypoint data page for that the internal selection list. When points are selected,
vaypoint is accessed.When a valid coordinate or a the scratchpad will display INSERT PTS AT ?,
lame associated with valid coordinates is entered When the FPLN function key is pressed or a
nto the scratchpad,pressing the left line select key ROUTES points list is accessed,this prompt asks the
vi11place that entry on the associated line. Also, operator in what position to load the desired points,
ioints may be renamed in this manner by entering a Selected points are orderedfor insertion sequentially
lew, unique name. Entry of a waypoint or target list as they were designated.A point can be included ir!
lumber will result in the display of the associated a sequence only once. Reaccessing the WPTiTGI
zoordinateson the display line. Pressing these line LIST page after insertion into a flight plan or route
elect keys with a minus sign in the scratchpadwill clears the asterisk designators. Points may be
lelete that waypoint from the list, unless it is in use selected in any selected order from both lists.
s a part of a route or active flight plan. In this case,
he point must first be deleted from use in the flight Title Line: DATA indicates the left line select
llan or route before it can be deleted from the list. keys access the data page (when pressed with r
blank scratchpad) associatedwith that waypoint 01
Note target. The SAVE function (LS 5) indicates the righl
line select keys save the waypoint or target in the
To load a waypoint or target, the L/L or scratchpad.
UTM grid must be entered first, then the
waypoint may be named. Note

UTM grid inputs must be 8 or 10 digit The up and down arrow keys scroll
grid coordinates (example: through the entire list (blank slots
llSTT5849234.5). Once a UTM grid included) line-by-line.
20-35 ORIGINAL
 NAVAIR Ol-HlAAC-1

The list wraps around in a scrolling manner (e.g., 3. WPTffGT Label - As desired.
vhen scrolling down to the last waypoint WO99, the D. TGT Key Coordinate Entry
iext waypoint to be displayed will be WOW).
1. FIy over desired position - depressTGT key.
!0.14.5.1 m m Entering Waypoints Target will automatically load into the first
md Targets. available TGT list location, TGT list page
will he displayed and entered TGT location
A. Manual Scratchpad Entry will be shown adjacent to LS 3 with the
1. Access WPf or TGT list (IDX, LS 7 or LS target list number underlined.
3).
Note
2. Coordinates - Enter (into scratchpad, then
desired left LS key). This present position is stored in L/L
ONLY even if the start page is selectedto
3. WPT/TGT label - Enter (into scratchpad, UTM.
then desired left LS key).
2. WPTII%T IabeI - As desired.
Note
20.14.5 m m Waypointrrarget Data
Names may be up to 5 characterslong and Pages.
may include letters, numbers, -, and/or/.
Data pages are provided for viewing steering
B. m /LDRS Coordinate Entry information from the aircraft present position to the
1. Desired TGT/WPT location - Lase (DES or selected point either directly (DIR) or along the
LRF). flight plan track (FPLN) if used in the flight plan.
Data page is also used for offset calculation from ar
Note existing position.
m If the m receives a valid The data pagesam accessedvia the left line select
range, CCS will calculate target location keys on the WPT LIST page,TGT LIST page,FPLK
and display into the scratchpads. If no page, route points page, or PIM page when the
valid range is received (dasheson m - scratchpadis empty.
MFD and HUD laser range displays), the
CCS will erase the scratchpads if old
coordinates are present.
r I / \ I I
2. Coordinates - Load into TGT list
(depressing TGT key) or into WPT list
(IDX, LS 7, desired left LS key).
3. WPTlTGT Label - As desired.
”L. .*wfimi
..-.-.* hay Coordinate Entry

1. Fly over desired position - Depress MARK

key. WAWOINT~ARGET DATA PAG&,5
mm
.n?40
Note
Accuracy of a mark-on-top is a function Dashesand labels will be displayed for parameter:
of navigation system accuracy, height until they become available. If accessedfrom the
above mark point and aircraft ground line select key next to a blank slot, the resultant pagt
speed. The most accurate mark would be - displays only iabels with dashedfields.
obtained in a low hover over the desired
point. LS 1: Displays the name (up to five characters)o
the point, if a name has not been enteredNAME? it
2. Coordinates - Load into target list displayed. Naming/renaming is not allowed on thi:
(depressing TGT key) or into WPT list page; entry of a defined name via the scratchpat
(IDX, LS 7, desired left LS key). causesthe displayed parametersto be referenced tc
26-36 ORIGINAL
 NAVAIR 01-HlAAC-1

hat point. The name may include an optional offset LS 4: The function of this line select key depends
/radial/distance) from an existing point. on the scratchpadcontents. When the scratchpadis
blank, pressing the line select key will have no
Title Line: Displays the WPT/TGT list number effect. Pressing with valid coordinates in the
md the labels for CRS (course), DIS (distance), and scratchpad inserts that location and the name and
ITA (estimatedtime of arrival) to that point for each label fields will be dashed.The parametersdisplayed
)IR and FPLN calculation on 3 lines and 4. These on the page will be referenced to the newly entered
larametersare based on present position and speed. location. Pressing LS 4 with a /radial/distance in the
scratchpad causes the system to calculate the
Note coordinates of that point and display them in the
ETA is always displayed referenced to scratchpad,dashing the name and label fields.
GMT (Z) regardless of start page local LS 5: SAVE will copy the displayed (LS 4)
time zone selection. coordinates to the scratchpad.
Data Line 2: Displays the DIR (direct-to) LS 6: Not used.
larameters that are calculated for the course,
listance, and estimated time of arrival based on LS 7: Enters the PTA (planned time of arrival) in
Iresentposition and speed. hours and minutes referencedto GMT (Z) from the
scratchpad. The PTA will result in a CMD TAS
Note being displayed on PROG 2/3 when the point
Distance will display/enter in kilometers becomes the current TO point in the flight plan.
if parameters were initially entered in Displays the command true airspeed (CMD TAS)
UTM or nautical miles if entered in L/L. neededto arrive at a designatedPTA point. Pressing
this line select key with a blank scratchpadhas no
Information Line: Displays the FPLN parameters effect. Only one point may have a PTA associated
hat are calculated for the course to the TO point in with it; defining a PTA for another point cancelsthe
heflight plan and the distance and estimated time to previous one.
rrive at this waypoint along the flight plan route. If
he referencedwaypoint is not currently in the flight Note
Ilan, these fields will be dashed.
If no winds are entered, CMD TAS is the
Note ground speed required to reach waypoint
at desired PTA.
Direct heading is the heading from the
present position. FPLN heading is the LS 8: Returns the display to the list page which
heading into the waypoint along the the DATA page was accessed, in the scrolled
FPLN course and may differ slightly from position.
the direct heading for long legs.
Note
LS 3: Toggles the coordinate DISP between UTM
,nd L/L for this display only. When UTM The DATA pages are scrollable, a page at
oordinates are displayed, the distance parameter a time, through the points list from which
hangesfrom nmi to km. it was accessed. The data pages wrap
around when accessedfrom the list pages,
Note but not when accessedfrom the FPLN or
Route pages. Scrolling and scroll arrows
The UTM grid or L/L relationship is are inhibited whenever new coordinates
defined by the horizontal datum (on the are entered via the scratchpador from an
START page) in use when coordinates offset calculation.
were initially entered. They will not
change if another horizontal datum is Any data page may be used for trial calculations
selected. (offset waypoints) by changing parameters on the
screen via the scratchpad without affecting the
CDU calculated conversion between L/L original entries to the system. When reaccessed,the
and UTM may result in position errors. page will appearunchanged.
20-37 ORIGINAL
 NAVAIR Ol-HIAAC-1

20.14.6.1 m m Offset Point next to a blank slot has no effect. When a route
‘rocedures. name is entered in the scratchpad,pressing a left line
select key will change the name of that route. If the
1. IDX key - Press. name duplicates that of an existing route, a NAME
2. WIT LIST - Press. IN USE messagewill display. If a unique name is
entered to a blank, the left line select key will
3. Left LS Key - Press (select desired waypoint subsequently access a blank route points page.
data page to conduct offset calculation). Pressing a left line select key with a minus in the
4. /radial/distance from the waypoint - Enter scratchpadwill delete that route and name.
(e.g., /J80/3) into the scratchpad.
Note
Note
Unlike Waypoints and Targets, Routes
Radial inputs are entered in degrees must he named prior to selecting and
magnetic. Distance entries may be entered entering route points.
to the nearest tenth n&km.
LS 5 through 8: Access the PPLN page with the
5. LS 4 - PRESS (offset coordinates will be prompt INSERT RTE AT ? displayed in the
displayed in the scratchpad). scratchpad. The route is loaded into the desired
6. Scratchpad entry - Save into an available flight plan location by pressing the line select key
WPT, TGT or FF’LN position, as desired. next to the desired insertion position. Attempting to
access the FPLN page with an empty route
20.14.7 m [9T ROUTE IDX 112 and 2l2 (containing no points) displays a NOT STORED
Pages. message.
Route pagesare provided for creating and storing The ROU’IE IDX 112and Z/Z pagesare scrollable
‘tequently used flight plan routes consisting of up to up or down to the other ROUTE IDX page.
50 waypoints, targets and/or manually entered
:oordinates in any desired order. Routes can be 20.14.8 m m RTE Page.
nserted in the flight plan in normal and reverse
Route pages are provided to allow loading,
lrder allowing ingress and egress from a single
‘oute. modifying and viewing stored routes.
The ROUTE IDX (index) 112page is accessedvia The RTE page is accessedvia the left line select
,S 2 on the INDEX l/2 page. ROUTE IDX 212 is keys on the ROUTE IDX page.
iccessedby scrolling from ROUTE IDX 112.

ORDER : NORMA,. FPLN-

--DATA RTE JAPAN SWE-

ROUTE INDEX PAGE -~

mm
.n5(0
LS 1: Toggles the order of the route between
LS 1 through 4: The function of the left line select NORMAL and REVERSE. Selecting REVERSE
;eys dependson the scratchpad contents. When the causes the route to be displayed in reverse order,
cratchpad is blank, pressing a left line select key with the prior last point (normal order) in the A
vill access the route points (RTE) page for that position. Order reverts to NORMAL upon re-
oute, if it has been named. Pressing a line select key accessingthe page.
20-36 ORIGINAL
 NAVAIR Ol-HlAAC-1

Title Line: The DATA page for displayed point. inadvertently selectedit can be deselected
SAVE copies the adjacent point data into the by depressing the appropriate right LS
scratchpadas INSERT POINTS AT?. key to remove the asterisk.
LS 2 through 4: The function of the left line select
teys depends on the contents of the scratchpad. 5. Access desired Route data page (IDX:
When the scratchpad is blank, pressing a left line route&S 2, desired left LS key).
select key will access the DATA page. Selection
with a valid point name or list number will insert 6. Insert points into the desired location using
,hatpoint, moving any existing or subsequentpoints the left LS key.
iown the list. Selection with INSERTS PTS AT ? in
:he scratchpadinserts the point(s) as the next route Note
Joint(s), causing the designated and subsequent
‘oute points to move down in the route. Selection Points can be inserted anywhere into an
with a minus in the scratchpad will delete that point existing route.
md subsequentroute points will move up.
7. Repeat steps 4-6 above if required, or inser
LS 5: Accesses the FPLN page with the prompt manually entered scratchpad coordinates a!
[NSERT RTE AT ? displayed in the scratchpad.The
‘oute (NORMAL or REVERSE) is loaded into the desired.
iesired flight plan location by pressing the line
<electkey next to the desired insertion position on 20.14.9 m m Flight Plan Page.
:he FPLN page.
The flight plan allows the pilot to designate i
LS 6 through 8: Pressing a right line select key group of navigation points that the CCS will use tc
will select or deselect route points for inclusion in compute steering information for display on the
be flight plan and savethem into the scratchpad.An CDUs, HUD, and m MFD.
tisterisk will replace the right bracket when a point
ras been selected.Multiple points may be selected, Flight plans may contain a series of up to 5(
.n any order, for inclusion in the flight plan. geographic points, including waypoints, targets
manually entered coordinates, one PIM, patter1
Note points, one PTA, and/or routes. Attempts to insert :
The RTE page scrolls up or down through point or route that would result in more than St
the list, a point at a time. points will result in an FPLN FULL annunciation it
the scratchpad.Points may be keyed in directly b!
20.14.8.1 m m Route Building name, list number, or coordinates or be selectee
Procedures. from a waypoint, target, or route list or be computer
generated,as for patterns and PIM.
1. Routes Page-Access(IDX, Routes/LS 2).
The FPLN page is always accessedin its initia
2. Enter route name into scratchpad. position, with the TO point displayed on the line 3
At least one point and a course into that point mm
3. Enter name of route using left LS key.
be designated to create a flight plan. Accessing ths
Note page when no flight plan has been designated (e.g.
following ERASE FPLN on the START Z/2 page
Routes must be named prior to inserting results in:
WPTs, TGTs or coordinates.
The FROM and TO designations coming togethe
4. Select WPTs, and TGTs in the desired order on the FPLN page.
by using the appropriate right LS key.
m The FPLN pagesbeing identical in displa
Note and operation to m with the exception of
Points can only be selected once until display of M (magnetic) or T (true heading) (a
inserted into the route. If a point is selected on the NAV 2/2 page).
20-39 ORIGINAL
 NAVAIR 01-Hl AAC-1

The FPLN page being accessed via the FPLN 000” to 359” results in overwriting that angle with a
unction key, the DIR key, any right LS key on the preferred course in to the TO point. Course entries
<oute Index pages,LS 5 on the PIM pages and LS 8 that exceed f 90” difference from the currently
m any pattern page. displayed course will result in an ERROR message
in the scratchpad.When in a scrolled position, the
, \ associateddata page is accessedwith this line select
SCROLLED
PDSITIDN 11 SMK 2551 3&E CSP key.
FPLN SAVE -
11 SMK 2611 3687 LS 2: In the initial position, displays the current
TOWER TO point. Selection with a blank scratchpadchanges
the page to the DATA page, which provides detailed
information on the TO point. Selection with a valid
point location, waypoint list number (WOO3):
waypoint name (SNAKE), target list number (Tool),
target name (TANK2), L/L or UTM grid in the
scratchpadcauses that point to become the new TC
point and moves the existing and subsequentpoints
to the next position in the flight plan. Selection with
a minus in a scratchpad deletes that entry from the
flight plan and moves the next waypoint to the TC
position.
LS 3 and 4: Display the subsequentpoints in the
flight plan. Selection with a blank scratchpad
changesthe page to the DATA page, which provider
mm FPLN PAGE detailed information on that point. Selection with 2
valid location in the scratchpadinserts that positior
as the next TO point and causesthe existing point tc
The display labels PTA, commence search point move to the next position. Selection with a minus ir
CSP), and DIR being displayed on the right when the scratchpaddeletes the point from the flight plat
applicable to that point. There can be only one and subsequentpoints move up.
.endezvouspoint (PTA) and one pattern commence
Note
;earch point (CSP) in the flight plan at a time. The
lattern CSP cannot be the moving point PIM. Care must be taken when inserting a
named point into the flight plan to prevent
A typical flight plan page may display history
renaming the existing flight plan point
wirrib, h TC yv~ui, ad P iuiulc @hi. FOG @St
with a name that is not a currently stored
lhistory) points are retained in the flight plan, and
point.
ue accessedby scrolling up with the arrow key. Past
roints cannot be edited; attempts to do so result in a T DEST T marks the end of the active flight plan
scratchpad ERROR message. When in a scrolled Insertion of a point or route in to this position cause!
rosition, course and sequencing information (line 1) the marker to move down to the final position of the
s overwritten with a point, and the I TO 1 (on line flight plan. f DEST t cannot be deleted, nor car
!) is blanked. points be entered below it.
LS 1: When in the initial position (TO point on Note
ine 3), the system-generatedCRS (course) in to the
current TO point is displayed. This is typically the The “NEXT COURSE” steering cue
course between a prior (history) point and the displayed after passing the last waypoint
current TO point. Selection with a blank scratchpad in the flight plan will be a repeat of the
has no effect. Selecting an angle in degrees from previous course.
20-40 ORIGINAL
 NAVAIR Ol-HlAAC-1

LS 5: When in the initial position (TO point on Note

ine 3). the flight plan SEQ mode toggles between
\UTO and MAN regardless of the scratchpad Points can only be selected once until
:ontents.When in the scrolled position, the point in inserted into the route. If a point is
he scratchpadis saved, as for LS 6, LS 7, and LS 8. inadvertently selected it can be deselected
by depressing the appropriate right LS
Note key to remove the asterisk.

Automatic sequencing will sequence the 4. Manually entered coordinates - Insert (into
FPLN points and display steering scratchpad, then into flight plan in the
information to the subsequent FPLN desired location using left LS key).
point. Manual sequencing will retain the
FPLN “TO” point and all steering 5. Repeat steps 1-4 as desired.
information will be to the selected “TO”
point when manual mode was selected. Note
LS 6, 7, and 8: Selection of the tight line select Flight plans can consist of a maximum of
teys causesthe formatted point in the scratchpad to 50 waypoints.
,e saved. Pattern generatedpoints are presented as
zoordinates. 20.14.9.2 m m Flight Plan
Title Line: 1 TO 1 indicates the point directly Modification Procedures.
Jelow is the current TO point. Also displayed is
,age title: FPLN. SAVE indicates selection of the There are two basic methods to modify the flight
right line select key that saves the point in the plan. The first is inserting Points into the flight plan
rcratchpad. using the sameproceduresused in building the flight
plan. The second is using the direct to (DIR)
The FPLN page is scrollable up through the last function; this is the only way to change the current
iour FROM points or down through subsequent TO point.
flight plan points.
1. Direct to - Select (DIR).
20.14.9.1 m m Flight Plan Building
Procedures. 2. Direct to point - Enter (into scratchpad,then
LS 1). Scratchpad entry can be manually
1. Route (normal order) - Select as desired entered coordinates, TGT/WPT list number,
(IDX, ROUTESlLS 2, desired right LS key, TGT/WPT name, or tagged points/routes
left LS key on FPLN page adjacent to selectedprior to selecting direct to function.
desired location).
Note
Note
A new leg will be constructedby the CCS
When inserting routes and points to a from the aircraft current position when LS
desired location in the flight plan, select 1 is depressedto the first point entered as
the left LS key adjacent to the location. direct to. Previous points will be moved
Inserted point(s) will move the previously down the flight plan list.
displayed point and all subsequentpoints
down the list. 20.14.10 m m NAV Pages.
2. Route (reverse order) - Select as desired
(IDX, ROUTES/IS 2, desired left LS key, 20.14.10.1 m NAU Page.
LS 1, LS 5, left LS key on FPLN page
adjacent to desired location). NAV pageis provided to allow operator control 01
TACAN and Doppler modes and channel selection
3. Select WpTs and TGTs in the order desired TACAN channel selection is also provided 01
order by using the appropriate right LS key. PROG l/3 page.
20-41 ORIGINAL
 NAVAIR Ol-HlAAC-1

NAV page is accessed by pressing the NAV Note

Functionkey. While line select keystrokes will affect a
change in the CDU display immediately,
there is a 2 to 3 second delay before
command signals are received by the
respective avionic component.
LS 7: Toggles the DOP mode between LAND and
SEA.

Note
The SEA mode for Doppler navigation is
designed to reduce error caused by
extended over-water Doppler operation.
m NAV PAGE
20600061
51540 LS 8: Toggles radar beacon system mode between
DBLISNGL. Most aircraft have this system
LS 2: Toggles the TCN MODE (TACAN) removed.
yetweenreceive (R), transmit/receive (TR), air-to-air The NAV page is not scrollable.
receive (AAR), and air-to-air transmit/receive (A/
AT/R). 20.14.10.2 m NAV 112 Page.
Information Line: Navigation modes are displayed m NAV pages are provided to allow the
1sfollows: DOPIPRW---(GPS has failed or no data); operator to initiate EGI alignment, operating modes
---/--I--- (no navigation sensors are available). and status.The pages also allow TACAN mode and
channel selection. TACAN channel selection is alsc
Note provided on PROG 113page.
DOP/PRH will only be displayed with the NAV page is accessedby pressing NAV function
pilot GND/AIWNORM override switch key.
set to AIR or when the squat switch
sensesthe helicopter is in flight when the
switch is set to NORM. PRH (pitch, roll,
and heading) displays as a status of
attitude gyro and RMI navigation signals
received by the Doppler system.
LS 3: Not used.
MODE : GPS I INS
LS 4: Toggles radar beacon system On/Off. Most
i&raft have this system removed.
LS 5: Not used.
LS 6: The two functions of LS 6 are to recall the
ast tuned channel and/or to enter channels manually.
To recall the last tuned channel. press LS 6 with the LS 1: Displays current alignment status/mode 01
scratchpadempty. The previous channel is displayed the EGI. When optionally pressed after coarse
md the TACAN is tuned to this channel. To enter a alignment, commands the EGI to transition to NAV
lew channel, enter the number into the scratchpad mode. Coarse alignment is indicated by the heading
md press LS 6. If an invalid channel is detected,no status (Status 2/3) changing to GO and RMI off flag
actionwill be taken and the scratchpadwill alternate being pulled out of view (approximately 1 minute
letween ERROR and the scratchpad entered data. for a gyrocompass alignment (GCA). An asterisk
411TACAN channels will default to the X mode will appear to the left (indicating the ali nmett
mless a Y is entered in the scratchpad after the selection) until the transition is complete. b i!
:hannel number. displayed when EGI minimum requirement!
20-42 ORIGINAL .
 NAVAIR Ol-HlAAC-1

lheading within 3” and INS-drift less than 5 nmilh) weight on wheels switch senses the aircraft is in
‘or navigation in the selected mode are met. For a flight.
XA, this is typically 4 minutes, and for SHA, it is
tpproximatel 21 seconds. EGI will automatically This page is scrollable up or down to the NAV l/2
:ransitionto iha when the aircraft is launched after page.
I coarse alignment (squat switch in normal).
20.14.10.3 m NAV 2l2 Page.
LS 2: Displays status or FM of GPS.
Display Line 4: Displays states or FM of the INS. NAV 2/2 page is accessedby pressing the NAV
l%heright side of display line 4 contains alignment function key and scrolling up or down from the
,ime. This will advancefrom zero during alignment, NAV 112page.
tnd freeze upon transition to NAV mode.
idvancement of the alignment time is an indication
hat an active INS alignment is in progress.

Note TCN MODE: A4TR

NAVZl2
An IFA or SBA/GPS will not commence HDG: TRUE
until adequate GPS position information (Ls31 AIDINO: YiP,CA
is obtained.

SBA/MAN alignment will not commence

until a present position is entered on
START 112 page and ship’s speed and
BRC are entered on the SBA page. m NAV M PAGE
ZOWWW%S
Jl-379
LS 3: Displays EGI position figure of merit (FM)
N METERS. LS 1: Toggles the TCN MODE (TACAN)
LS 4: Cycles EGI to next navigation solution between receive (R), transmit/receive (TR), air-to-air
GPS, INS or GPS/INS) each time it is pressed. receive (AAR), and air-to-air transmit/receive
>uring normal operations, select GPS/INS mode to (AATR). When pressed, the display changes
obtain optimum navigation solution and allow immediately, but there is a 2-seconddelay before the
ntomatic INS position updating. mode is sent to the TACAN.
LS 5: Heading from the EGI. On start this is the LS 2: Toggles the heading display mode between
leadingused for a Stored Heading Alignment (SHA) TRUE and MAG. This affects all heading displays
lrovided the orientation of the aircraft has not
hanged. The degreesymbol will be displayed with on the HUD, RMI (except TACAN radial), m -
T or M beneathit to indicate whether the heading MFD and CDU (except FPLN Data pages). The
s referenced to true north or magnetic north. display defaults to MAG on initial power on.
ictuation of this key will command the EGI to W.....H~,,~,.
ommence a stored-headingalignment or if the squat CAUTION
witch sensesthe aircraft is on the deck. i 88.8w.ss.**.... I
LS 6: Commands the EGI to perform Gyro- Magnetic shall be selected for instrument
:ompass Alignment. Allowed only if the squat flight.
witch sensesthe aircraft is on the deck.
LS 7: Accesses the Shipboard Alignment options
;age. TACAN radial position information (#2
needle on RMI) is always displayed
LS 8: Commands the EGI to perform In-Flight referencedto magnetic north; however, if
4lignment (IFA). IFA will not commence until GPS true heading reference is selected,beating
las obtained an adequateposition solution and the to the station will be incorrect.
20-43 ORIGINAL
 NAVAIR 01-HlAAC-1

LS 3: Toggles automatic position GPS update 3. EGI-AIDING Mode - Select Y/P/CA (NAV
\IDING accuracy between Y and YIP/CA code. 212,LS 3).
:his mode controls what GPS accuracy mode is
equired for automatic INS position updating in Note
&.mded (GPS/INS) navigation mode.
This will allow the INS to be
Note automatically updated by any valid GPS
nav solution (SPS or PPS). If Y is
If GPS aiding is selected in Y Code and selected, INS will not automatically
valid cryptovariables (CV) are not loaded update if Y code signals (PPS) are not
(see LS 7 NAV 2/2 page), GPS updates available.
will not be applied to the navigation
solution.
20.14.11 m EGI Alignment.
LS 4: Displays the number of consecutive days/
lours for which the GPS receiver has valid and EGI alignment is designed to initiate GPS
rerified keys: acquisition and align the INS. GPS acquisition times
may vary greatly from the normal 2-3 minutes with
CV---; Displays dashes if ICUs have failed. current stored almanac data up to 45 min for cold
CV XX; Displays number of days if days are start. The different modes are provided to allow
greaterthan one. pilots to obtain adequate alignments under most
CVN XXX Days IUNVERFI; CV 1 day; If conditions of environment and time constraints
nission duration is 1 day but the Time is not valid. expected to be encountered. EGI will continue to
qothing is displayed if ICU and CDIJ are on but refine its alignment throughout the flight with
IGI is off. continual GPS update inputs.
< XX HOURS; If time is valid. EGI alignment is an INS-platform leveling,
heading alignment, and altitude-initialization
c XX HOURSIGUVI; If it has group unique function. EGI alignment modes are: Gyro Compasr
mriable (GUV) loaded (long term cryptovariables). Align (GCA), Stored Heading Align (SHA), and In
Expired, Unkeyed Failed, Incorrect. Motion Align (IMA) and its submodes such as
LS 5: The two functions of LS 5 are to recall the Shipboard Alignment (SBA) and In-Flight
ast tuned channel and/or to enter channels manually. Alignment (IFA).
To recall the last tuned channel, press IS 5 with the
cratchpad empty. The previous channel is displayed A prerequisite for INS heading alignment ir
md the TACAN is tuned to this channel. To enter a PPSN. PPSN is provided to the EGI by either PPSK
iew channel, enter the number into the scratchpad stored in the EGI NVM, the EGI GPS module, or
md press LS 5. If an invalid channel is detected,no manual entry on the START l/2 page.
actionwill be taken and the scratchpad will alternate
betweenERROR and the scratchpad entered data. Note
111TACAN channels will default to the X mode Manual entry/update of PPSN is only
mless a Y is entered in the scratchpad after the
:hannei number. possible in INS-only mode, or if adequate
GPS fix is not yet attained.
LS 6 through 8: Not Used.
This page is scrollable up or down to the NAV 112 PPSN is updatedcontinuously by the GPS
‘age. provided the initial INS-drift has not
exceeded 1 nmi at the time of GPS PPSN
!0.14.10.4 mu NAV Page Setup acquisition.
‘rocedures.
The amount of time needed for INS alignmenl
1. EGI Mode - Select GPSANS or as required
(NAV 112LS 4). mainly depends upon: type of alignment selected
navigation solution used (INS, GPS, or blended)
2. TACAN Mode - Select TR or as required statusof navigation sensors,and availability of datt
(NAV 2/2, LS 1). in NVM.
2044 ORIGINAL
 NAVAIR 01-HlAAC-1

20.14.11.1 m Ground Alignments.

INS-only performance and navigation solution
drift rates vary with the type and duration of the 20.14.11.1.1 m Gyrocompass Align
alignment. The expected EGI performance is (GCA) Mode.
presentedin Figure 20-13.
GCA is the most accurate INS-alignment mode
In-motion alignment modes dependupon entry of and takes 4 minutes to complete. Prerequisites for
position (manual or GPS) and aircraft movement GCA alignment are: PPSN entered, and helicopter
(manual inputs for SBA/TvlAN or GPS provided for not in motion. PPSN is provided by the GPS
IFA and SBA/GPS). module, the EGI NVM, or manually via the START
l/2 page. A GCA is commanded by pressing LS 6.
Initial navigation is possible with partial EGI
(GCA-alignment, and the arrow will be replaced by
alignment (coarse alignment) with degraded
an *. LS 1 will display GCA.) Alignment in progress
accuracy. An accuratePPSN (GPS or manual) entry
should be entered within a reasonabletime to avoid is indicated by advancementof the alignment-time
the INS drifting beyond the update window). on display line 4 (Xx:xX ALGN).

Even without GPS aiding, the drift rates resulting Completed alignment will be indicated by m
from a partial alignment will improve throughout adjacent to LS 1. A completed GCA provides the 1
flight by conducting accurate position updates. nmi/h INS-only accuracy of the EGI (lowest drift
rate).
If the INS position solution is greater than 1 nmi
from the GPS position fix, the EGI will not execute An interruption of GCA due to helicopter
automatic updating. If this occurs the EGI must be movement will prolong the alignment by a period
re-aligned. equal to the suspensionplus 20 seconds.

Figure 20-13. m EGI Alignment Performance Table

20-45 ORIGINAL
 NAVAIR Ol-HlAAC-1

Pressing LS 1 after a coarse alignment IFA can be performed with the helicopter in
1 minute into GCA) commands motion or stationary. The system will take advantage
of aircraft maneuvers to improve speedand quality
of IFA. Best maneuvers to speed up IFA are
Note climbing or descending turns which include course
changes of greater than 70”, with occasional 180”
If LS I is depressedas stated above, the heading changes.
navigation solution will result in an
increased INS-only drift rate. IFA is commanded by pressing LS 8 IFA. (The
arrow will be replaced by an *. LS 1 displays IFA.)
!0.14.11 .1.2 (911 Stored Heading Aligned
SHA) Mode. Without the benefit of coarse alignment, the EGI
will normally complete IFA in approximately 10
SHA implements a fast INS alignment mode. An minutes after GPS FM of 5 or less is obtained,
IHA is performed in 30 secondsor less when certain provided GPS FM is continuously 5 or less.
:onditions are met:
Following a 30-second coarse alignment on
1. The EGI internal checks indicate adequate ground or shipboard, the EGI completes IFA within
alignment prior to previous power down, 5 minutes, provided GPS FM is continuously 5 or
and the helicopter has not been moved after less.
the orderly shutdown.
If during IFA, GPS FM is higher than 5, IFA will
2. PPSN and HDG values are stored in the EGI be interrupted until GPS FM is again 5 or lower.
during a (normal) shutdown.
Initial INS-only performance in this mode is IFA is complete when INS-only accuracy is
legraded to about 3 - 5 nmi/h (CEP). If the EGI equivalent to or better than that achieved with GCA.
letermines the helicopter has been moved or other
Irerequisites are not met, it will automatically 20.14.11.2.2 (911 IFA Procedures.
ransition to GCA. This alignment may be used when EGI is
SHA is commanded by pressing LS 5 SHA. suspected of erroneous output, when INS derived
Arrow will be replaced by an *. LS 1 displays position is beyond 1 nmi when GPS navigation
~HA.) solution is acquired (no automatic update), or when
response time is critical and delays for other
20.14.11.2 m In Motion Alignment (IMA). alignment modes are considered excessive.
The EGI can execute and complete INS alignment .88,,,..+8.8+.88.
vith the aircraft in motion. IMA modes depend on CAUTION
availability of PPSN, and GPS or manual navigation i ..*s*-•..sw**. I
nputs. The In-Motion Alignment modes are:
Launching prior to a coarse alignment
In-flight Alignment (IFA). IFA requires GPS data will result in unreliable EGI attitude
!Vli!lb!P. (Master Arm - Gff) and Rivii beading
Shipboard Alignment (SBA) either: indications. Coarse alignment takes
approximately 3 minutes after GPS
l With GPS data available (SBA/GPS) navigation solution acquisition.
l Without GPS data available (SBAIMAN).
1. NAV Page - Access (NAV l/2).
F;p1.2.1 m In-Flight Alignment (IFA)
2. IFA - Select (LS 8).
IFA is a GPS-aided alignment mode. IFA can be Note
letformed in flight in order to initially align or
malign the system: IFA will not commence alignment until
after obtaining adequate GPS navigation
l Without prior alignment data (indicated by EGI-SBY to EGI-IFA
l After partial GCA (minimum 30-second and align counter counting up). Normal
coarse alignment) IFA takes less than 10 minutes after INS
l After a complete alignment. alignment has initiated.
20-46 ORIGINAL
 NAVAIR 01-HlAAC-1

!0.14.11.2.3 m Ship Board Alignment and the START page position must be within 5OC
SBA) Modes. nmi of actual position.
Alignment with GPS (SBA AUTO): this is the Pressing LS 7 on the NAV l/2 page accessesthe
‘ame as IFA NAV l/2 page. LS 1 will display SBA/ SBA page.
IPS during alignment.
SBA/MAN alignment mode is primarily provided LS 1: Displays and allows entry of the base
o obtain an alignment that provides reasonable recovery course (BRC)/ship heading (ideally ship’s
leading and attitude displays to the pilot. This mode track) required for shipboard alignment, in degrees,
nay have to be selected when GPS is not available in the range [O-359], true or magnetic. When SBA is
n GPS almanac data is invalid and time to obtain a initiated, the BDHI and heading on NAV l/2 page
IPS fix is not feasible. INS-only navigation will initially indicate the input BRC. Note that the
ccuracy is extremely sensitive to accuracy of all displayed value is the last entered value (or --- if nc
nanually input data and the ship maintaining its entry was made); this value is not automatically
rack and speed throughout the alignment period. updated. BRC is required for SBA/MAN.
)nce commanded, the SBA/MAN alignment will
:omplete prior to accepting GPS navigation solution
Note
update(provided INS position solution is within 1
Imi of GPS position solution). The EGI will automatically determine
When aligning without GPS data (SBA/MAN), aircraft spotting angle. Do not use aircraft
iresentposition entries must be made on the START heading on the ship for BRC entry.
12 page. LS 1 will display SBAlMAN during
.lignment. Additionally, manual entries on the SBA LS 2: Displays, and allows entry of, the ship
lage must be made for: speed in knots, in the range [O-60]. Note that the
displayed value is the last entered value (or --- if nc
l Ship speed (SSPD) entry was made); this value is not automatically
l Base recovery course (BRC) (ship’s heading). updated. SPD is required for SBA/MAN.
Note Note
SBA/MAN alignment is very sensitive to
the ship speed and must remain constant The ship speed must remain constant
within 1 knot throughout the alignment. within 1 knot throughout this alignment.
The difference in ship’s actual speed and
SBA page is accessedfrom NAV l/2 using the LS the SSPD entered will result in EGI
key. navigation errors of the same magnitude.

Display Line 4: When GPS or MAN align optior

has been selected and required data has beer
entered,the legend RTN TO START ALIGN will be
SSPOI--]Krs MAN- displayed. When MAN has been selected and BRC
SELECT GPS OR MAN and SSPD have not been entered,the legend ENTER
BRC AND SSPD will be displayed. Otherwise, the
legend SELECT GPS OR MAN will appear,unless
alignment is in progress. In that case the legenc
ALIGN IN PROGRESS will appear.

m SGA PAGE 2OWIWSS

.nw
Note
NAV mode selections are indicated by an
For an SBA/GPS to be successful, the following asterisk displayed next to the LS key until
onditions must exist: a valid almanac for the actual selected alignment is complete. Once
Iresentposition of the ship must be available in the alignment is complete m is displayed
IGI NVM (Almanac not more than 180 days old) next to LS 1.
20-47 ORIGINAL
 NAVAIR Ol-HlAAC-1

LS 3 and 4: Not Used. accuracy solution of poor accuracy; however,

adequate attitude and heading indications can be
LS 5: Selects and deselects GPS-aided INS obtained. Only after INS is aligned will the position
alignment; selection is indicated by an asterisk be automatically updated by GPS.
.eplacing the arrow.
1. SBA Page - Access (NAV 112,LS 7).
Note
2. BRC - Enter (into scratchpad,then LS 1).
For an SBA/GPS to be valid, Almanac for
the actual present position of the ship Note
must be available in the EGI NVM
(Almanac not more than 180 days old) BRC must be entered in MAG or TRUE
and START page position must be within depending on HDG mode selected on
500 nmi of actual position. NAV 112(mode indicated next to bracket
by LS 1). Ideally the BRC should be the
For SBAIGPS, alignment will not ship’s track, not the heading.
commence until after valid GPS data is 3. SSPD - Enter (into scratchpad,then LS 2).
received (GPS FM less than or equal to
5). Note
LS 6: Selects and deselectsmanual shipboard EGI Ship speed accuracy is very critical to
[NS alignment; selection is indicated by an asterisk obtain an adequate INS only alignment.
replacing the arrow. Entered speed should be accurate to
LS 7: Returns the display to the NAV 112page, within 1 kt and held constant throughout
and starts a shipboard alignment if GPS or MAN is the alignment.
selected.
4. MAN - Mode Select (LS 6).
20.14.11.2.4 (911 SBAlGPS Alignment 5. Select SBA/MAN alignment - RTN (LS 8)
Procedures.
6. Start Page PPSN - Enter (into scratchpad
This mode is provided as the primary shipboard then IDX, LS 1, LS 2).
alignment method. A reasonable start present
position (within 500 nmi) is required for timely GPS Note
satellite acquisition.
SBA/MAN will commence once updated
1. NAV Page - Access (NAV l/2). PPSN is entered. PPSN must be accurate
to within 2 nmi to ensure navigation
2. SBA - Access SBA Page (LS 7). solution will be automatically updated
3. GPS - Mode Select (LS 5). once GPS has acquired adequate data.
Automatic position update will not occur
4. Command Alignment - RTN (LS 8). until INS alignment is completed. Normal
SBAiMAN align time is over 10 min.
SBA/GPS will not commence alignment until
after obtaining adequateGPS navigation data (align
counter counting up). Normal SBAIGPS takes 20.14.12 m m PROGRESS Pages.
approximately 10 min after INS alignment has The progress pages are provided to control am
initiated.
display navigation, steering, and status information
to the pilot (figure 20-14). An optional PROGRESS
20.14.11.2.5 m SBA/MAN Alignment Comm page may be selectedon PROG l/3 to allov
Procedures. ready access to primary navigation ant
This mode is provided to allow INS-only communication information and control.
alignment to be commenced before GPS has
acquired an adequatenavigation solution and time to 20.14.12.1 m m PROGRESS l/3
launch is critical. SBAMAN produces a navigation Page.
20-48 ORIGINAL
UTN OR l.AllTUOELONGfTUOE POSITION ’
CM0 HOG COMMAND HEAOlNG

DIR CRS DIRECT COURSE

PPLN CRS !WGHT PIAN COURSE

WPT WAWOINT

OS GROUND SPEED

ws WIND SPEED

DA DRIFT ANGLE

XTK CROSS TRACK

TKE TRACK ERROR

TAS TRUE AIR SPEED

 NAVAIR Ol-HlAAC-1

The PROGRESS 113 page is accessed via the Information Line: Displays the time-to-go (‘PIG)
‘ROG function key. The page displays navigation to the “TO” point in minutes and seconds.Displays
Nrogressalong the flight plan. the distance to the “TO” point in nmi if the default
at startup was defined as L/L or in km if the default
is UTM.
LS 3: Has two functions depending upon the
scrolled state of the page:
Displays crosstrack (XTK) deviation left or right
(L or R) in nmi if the default at startup was defined
as L/L; km if the default is UTM. Selection of LS 4
is not operational in this scrolled state.

Note
I The course deviation pointer on the pilot
ml PROGRESS l/3 PAGE (COMM) attitude indicator displays 0.5 nmi
deviation (left or right of course) for each
dot of needle deflection. Ply to the course
needle to correct the course. Crosstrack
deviation on the HUD uses a different
(variable) scaling than the AD1 deviation.
Refer to Chapter 21 for depiction of HUD
crosstrack deviation.
When the page is optionally scrolled left or tight
it displays a part of the COMM radio control page
Using the respective LS keys allows access t(
I various functions of the COMM page.
mm PROGRESS iI3 PAGE (NAV)
2owowI
mm
LS 4: Has two functions depending upon the
scrolled state of the page:
m Displays the estimated position inde,
LS 1: Toggles between commanded heading (PSN IDX) in nmi.
CMD HDG), direct-to course (DIR CRS), and flight
mm course (PPLN CRS). m A subscript T or M m Displays the EGI figure of merit (EGI FM:
vi11indicate true or magnetic heading and course (as of the EGI in meters. Selection of LS 4 is non,
elected on NAV 2./2 page). operational in this scrolled state.
When the page is optionally scrolled left or right
it displays a part of the COMM radio control page
Using the respective LS keys allows access tt
The command heading will correct for various functions of the COMM page.
course deviation at a 10’ intercept when
0.1 to 0.5 nmi from the course track and LS 5: Toggles waypoint sequencing mod{
30” intercept when greater than 0.5 nmi between AUTO or MAN.
from the course track.
LS 6: Accessesthe Update page and inserts “TO’
Title Line: The JTO& indicates that the “TO” point in the checkpoint position.
boint is displayed directly below on line select 2. LS 7: Has two functions depending upon thl
LS 2: Displays the current “TO” point as it scrolled state of the page:
lppearson the flight plan page. (Selection of LS 2 is Displays groundspeed (GS) in knots (KTS)
tot operational.) This can be displayed as an L/L., Selection of LS 4 is non-operational in this scroller
JTM, or up to five alphanumerics (name). state.
20-50 ORIGINAL
 NAVAIR Ol-HlAAC-1

When the page is optionally scrolled left or right, altimeter. EGI MSL referenced altitude display
.t displays a part of the COMM radio control page. ranges from -300 to 15,000 ft. LS 1 toggles
Using the respectiveLS keys allow accessto various alternately between RALT and MSL.
Ymctions of the COMM page.
Note
LS 8: Has two functions depending upon the
scrolled state of the page: Displayed radar altimeter information is
Displays and controls the TACAN channel updated approximately once per second
ielection. LS 8 can toggle between current and and will lag behind RADALT indicator
Treviously tuned TACAN channel and also a during rapid changes in radar altitude.
nanually entered channel/mode. Title Line: The down arrows indicate that the
When the page is optionally scrolled left or right, “TO” point is displayed on LS 2.
it displays a part of the COMM radio control page.
Using the respective LS keys allows access to LS 2: Displays the cm-rent“TO” point. LS 2 is not
various functions of the COMM page. operational.
The PROGRESS l/3 page is scrollable down to Information Line: Displays the drift angle (DA) in
:he PROGRESS 2/3 page and up to the GPS degrees left and right (L or R). This indicates the
PROGRESS 313page. aircraft ground track is left or right of the aircraft
heading.
20.14.12.2 m m PROGRESS 2i3
Page. Note
Progress 2/3 page provides additional steering DA may be used to determine initial crab
:nformation as described below. angle to maintain a desired ground track
The PROGRESS 2/3 page is accessedby scrolling in crosswind conditions.
lown from the PROGRESS 113page.
LS 3: Displays the commanded true air speed
(CMD TAS) needed to arrive at a designatedPTA
point. If no PTA point exists in the active flight
plan, dashes will be displayed for the commanded
airspeed.LS 3 is not operational.

Note

If true wind entry has not been input, the

displayed CMD TAS is the groundspeed
that should be flown to arrive at the PTA
point at the entered time. If input true
winds are inaccurate, the CMD TAS will
be inaccurate.

LS 4: Displays manually entered true WINE

mm PROGRESS Z/3 PAGE ~
JlM
direction and speed. Selection of LS 4 with a valid
wind direction/speed entry (XXX/XX) in the
scratchpad will overwrite the current direction!
speed.
LS 1: m Displays the radar altitude (RALT)
in feet above ground level (AGL). Display range is Note
From 0 to 5000 feet. NO TRACK is displayed when
:he radar altimeter signal is unreliable. The display Manually entered winds are only used in
is by l-foot increments between 0 and 400 feet; by calculating command headings to
IO-foot increments from 410 to 5000 feet. m compensatefor wind drift and calculating
Displays either the mean-sea-level altitude (MSL a CMD TAS (TAS is not computed or
4LT) derived from EGI or RALT from the radar displayed in the AH-1W).
20-51 ORIGINAL
 NAVAIR 01-HlAAC-1

LS 5: Displays the flight plan sequencing (SEQ) Display Line 4: The EGI J PPSN J indicates the
lode as either AUTO or MAN. LS 5 is used to GPS present position displayed directly below when
)ggle between AUTO and MAN sequencing. The both ICUs have failed (backup mode). When no EGI
zquencing mode can also be changed from the is installed, EGI ABSENT is displayed here.
.ight plan page.
Note
LS 6 through 7: Not used.
TGT and MARK function keys are
LS 8: Displays TAS in knots. Selection of LS 8 is nonfunctional in the backup navigation
ot operational. TAS entry is not operational in the mode. Actuation of thesekeys results in a
LH-1W and will be dashed. 4 STATUS message.
The PROGRESS 2/3 page is scrollable down to LS 6: Accesses the UPDATE page.
he GPS PROGRESS 3/3 page and up to the
‘ROGRESS l/3 page.
20.14.13 m m UPDATE Page.
fO.14.12.3 m (9I1 GPS PROGRESS 313 The UPDATE page is provided to allow manual
‘age. position updating of the Doppler or EGI operating ir
Progress 3/3 page m provides backup GPS an INS only mode.
sosition display only when both ICUs have failed. The UPDATE page is accessedvia the LS 6 ke)
m The page is displayed but is not functional. on PROG l/3.
The PROGRESS 3/3 page is accessedby scrolling
p from the PROGRESS l/3 page.

m!ltTOt EGI PROG 5/3 II-

m= UPDATE PAGE 2wooo&(

1 Jls4a

m PROGRESS 33 PAGE
-
.mw When the MARK key is depressed,the followinl
information is frozen on update page until MARE
This 9”~” ic the nnvientinn ha&up pace when key is depressedagain to update the mark or unti
bothICUs fail. It provides GPS position only. The “ACCEPT/REJECT” is selected on the update page
vaypoint name under I TO J will not update (it will The clear key will also clear this information.
,ontinue to display “TO” waypoint displayed at the
ime of the failure). l EGI or Doppler calculated MARE
POSITION (Update page PPSN on LS 1 i
LS 1: Not used. changed to MARK and the coordinated arl
LS 2: Displays the current “TO” point as it frozen.)
:ppearedon the FPLN page prior to ICU failure. It l TO and FROM waypoints at the time of thl

lisplays the “TO” point with name, label, or L& mark are stored in memory.
:oordinates. It doesn’t update as a waypoint is
lassed. On the UPDATE page TO WPT or PROM WY
may be selected using LS 3 or LS 7 to allo\;
selection of the checkpoint for position error. Thm
Note
waypoint selected will be indicated by an asterisl
This page displays coordinates in latitude/ and the applicable coordinates will be displayed o:
longitude only. LS 2.
20-52 ORIGINAl L
 NAVAIR Ol-Hl AAC-1

Manual checkpoint coordinates may be entered Data Line 3: POS ERROR (position error)
!ia the scratchpad,but the currently stored TO and represents the offset between present position and
‘ROM checkpoint data will be erased. the checkpoint position in nmi or km, dependingon
the coordinate system default (L/L or UTM).
When in Doppler m or an INS-only mode
Em. accurate manual updates are critical for LS 3 or 7: Is used to select TO or PROM WPTs
lpdating present position as well as improved for POSN error calculation and update acceptance/
lavigation performance on subsequent legs. rejection.
4ccurate Mark on Top is a function of geographic
ocation accuracy, accuracy of aircraft position over LS 4: Selection of LS 4 with a valid MARK
geographic point, and flyover airspeed. The most position and checkpoint position acceptsthe updated
tccurate Mark on Top is obtained by a low hover position, changing the CCS estimate of present
)ver the known geographic point. position by the amount of the position error. Upon
pressing, presentposition unfreezes and the position
Note error is dashed.

m Once the Doppler is updated, the LS 8: No updatewill be applied if LS 8 is pressed.

present position will not be frozen when Upon pressing, present position unfreezes and the
the aircraft is on the ground. The rate of position error is dashed.
position drift is proportional to the
acceptedposition error. 20.14.14 m (911 DIRECT-TO Page.

m The EGI will not accept a position update The DIRECT TO page is accessed via the DIR
hat results in a calculated position error of greater function key. The prompt DIR is displayed on line 1
han 1.0 nmi in the first hour of flight since of the flight plan (FPLN) page, regardlessof scrolled
dignment or since last update. Allowable maximum position.
losition error for acceptable EGI manual update
ncreasesabove 1.0 nmi at a rate of 1.0 nmiih after
he first hour since alignment or last manual update.

Note
If position error is outside the maximum
allowable, the only method of updating 11 SMK 2SC5
the EGI is by commanding some form of
a re-alignment.
Data Line 1: Displays the CCS calculation of
>resentposition (PPSN) in whole seconds(although
enths of secondsare used in the updatecalculation).
,S 1 and LS 5 are not operational. Pressing the
tiARK function key causes the dynamic present
losition display to freeze (regardless of page
iisplayed), changes the PPSN label to MARK,
mters the present position into the scratchpad,writes
,heTO and FROM waypoint coordinates at the time
)f the MARK to non-volatile memory, and computes
)osition error.
Data Line 2: Displays the checkpoint (CKPT)
losition from the PROGRESS page. The checkpoint
losition may be overwritten by entering a valid
ocation in the scratchpad and pressing LS 2. Entry
)f a new checkpoint with an existing MARK
?OSITION recalculates the position error. TO and DIRECT (TO) PAGE
‘ROM checkpoints are cleared when a manually zwooo85
Jeal
mtered CKPT is input.
20-53 ORIGINAL
 NAVAIR 01-HlAAC-1

LS 1: Entering a point name, list number, or LS 1: Accessesthe LADDER pattern setup page.
:oordinate in the scratchpadand pressing causesthe
;ystem to compute a DIR course from present LS 2: Accessesthe SECTOR pattern setup page.
position to that point. The new point becomes the LS 3: Accesses the expanding (EXP) SQUARE
r0 point on the display and all existing flight plan pattern setup page.
Taints (including the prior TO point) move down.
LS 4 through 8: Not used.
Alternately, pressing the left line select key next
:o an existing flight plan point causes the point to The PATTERNS INDEX page is not scrollable.
become the new TO point. Intermediate points are
deleted. Pressing the right line select key savesthe 20.14.15.1 W @I!l LADDER Page.
point in the scratchpad,which can then be enteredas
the direct-to point while retaining the intermediate The LADDER page (Figure 20-15) is accessedvia
points. LS 1 on the PATTERNS INDEX page.

20.14.15 m m PATTERNS INDEX

Page.
Patterns provide the capability to automatically
Eompute waypoints and steering information for f10.0] LENQTH
three search patterns. Pattern dimensions can be
modified on the individual pattern pages. A single TRKSPACE [XI ] KM
patterncan be inserted into the flight plan, and when R/LOFCRS:L
the aircraft arrives at the CSP the CCS will
automatically calculate turn waypoints and steering
information.
The PATTERNS INDEX page is accessedvia LS
6 on the INDEX 112 page.

11 SMK 2551 3645

LDR uo CRP 5

UDDER PAQE
-100
PAlTERNS INDEX PAQE JIM

LS 1: Not used.
LS 2: Angle in degrees from 000 to 359 in the
scratchpad specifies that angle as the ladder course
(CRS). PressingLS 2 with a blank scratchpadhas nc
effect.
LS 3: A distance of 0.1 to 53.9 nmi (0.1 to 99.!
km) in the scratchpad specifies that distance as thl
ladder TRK SPACE (entry of tenths is optional)
Track spacewill be displayed either in nmi (L/L) o
km (UTM), depending on the default condition
defined at startup. Pressing LS 3 with a blanl
scratchpadhas no effect.
20.54 ORIGINAL
 NAVAIR Oi-HlAAC-1

remains in the flight plan until the pattern

LS 5: Not used. is exited. Parameters defined in tenths
will be truncated and displayed as whole
LS 6: A distance of 01. to 53.9 nmi (0.1 to 99.9 numbers. All parametersare displayed as
:m) in the scratchpadspecifies that distance as the two digits without leading zeros.
adder length (entry of tenths is optional). Length
vi11be displayed in either nmi (L/L) or km (UTM),
lepending on the default condition defined at startup Preset values and entered pattern
.nd displayed on line 5. Pressing LS 6 with a blank parameters remain displayed on the
cratchpad has no effect. LADDER page until overwritten with a
new parameter. Pattern edits require
LS 7: Not used. reinsertion of the pattern at CSP.
LS 8: Accessesthe FPLN page with LADDER AT
displayed in the scratchpad. The pattern is If the CSP is the TO point, editing the
ctivated by selecting a line select key adjacent to course on the FPLN page will modify
he desired FPLN waypoint. Commence searchpoint only the course into the CSP. To change
CSP) will be displayed to the right of the FPLN only the pattern course line, the course
vaypoint. must be changedon the LADDER pattern
setup page and reinserted.
Note
The LADDER page is not scrollable.
The system calculates and displays four
pattern points ahead until the normal
flight plan is resumed, either by deleting 20.14.15.2 m m SECTOR Page.
the CSP (if the pattern is inactive) or
commanding a direct to past the last The SECTOR page (Figure 20-16) is accessedvia
pattern point (if the pattern is active). CSP LS 2 on the PATTERNS INDEX page.

TRACK
- SPACE-
FIRST TURN
pn:
LIO. CRPCI Pl2

CO
L
COMMENCE SEARCH
WINT (CSP)

LADDER PAITSAN (LEFT)

Figure 20-15. LADDER Pattern

20-55
 NAVAIR 01-HlAAC-1

SECTOR PAlTERN

Figure 20-16. SECTOR Pattern

LS 1: Not used.
LS 2: An angle, in degrees,from 1” to 90” in the
scratchpad specifies the angle between the lines
connecting generated pattern points and the CSP.
Pressing LS 1 with a blank scratchpadhas no effect.
LS 3: A radius of 0.1 to 53.9 nmi (0.1 to 99.9 km)
in the scratchpadspecifies the distance from the CSF
to generated pattern points (entry of tenths is
optional). The radius will be displayed in either nmi
(L/L) or km (UTM), depending on the default
I..’ ~. “CIIIIL”
C”ll”lll”ll J.C..^rl _.
c&I“.^.&....
aL‘ALL”y’D.-““:..r
A.“A,...b T
-.,c 1_ .,,;th
,. 11.1~_
blank scratchpadhas no effect.
LS 4 through 7: Not used.
- ERASSFPLN CONRRM -
LS 8: Accessesthe FPLN page with SECTOR A’I
? displayed in the scratchpad. The pattern is
activated by selecting a line select key adjacent tc
11 SMK 255, 3645

SECTOR PAGE

20-56 ORIGINAL
 NAVAIR Ol-HlAAC-1

he desired FPLN waypoint. CSP will be displayed The course of the first leg after CSP is normally
o the right of the CSP. the course into CSP. If the CSP is a past event,
course edit only changesthe course into the current
Note TO point and DIR also must be selected prior to
selecting CSP.
The system calculates and displays four
pattern points ahead until the normal The SECTOR page is not scrollable.
flight plan is resumed, either by deleting
the CSP (if the pattern in inactive) or
20.14.15.3 m m EXP SQUARE Page.
commanding a direct to past the last
pattern point (if the pattern is active). CSP The EXP SQUARE pattern page (Figure 20-17) is
remains in the flight plan until the pattern accessedvia LS 3 on the PATTERNS INDEX page.
is exited. Parameters defined in tenths
will be truncated and displayed as whole LS 1 and 2: Not used.
numbers. All parametersare displayed as
two digits without leading zeros.
LS 3: A distance of 0.1 to 53.9 nmi (0.1 to 99.9
km) in the scratchpad specifies that distance as the
Preset values and entered pattern ladder TRK SPACE (entry of tenths is optional).
parameters remain displayed on the Track spacewill be displayed either in nmi (L/L) or
SECTOR page until overwritten with a km (UTM), depending on the default condition
new parameter. Pattern edits require defined at startup. Pressing LS 3 with a blank
reinsertion of the pattern at CSP. scratchpadhas no effect.

MPANDINQ SQUARE PAlTERN

Figure 20-17. EXPANDING SQUARE Pattern

20-57 ORIGINAL
 NAVAIR 01 -Hl AAC-1

LS 4 through 7: Not used. SQUARE page until overwritten with a

new parameter.

Pattern edits require reinsertion of the

pattern at the CSP point. If the CSP is a
EXP SQUARE
past event, DIR also must be selected
prior to selecting CSP.
TFzK SPACE [ 10.5 ] KM llml I The EXP SQUARE page is not scrollable.

20.14.15.4 m m Position and

intended Movement (PIM) Pages.

20.14.15.4.1 m m PIM l/2 Page.

The PIM page is used to load the initial positior
-. ERASEFPLN
and relative track of a predictably moving vehicle 01
surface vessel for post mission recovery. The page i:
used to store up to five ship/vehicle course legs. FOI
depiction of PIM refer to figure 20-18.

ExP.aa RW VI0 The PIM l/2 page is accessed via LS 1 on tht

INDEX 212 page.

MPANDING S9UARE PAGE

2OKUMO2
JIM

LS 8: Accesses the FPLN page with EXP SQ AT

displayed in the scratchpad. The pattern is
,ctivated by selecting a line key adjacent to the
lesired FPLN waypoint. CSP will be displayed to
he right of the CSP point.

Note
PIM 112 PAGE
The system calculates and displays four
pattern points ahead until the normal
flight plan is resumed, either by deleting
the CSP (if the pattern is inactive) or LS 1: Accesses the DATA page for the cnrrenl
commanding a direct to past the last PIM position.
pattern point (if the pattern is active). CSP Title Line: The down arrows indicate INITIAL
remains in the flight plan until the pattern POSITION of PIM displays directly below on the
is exited. Parameters defined in tenths data line 2.
will be truncated and displayed as whole
numbers. All parameters are displayed as LS 2: Displays the initial position of the PIM
two digits without leading zeros. Selection of LS 2 with a valid latitudellongitudt
(only) in the scratchpad will enter the position
The course of the first leg, after CSP, Selection with a minus in the scratchpaddeletes tht
shall normally be the flight plan course initial position from the system.
into the CSP.
Information Line: Displays the labels for the LEt
Preset values and entered pattern number, start TIME of leg, CRS (true course), an,
parameters remain displayed on the EXP SPD (speed) entries for the columns directly belo\l
20-58 ORIGINAL
 NAVAIR Ol-HlAAC-1

WAYPOINT
WAYPOINT
3

/ LEG 4,‘:
,’ i
,’ I
LEG3 I’ i
ILEGS
I----->
/ , I

IECOVERY WAYPOINT
4

WAYPOINT
5

INITIAL
POSITION

HELICOPTSR
SYMBOL

:t:;

HELlCOvlER
FLIGHT PIAN

SHIP __-___---_-__--_____
COURSE

Figure 20-18. Position and Intended Movement, Flight Plan/Course

20-59 ORIGINAL
 NAVAIR Ol-HlAAC-1

LS 3: Displays the start time, course, and speedof LS I: Accesses the DATA page for the PIM
,hefirst leg. Pressing the line select key with a valid current position.
ime/CRS/SPD in the scratchpad enters/alters the
larameters for the leg. Selection with a minus in the Title Line: Displays the labels for the course LEG
scratchpaddeletes the leg if no legs follow. If it is number, TIME or leg change CRS (course), and
lot the last leg, an ERROR-INVALID TIME is SPD (speed) entries for the column directly below.
displayedupon attempt to insert a time of day that is LS 2, 3, and 4: Display the time, course, and
ess than the time for the prior leg or greater than 6 speed of each successive leg. Pressing a line select
IOUTS.Selection with no initial position results in an key with a valid TIMIXRWSPD in the scratchpad
3RROR messagein the scratchpad. enters/alters the parameters for that leg. Selection
with a minus in the scratchpaddeletes the leg if no
Note legs follow. If it is not the last leg, an error message
Entries may be made to a leg only if the is displayed.
previous leg is defined. Slashes must be
used to separatethe parameters,but KTS Note
label is not a required entry. Time must be Entries may be made to a leg only if the
entered referenced to UTC/GMT (Zulu). previous leg is defined. Slashes must be
Course (track) must be entered in true used the separateparameters,but KTS is
north degrees. not a required entry. Time must be
LS 4: Displays time, course, and speedof the next entered referenced to UTC/GMT (Zulu).
eg. Pressing the line select key with a valid TIME/ Course (track) must be entered in true
ZRSISPD in the scratchpad enter/alters the north degrees.
jarameters for the LEG. Selection with a minus in The PIM 2/2 page is scrolled up or down using the
,hescratchpaddelete the leg if no legs follow. If it is arrow keys to the PIM 112page.
lot the last leg, an error messageis displayed.
LS 5: Accesses the PPLN page with PIM at ? 20.14.16 m m ZEROIZE Page.
displayed in the scratchpad.Designating a position, Refer to Chapter 19.
within the flight plan, results in entry of the name
‘IM as that point.
20.14.17 m m STATUS Functions.
LS 6 through 8: Not used.
Refer to Chapter 19.
The PIM l/2 page is scrollable up or down to the
)ATA PIM 212 page. 20.14.16 m m NAV TEST Pages.

tO.14.15.4.2 m m PIM 2l2 Page. 20.14.16.1 m NAV TEST Page.

The PIM 212 page is scrollable up or down to the The NAV TEST l/2 page is accessedby pressing
,ATA DTh” A,*
-1.14. ..A.* I,? ““_^
yu&“. h” h.&A.
LS 2 c:: :‘-c 1.1‘ ThTT
I TOPT
*..,“. p”gc.

DOP: NOGO

PIM 2/z PAGE m NAV TEST PAGE

20800088
.ns40

20-60 ORIGINAL
 NAVAIR 01-HlAAC-1

LS 1: lnitiates BIT of the Doppler. During BIT, LS 1 through 7: Not used.

rEST is displayed; when BIT is complete, GO of LS 8: Returns the display to the NAV TEST l/2
\IOGO will appear. page.
LS 2: Not used. The DOPPLER TEST page is not scrollable.
LS 3: Initiates BIT of the TACAN when toggled 20.14.18.1.2 (911 NAV TEST Page.
iom dashesto TEST. The time to complete BIT is MAINT TEST page functions are identical to the
!9 to 31 secondsto GO. A GO is displayed when m with the exception of:
3IT passesthe test, and a NOGO is displayed when
my failure is detected. If BIT cannot be initiated,
hen the dashes will not toggle to TEST and a 4
STATUS annunciation will be displayed.
LS 4, 6, and 7: Not used.
LS 5: Accessesthe DOPPLER TEST page.
LS 8: Returns the display to the MAINT TEST
Iage.
The NAV TEST page is not scrollable.

!0.14.18.1.1 m DOPPLER TEST Page. NAV TEST PAGE

Jl3.4Ll
The DOPPLER TEST page. is accessed by
xessing LS 2 on the NAV TEST page.
LS 1: Initiates BIT of the EGI. During BIT, TEST
appears in the status field: when BIT is complete,
GO or NOGO will appearin the status field. NOGC
is displayed when any BIT failure occurs. Dashes
DOPPLER T&ST GO are.displayed when BIT results are not available.
owwm OODOOOOD Note
EGI test can only be initiated on initial
power on of the EGI and prior to selection
of an alignment.
LS 2: Displays the status of the GPS CV, either
GO or NOGO. Dashesare displayed when CV status
DOPPLER TEST PAGE is not available.
LS 4: Accesses the EGI Calibration page.
LS 6: Accessesthe CV TEST page.
Information Line: Displays the Doppler (radar
navigation system) BIT acronym. A 1 displayed in 20.14.18.1.3 m CV TEST Page.
my BIT position indicates fail. A 0 displayed in any
BIT position indicates pass.

I
I 1
CV TEST PAGE
ZF”

20-61 ORIGINAl
 NAVAIR Ol-HlAAC-1

LS 2: Displays a GO if the GPS receiver module

is loaded with the GPS cryptovariables.

20.14.19.1.4 m EGI TEST Pages.

The EGI TEST l/2 detail page is accessed by

pressing LS 5 on the NAV TEST page.

m EGI TEST Z/Z PAGE

-WN

20.14.19 m EGI Calibration Page.

EGI mechanical boresighting is a factory process
Allowable boresight errors are driven primarily by
armament-datum line accuracy considerations and
have no effect on navigation performance. Software
m EGI TEST l/Z PAGE boresight capability is provided for O-level
2oRIoMw
Jnrs adjustment. EGI calibration must be accomplished
whenever the EGI is replaced. The EGI calibration
values are retained in the memory and are no!
LS 1: Displays the status of the EGI INS. LS 1 is cleared by zeroizing.
not functional.
EGI calibration page is provided to allow software
Display Line 2: In addition to the page title, the boresight adjustments to fine tune pitch, roll, and
averall BIT results for EGI are displayed. yaw alignment to the aircraft and/or armament
datums. The primary method of boresighting the
LS 2: Displays the status of the EGI GPS. LS 2 is EGI is input of depot-level measurementsentered in
sot functional. the aircraft logbooks.
EGI calibration page is accessedby LS 4 on the
LS 3: Displays the statusof the EGI NVM battery. NAV TEST page.
LS 3 is not functional.

Note

EGI alignment with respect to m -

TSU boresight is critical for accurate
calculation of lased target coordinates.
Installation of a replacement EGI or
m -TSU will require calibration of
the EGI. Aircraft logbooks will be the
primary source for obtaining the boresight
corrections for the EGI calibrations. An
EGI CALIBRATION PAGE
alternate shorebasedprocedure allows for 2OSQ7&7SS
Jl340
heading (BSZ) corrections (the primary
source of boresight errors).
LS l-3: Display currently loadedboresight values,
When actuated with a non-blank scratchpad, valic
BGI TEST 2/2 Page, shown below, presents EGI numbers are copied into the corresponding data
xatus messages and is used for maintenance field, and transmit them to the EGI; when actuated
roubleshooting. with a blank scratchpad no actions occur. The
20-62 ORIGINAL
 NAVAIR Ol-HlAAC-1

numbersdefine the alignment installation of the EGI 20.14.19.1.1 m Alternate EGI Calibration
with respect to the aircraft body coordinate system. Procedures.
Rangeof data is [-ISO. ._.+180.00]. This procedure is provided for shore based
operation whkn logbook calibration values are not
Note available or calibration values are suspectedto be
Entering a boresightcalibration value will inaccurate.
delete the previously entered value. Pitch and Roll Calibration:
BSX: Roll calibration input: Positive entries roll 1. Level the aircraft.
:yro horizon to the right.
2. Complete an entire GCA.
BSY: Pitch calibration input: Positive entries 3. Determine calibration estimates using HUD
move gyro horizon up. pitch ladder with Master Arm - Off.
BSZ: Yaw (heading) calibration input: Positive 4. Load boresight correction into BSX (roll)
entries decrease RMI headings (rotates RMI card and BSY (pitch) using line select 1 and 2,
zlockwise). respectively (need to enter minus sign if
LS 4: The turret Azimuth is displayed on this line. negative).
fhe range is 0 to 359.99 degrees.
Note
LS 5-7: Not used. Positive roll calibration entries roll gyro
LS 8: Returns the display to the NAV Test page. horizon to the right. Positive pitch
calibration entries move gyro horizon up.
20.14.19.1 m EGI Calibration 5. Boresight correction will take effect after
Procedures. EGI is realigned by completing an entire
GCA.
The following procedures are provided to allow
insertion of aircraft EGI Calibration values provided 6. Verify calibration adequacy; repeat steps 3
in the specific aircraft logbook. EGI must be through 6 as necessary.
:alibrated whenever the EGI has been replaced. EGI Yaw Calibration:
nay be recalibrated when erroneousprevious entries
are suspected. 1. Accurately survey two points (aircraft
position and target).
1. Complete an entire GCA. 2. Calculate actual heading from surveyed
2. Load boresight correction into BSX, BSY, aircraft position to surveyed target in
and BSZ using line select 1, 2, and 3, degreesTrue to the nearestone hundredthof
respectively (need to enter minus sign if a degree.
negative). 3. Complete an entire GCA.
Note 4. Complete an m boresight.

The calibration values may have to be 5. Park aircraft over surveyed position with
nose pointing toward surveyed target
entered twice to ensure the EGI (within 5 degrees).
successfully received the correction (EGI
receipt of the calibration value will be 6. Select Hdg: True on NAV 212.
indicated by bracketed display).
7. TRACK or AUTOTRACK a surveyedtarget
(preferabl using FLIR Narrow Zoom FOV)
If an error is made during input, the only and note ii.m AZ on the EGI Cal page.
way to correct the value is by re-entering
the correct value. 8. Determine boresight correction required by:
m AZ - actual calculated heading
3. Boresight correction will take effect after (example actual heading 070.35 - m
the EGI’s next GCA. AZ 70.50 = boresight correction minus .15).
20-63 ORIGINAL
 NAVAIR Ol-Hl AAC-1

9. Load boresight correction into BSZ using successfully received the correction (EGI
LS 3 (need to enter minus sign if negative). receipt of the calibration value will be
indicated by BSZ (LS 3) display).
Note 10. Boresight correction will take effect after
The calibration value may have to be EGI is realigned by completing an entire
entered twice to ensure the EGI WA. I

20-64 ORIGINAL
 NAVAIR 01.HlAAC-1

PART VIII

Weapon Systems
Chapter 21 - Ammment Systems

Chapter 22 - Countemmsure Systems

63 (Reverse Blank)
 NAVAIR Ol-HlAAC-1

CHAPTER 21

Armament Systems
21.1 SCOPE 21.3 \NTERRELATlON OF ARMAMENT
This chapter provides information on the The armament subsystemsare interfaced with one
armament systems, fire control systems, NTS, another. Figure 21-I shows pilot and copilot/gunner
ANVIS, HUD, and armament operational checklists control components including NTS and ANVIS
for the AH-IW helicopter. Descriptive data and HUD in relationship to each armament subsystem.
operationalproceduresare provided on the following
systems and controls. 21.4 ARMAMENT FIRING MODES
-r Figure 21-2 shows switch position for principal
SYSTEM ‘ARF
- firing modes including NTS.
1. Helmet Sight Subsystem (HSS) 21.5 21.5 HELMET SlGHT SUBSYSTEM
2. AiA49E-7(V4) Turret System 21.6 The HSS (Figure 21-3) permits the pilot or gunner
to rapidly acquire visible targets and to direct hmet
3. TOW Missile System (TMS) 21.7
fire onto those targets. The HSS also provides a
means of cueing from the pilot to gunner via the
4. Hellfire Missile System (HMS) 21.8 TSU for target location. The HSS consists of two HS
assembliesmounted on the pilot and gunnerhelmets,
5. AIM-9/AGM-122 Missile System 21.9 two linkage assemblies mounted on the cockpit top
left canopy frame, and an electronic interface
6. Wing Stores Armament System 21.1( assembly mounted on the rear cockpit bulkhead.
Aiming the turret is accomplished by
7. Pilot Armament Controls and 21.1: superimposing the reticle image on the target while
Indicators depressing the appropriate TRIGGER ACTION
switch. Error signals will cause the turret to move
8. Cyclic Stick Armament Switches 21.1: until aligned with the viewer sight line. The reticle
image is projected by a reflex sight in front of the
9. Gunner Armament Controls and 21.1: operator’s right eye, and appearsas a yellow/white
Indicators pattern focused at the target range.
10. Night Targeting System 21.11 Each linkage assembly (pilot and gunner) is
stowed by sliding the respective linkage arm into a
spring-loadedstow bracket at the forward end of the
11. ANVIS HUD Sysytem -21.1:
>. %?m linkage. In operation, the linkage arm is connected
to the pilot and gunner helmet by meansof a magnet
21.2 ARMAMENT CONFIGURATION on top of the helmet. This attachment is for quick
breakaway in the event of an accident. Breakaway
Refer to the AH-I ATTACK HELICOPTER requires approximately 20 pounds of pull. Each
TACTICAL MANUAL, NWP 3-21.5-AHl, for alI linkage has a built-in test (BIT) magnet,to which the
authorized stores loading. steel fastener at the end of the linkage arms (both
pilot and gunner) are connected when performing
BIT. The respective linkage arm must be connected
to the helmet magnet to obtain a viewing reticle. The
turret weapon cannot be fired with the HS if this
linkop has not been accomplished.
21-l ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 21-1. Interrelation of Armament (Sheet 1 of 2)

21-2 ORIGINAL
 NAVAIR 01.HlAAC-1

Figure 21-1. Interrelation of Armament (Sheet 2 of 2)

The HS reticle is supplied with light from any one position and the PHS ACQ switch is depressed.The
of three lamps to ensure reliability through signal moves the sight out of the way automatically
redundancy. After linkage arm liukup with the before the gunner looks into the TSU. The sight,
helmet, the HSS RTCL TEST switch indicates once retracted, must be manually returned to the
failure of any of the three lamps. If one lamp is FOV by rotating the sight clockwise until it latches
inoperative, no reticle will appear when the HSS in front of the eye.
RTCL TEST switch is activated. Each HS assembly
has a cable terminating in an eight-pin connector. The turret is positioned in azimuth and elevation
This connector must be attached to the mating jack by moving the HS with the linkage attached while
located on the seat armor in the same clip as the the appropriate TRIGGER ACTION switch is
communications connector. After the HS assembly depressed; vertical movement of the head will
has been connected and the linkage attached, the produce elevation movement of the turret, and
sight eyepiecemust be positioned in front of the eye. horizontal movement of the head will produce
To adjust the eyepiece vertically, compress the ends azimuth movement of the turret. If the HSS
of the spring lock with the left hand and move the assembly is in the retractedposition, positioning and
eyepieceup or down with the right hand. To adjust firing circuits are not interrupted. Release of the
the sight laterally, graspthe sight housing firmly and TRIGGER ACTION switch will cause the turret to
apply enough lateral force to overcome the effect of return to the stow position regardless of the HS
the friction disc and cause the housing to move. position. If the TRIGGER ACTION switch is
depressedand the sight is moved at a speedgreater
The HS assembly can be retracted (rotated out of than the maximum angular velocity of the turret, the
the FOV) manually. To retract the sight manually, firing circuit is interrupted and the sight reticle
push the small button located to the right of the bulb flashes until the gun is coincident within 4.5” of the
cover. The sight will rotate counterclockwise out of HS line of sight. The sight reticle also flashes when
the FOV. The signal for retracting the gunner sight the turret is moved to azimuth or elevation travel
electronically occurs when the gunner moves the limits. HSS reticle OFF-BRT knobs and TEST
ACQfI’RK/STOW switch from the ACQ position to switches are located on the pilot and gunner
the TRK position or when the switch is in the TRK armament control panels. An HSS BIT switch on the
21-3 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Y
r
\
PILOT SWITCHES

rEAPo1
ON-l
-
rATlot
iLEcT
-r
ILOT

z-
-
IING
GUNNER

TORE:
ELSCl
SWITCHES

HCDP
IODE
ELECl
ACQ
IRK
STOW
-
?HS
4cG
5CREWMEMBER CAN I USING I

1
AIRM %
Ahtw
-
IUNNEF w4 FF IF
Tw
-
STOW
-
GUNNER

PILOT

- -
SW STOW
IUN

PILOT

- -
TRK GUNNER

-
AC9
-
PILOT

mi
- -
TRK PRES PILOT

-
OW PILOT
inw

- - -
PILOT
i!Ci,
ruTo

- - -
‘ILOT ml4 IFF PILOT

I
- -
S/3/4 IFF PILOT

- - -
ILOT NBD/
IVER, nlT8D
:IDE

Figure 21-2. Armament Firing Modes (Sheet 1 of 6)

21-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

GUNNER SWITCHES 1 CREWMEMBER CAN I USING I

IEwol TATlO ‘ILOT MNG 1“4CDF ’ ‘ GO ‘HS FIRE AC0 S WEAPON

X)NT ELEC. NER- nom! I IWODE 1mRK GO TOT IO SWITCH
HOE %ELECl r !SELEC T I iTOH FOR H ON
TSU T
- -
IUNNEF ml4 IFP I s8TDM GUNNER

PILOT

-
1KGJI GUNNER TUR HS LHQ
t IUN
;; LHG

ws HUD CVC

-
1 GUNNER

PILOT

-
P

- -
1 RK RES PILOT

-
1 PILOT
s

-
A
k
PILOT

NR
I tizii-3
-
lff
-
PILOT
“l
-
FF PILOT

- - I I
YBD NR 1 1 HS 1 CYC
El
IDE

-12W2
Jlsm

Figure 21-2. Armament Firing Modes (Sheet 2 of 6)

21-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

PILOT
-
SWITCHES -T-
-
GUNNER SWITCHES
-
T CREWMEMBER CAN I USING I

EAFOf 4s rATIoI Y PI ILOT flNG 1 HCDP \CQ ‘HS WEAPON

>NT SI ELECT 0 VEA- TORE! SM IODE rRK CO SWITCH
RI IDE ELSCl . s ELECl ;TOW ON
$5
9M - - - - - -
RM JNNEF I 213 0 FF IF
i TBY
iTOW GUNNER LHG

LHG

PILOT CYC

- -
T SW STOW GUNNER LHG
G IUN
LHG

PILOT CYC

-
rRK GUNNER LHG

LHG

PILOT CYC

-
9CQ GUNNER

IRK I
-
%ES is PILOT

1 ‘OW
c FTBY
-
STDVI I -
PILOT CYC

CYC

4
CYC

-
PILOT CYC

CYC

3
CYC

-
GUNNER

TRK I
-
PREI iS PILOT

-
‘ WlM
IAN/
: UJTO
BTOH I -
PILOT CYC
=I CYC

- -
TRK GUNNER

1
PILOT

I i I - I

Figure 21-2. Armament Firing Modes (Sheet 3 of 6)

21-6 ORIGINAL
 PILOT SWrrc”ES

WEAPol TATlO,
I -
IP ‘ILOT
GUNNER

MING
SWlTCHES

THCOP ACG PHS

CREWMEMBER t

PmE
CAN

ACG
CONT iELTCT CIVER- STORE! MODE TRK AC0 TOT
k RUOE SELEcl SELECT STOW FOR
F&3 TSU
ARM GUNNEF OPP ARM TRK PILOT ws
MAN/
AUTO
GUNNER AC0

I I I I
TRK PRESS PILOT ACG

PILOT OFF PILOT

-0 ,DFF PILOT

s -

Figure 21-2. Armament Firing Modes (Sheet 4 of 6)

21-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

PILOT SWITCHES
-
rATlot ‘ILOT tHCDP
SECT lvER- dOOE
IIDE :ELECl

-
FF ,FP IF STOW GUNNER
3sY

Isu/ STOW GUNNER

3UN

TRK GUNNER

ACQ GUNNER

TRK PRESS PILOT

lACO
I
l-&-l 1 HUD 1
I
I
row STOW PILOT TUR HS CYC
SlBY NVG
CYC
H
TRK PILOT TUR HS CYC

NvG D CYC

ACQ GUNNER ACQ HS

t NVG

TRK PRESS PILOT I,,,(

4RM STOW PILOT
MAN/
MIT0
TRK GUNNER

I I PILOT

NVG
HUD
‘IL01

IXED
-
)FF

)FF
I I PILOT

Figure 21-2. Armament Firing Modes (Sheet 5 of 6)

21-8 ORIGINAL
 NAVAIR Ol-HlAAC-1

I FXOT SWITCHES
-
iPCP
#ODE

-
I
-
IL01
IWER.

-
IDE
GUNNER

YVING THCOP
siTORE iN IODE
S iELECT
SWITCHES

s ‘ELECl
-
CQ
‘RN
iTOW

-
F
A
‘HS
CO

t-
I CREWMEMBER
S
I
G
USING

H
T
WEAPom
SWlTCH
ON

.OAl.
,R
gE& -
A .w
A ,cTlvE
H IF
N IODE
-
=--I=
SNR HF

1
:0NT MSL
-

! 1 -

Figure 21-2. Armament Firing Modes (Sheet 6 of 6)

21-9 ORIGINAL
 NAVAIR Ol-HlAAC-1

gunner armament control panel tests the pilot and assembly controls operation of the gun and operation
gunner HSS and the electronic interface assembly of the ammunition system. The M-65 TSU azimuth
(EIA). Failure indicator lights plus a GO light and elevation range of the night targeting system
(indicates proper HSS operation) are also located on TSU is not the same as the standardM-65 TSU. The
the gunner armament control panel. The 115 vat azimuth range for the NTS TSU is 90” right and 95”
REF XFMR bus powers the HSS. The HSS PWR left. The elevation range is 25” up and 50” down.
circuit breaker in the ac circuit breaker panel The HSS turret limits are not affected by the
protects the HSS. addition of NTS. Refer to paragraph 21.14 for
additional information about the night targeting
system TSU. The gun control assembly also supplies
21.6 A/A49E-7(V4) TURRET SYSTEM
firing voltage to the gun when gun drive power is
The A/A49E-7(V4) turret system (Figure 21-4) is applied. The gun drive assembly rotates the gun
chin-mounted on the helicopter and provides the barrels at a firing rate of approximately 650 rounds
capability to position, feed, and fire the Ml97 20- per minute. The ammunition feed system contains
mm automatic gun. Major components of the turret 750 rounds of belted 20-mm ammunition. The gun is
system are the turret assembly, turret control fired for the duration of the trigger command signal
assembly, Ml97 gun, torque box assembly, plus clearing cycle or in limited 16 M round bursts.
coincidence control unit, pressuresystem transducer, The first detent on the cyclic TRIGGER TURRET
recoil compensation system, M89/M89El feeder, FIRE switch and LHG TRIGGER switch allows the
gun drive assembly, gun control system, and the 20- gun control assembly to automatically terminate
mm feed system. The turret system is interfaced with each trigger command signal after 16 M rounds are
the head-up display, HSS, TSU, CDS, THCDP, and fired. The second detent allows continuous firing.
armament circuits.
The recoil compensation system interfaces with .-.I ..w b8...*
the SCAS, with the SCAS turned on, providing CAUTION
I . . ..~.....~bs.. I
weapon recoil damping of helicopter movement
when the weapon is fired. The Ml97 automatic gun is restricted to a
firing schedule not to exceed a 450 round
The turret system is electrically operated and burst with a minimum of 6 minutes
requires 28 vdc and 115 vat, 400 Hz power from the cooling time prior to firing the remaining
helicopter electrical system. Application of power to 300 rounds.
the turret system is supplied through circuit breakers
on the pilot ac and armament circuit breaker panels. The gun control assembly also terminates the
If normal electrical power is removed from the turret trigger command signal when the gun reaches
system, emergerrcy26 vdc Power is appiicd Jireciiy aztmuth or etevatton iimits and when the gun
to the emergency stow control unit in the turret position disagreesin azimuth or elevation more than
assembly. This unit automatically drives the gun to 4.5’ from the sight position command signal. The
the stow position to prevent ground contact by the flow of ammunition to the gun stops immediately
gun barrels upon landing. The TURRET STOW upon termination of the trigger command signal.
light will illuminate when the turret is stowed. Stow
position for the gun is 0” azimuth, 11’ to 14” up Time delay circuits in the gun control assembly
elevation. continue the gun drive power and firing voltage long
enough for the gun to tire ammunition remaining in
21.6.1 Turret Functions.Electrical circuits the gun unless the trigger command signal is
provide remote control for the azimuth and elevation terminated by position error. Should the trigger
drive system in the turret. The azimuth drive system command signal be terminated by position error in
rotates the turret through a range of 110” either side excess of 4.5”, firing voltage is terminated
of 0” azimuth. The gun can be lowered 50” below 0” simultaneously; however, the gun drive power is
and raised 30’ above 0’ elevation. The gun control continued to clear live ammunition from the gun.
ORIGINAL
 NAVAIR 01.HlAAC-1

PlLOT,G”NNER LINKAGE ARM ATTAC”MEMTQ BIT MAGNET ANDSTOW GRACNET

P,LGT,G”NNER LINKAGE ARM C,LQT,GUNNER EYEPIECE

A,-,ACHMENT TO NELMET SIGHT RETICLE PATTERN
1. Electronic intwiacp assmmbly 10. Gvnrn linkage urn
2. ~unnsr sxcension cable 11. Gunner Ikxkmg. nils
3. Pilot linkage cable 12. Gunner linkage fmnt support
4. Pilot linkage am 13. Gunnw h&net rlpht
6. Pilot linkage rails 14. Gumw ovmiaca
8. Pilot helmat sight 16. BITmagnet
7. Pilot eyepiece 16. Stow bracket
8. F,lot linkags front SIPPOrt
9. Gunnsr linkags cable

Figure 21-3. Helmet Sight Subsystem

21-11 ORIGINAL
 NAVAIR Ol-HlAAC-1

,_.__-.--’
,.”
#’
I
‘\
‘s”*vEY-

Figure 21-4. A/A49E-7(V4) Turret System

21-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

21.6.2 Turret Modes of Operation. The turret 1. WEAPON CONT - PILOT

system can be operated in one of the five modes of
operation depending upon switch setup. The pilot 2. RECOIL COMP ON/OFF - ON
controls the turret system in pilot FIXED or PILOT 3. RECOIL COMP rate - ANY POSITION
HSS mode. The gunner controls the system in
gunner HSS, TSUIGUN, or PILOT OVERRIDE. 4. GUN RANGE - As Desired
Turret and wing stores cannot be fired 5. PILOT OVERRIDE - OFF
simultaneously.
6. AIRSPEED COMP - COMP
Note I. TURRET DEPR LIMIT - OFF
Ammunition is cleared and the gun will 8. MASTER ARM - ARM
stow during turret operation when the 9. TRIGGER ACTION - DEPRESSED
pilot WING ARM FIRE switch is pressed
or the AIM-9 UNCAGE/FIRE switch is 10. TRIGGER TURRET FIRE -
set to FIRE. DEPRESSED.

21.6.2.1 Pilot FIXED Mode. In the pilot FIXED 21.6.2.3 Gunner HSS Mode. In gunner HSS
mode of operation, the turret system remains mode, movement and positioning of the turret
stationary in a fixed forward position at 0” azimuth system is controlled by the gunner HS. The gunner
and 0” elevation. The pilot aims the weapon by aims the turret by superimposingthe reticle image of
maneuvering the helicopter in such a manner as to his HS on a selected target while depressing the
superimposethe reticle image of the HUD sight on LHG ACTION switch. Gunner HSS mode is
the selected target. The pilot TRIGGER ACTION selected by positioning switches as follows:
switch must be depressedto display the gun reticle. 1. WEAPON CONT - GUNNER
The gun is fired by pressing the TRIGGER
TURRET FIRE switch on the cyclic grip. The pilot 2. RECOIL COMP ON/OFF - ON
FIXED mode is selected by positioning switches as 3. RECOIL COMP rate - ANY POSITION
follows:
4. PILOT OVERRIDE - OFF
1. WEAPON CONT - FIXED
5. RANGE - As Desired
2. RECOIL COMP ON-OFF - ON
6. AIRSPEED COMP - COMP
3. RECOIL COMP rate - ANY POSITION
7. TURRET DEPR LIMIT - OFF
4. GUN RANGE - As Desired
8. ACQ/TRK/STOW switch - STOW
5. PILOT OVERRIDE - OFF 9. THCDP - ANY POSITION EXCEPT
6. AIRSPEED COMP - COMP TOW FUNCTION
I. TURRET DEPR LIMIT - OFF Note
8. MASTER ARM - ARM When the THCDP is in any TOW
9. TRIGGER ACTION - DEPRESSED function, control of the turret reverts to
the pilot HS.
I 10. TRIGGER
DEPRESSED.
TURRET FIRE -
10. MASTER ARM - ARM
11. LHG ACTION - DEPRESSED
21.6.2.2 Pilot HSS Mode. In the pilot HSS 12. LHG TRIGGER - DEPRESSED.
mode, movement and positioning of the turret
system is controlled,by the pilot HS. Within azimuth The turret slews to gunner helmet LOS when
and elevation limits of the system, the turret is LHG ACTION is depressed.
positioned to the pilot LOS. That is, the gun barrels
are aimed to the same point as the pilot helmet sight 21.6.2.4 TSWGUN Mode. In the TSUlGUN
reticle. Pilot HSS mode is selected by positioning mode, aiming of the turret is accomplished by
switches as follows: superimposing the reticle image of the TSU on a
21-13 ORIGINAL
 NAVAIR Ol-HIAAC-1

selected target. The gunner may employ several .*...............

methods of acquiring and tracking targets with the CAUTION
TSU. By placing the ACQ/TRWSTOW switch to the i .,...,........... I
TRK position, the TSU may be directed to the m Selection of Pilot Override will
desired target by using the track control stick on the disable and deenergize NTS, which may
SHC. The MFD may be used to perform tracking in result in damaging the NTS TSU
place of the TSU. The quickest method, however,
uses either the pilot or gunner HS to direct the TSU. 1. PILOT OVERRIDE - OVERRIDE
The pilot superimposeshis HS reticle on a target and
the gunner directs the TSU to that target by placing 2. TRIGGER ACTION - DEPRESSED
the ACQ/TRWSTOW switch on the SHC to TRK 3. TRIGGER TURRET FIRE -
and depressing the PHS ACQ button. The gunner DEPRESSED.
may direct the TSU with his own HS by
superimposing his HS reticle on the desired target 21.7 TOW MISSILE SYSTEM
and positioning the ACQlTRWSTOW switch to
ACQ. The TSU/GUN mode is selected by The TOW missile system is designed to launch
positioning switches as follows: and guide the TOW missile. The system utilizes
1. WEAPON CONT - GUNNER optical and IR means to track a target and guide the
missile. Six functional elements (Figure 21-5)
2. RECOIL COMP ON/OFF - ON provide for the launching and guiding capabilities of
the TMS. The six functional elements are:
3. RECOIL COMP rate - ANY POSITION
4. PILOT OVERRIDE - OFF 1. Stabilized sight

5. RANGE selector- As Desired 2. Controls and displays

6. AIRSPEED COMP - COMP 3. Infrared
I. TURRET DEPR LIMIT - OFF 4. Missile command
Note 5. Launcher
TURRET DEPR LIMIT switch has been 6. Night targeting system.
modified and is a part of the laser
interlock system. The first element, the stabilized sight, provides the
capability for sighting and tracking a target using
8. THCDP BRT/OFF switch - ON commands generated by the gunner. This element
consists of the TSU and SCA. The.MFD can be used
9. THCDP system mode switch - TSU/GUN in place of the TSU.
10. ACQITRWSTOW - TRK The second element, the controls and displays,
11. MASTER ARM - ARM provides positioning commands to the TSU, system
turn-on, missile selection, steering direction for the
12. LHG ACTION - DEPRESSED pilot, system status to the gunner and pilot, self-test
13. LHG TRIGGER switch - DEPRESSED. commands, and operational mode selections. This
element consists of the SHC, THCDP, CDS, status
annunciators and an LHG.
21.6.2.5 Pilot Override Mode. In the PILOT
OVERRIDE mode, the gunner controls movement of The third element, IR, provides the capability of
the gun with his HS and fires the weapon using the detecting the angular displacement of the missile
TRIGGER TURRET FIRE switch on the gunner from the optical LOS by tracking an IR beacon that
cyclic grip. When this mode is selected by the is located on the aft end of the TOW missile. The
gunner, all circuits on the pilot armament control direction and amplitude of the angular displacement
panel are bypassedexcept when the MASTER ARM of the missile from the TSU LOS is used to generate
switch is in the OFF position. The PILOT missile position error signals. This element is
OVERRIDE mode is selected by positioning the located in the TSU and consists of the IR tracker and
switches as follows: error detector.
21-14 ORIGINAL
 NAVAIR Ol-HlAAC-1

HELLFIRE r--___---- ___,

; TOWHELLFIRE ;
; WNTROL DISPIJY ;
PANEL (THCDP)
:-- ----- ----:

n I

DISPIAY
ELESCOPIC
NGHT UNIT PROCESSING
t-w ELECTRONICS
BOX (PES)
MON=OR ________ _______ - ____ - ________________
C0LLlMA10R CENTRAL COMPUTER
TRANSDUCERS
N CAMERA
---- ----------_ _------____ - ____ ______. VIDEO SYMBOL
GENERATOR
GORESIGHT
POWER SUPPLY
FLIR CRT POWER SUPPLY
N TRACKER CARDS

LDRS
DVO
QONIOMEIER
I--__---_.
I I
I I
I SHC ; ,-_- ---- -.
I

:IIII:I:I: MODIFIED ; ELECTRONIC ;

:=:I: WSl,NG
+ ANALOGiDISCRETr

-----+ VIDEO
a 1553B DATA UNK

Figure 21-5. TMS Functional Block Diagram

21-15 ORIGINAL
 NAVAIR Ol-HlAAC-1

The fourth element, missile command, processes ready for use. BIT cannot be performed if the ACQ/
the missile position error signals that are generated TRWSTOW switch is in any position other than
by the IR element into FM multiplexed signals. STOW. An indication appears on the THCDP that
These signals are transmitted over the missile shows whether BIT is in-test (test), pass(power on),
command wires as commands that are used to direct or fail (OFF). If the system fails BIT, an indicator
the missile back to the TSU optical LOS. This will appear to isolate the failure to one of the
element consists of the MCA. previously mentioned four WRAs. The BIT switch
The fifth element, the launchers, consists of the resets the BIT fail indicators and recycles the BIT
TML attached lo the outboard wing stations. The sequence.The following units are not checked via
launchers are designed so that either two or four this BIT operation: SHC, HUD, and launchers.
missiles can be loaded on each outboard wing When the manual BIT button on the THCDP is
station. pressed, all annunciators in the TSU will be
displayed. When the BIT button is released, the
The sixth element, the NTS, consists of FEB, annunciators will disappear from view and the BIT
PEB, CRT, TVC, VCR, CCUP, LCP, LRP, NTS checks are initiated as in the automatic BIT
LHG, LDRS MFD, and a modified TSU. The NTS operation. TMS BIT may take up to 100 seconds.
allows for viewing and recording the TSU image NTS will perform its BIT in conjunction with the
under day and night conditions using the VCR and TMS BIT. Upon completion of TMS BIT, the NTS
viewing the TVC or FLIR image as presentedon the will continue the laser energy test for up to 10
CRT. The LDRS provides the capability of ranging seconds.
and designating a target using a 1064 nanometer
neodymium YAG solid state laser for guidance of 21.7.3 Telescopic Sight Unit and Left-Hand
laser guided munitions. The LRP provides the ability Grip.
to select a minimum laser return range. The LCP
provides the ability to automatically/manually set 21.7.3.1 TSU. The TSU (Figure 21-7) contains the
RFTDL designation codes and diagnostic/ optical system necessaryfor firing the TOW missile.
maintenance codes. The NTS LHG incorporates Visually, the TSU has an angular coverage of fl10’
controls for the HELLFIRE, FLIR, TVC, laser, in azimuth and +30” to +60” in elevation. The TSU
autotrack mode, image source selection, FOV is mounted on the nose of the helicopter and extends
selection and FLIR polarity, focus, automatic/ into the front cockpit. The night targeting system
manual gain/level control, declutter, offset, and TSU TSU has an azimuth range between 90” right and
slew rate (action). The CCUP provides controls for 9.5” left. The elevation of the night targeting system
the VCR, boresight, CRT ORT brightness and TSU has a range between 25” up and 50” down. The
contrast, system clock adjustment, caution lights and SHC is mounted on the right side of the TSU and the
controls, and diagnostic pages. The M-65 TSU was LHG is mounted on the left. The IR tracker and error
modified to accept the TVC and CRT and to detector are located in the front part of the TSU. The
facilitate the integration of NTS components. For TVC and the CRT of the NTS are attached to the
additional information about the NTS, refer to lower aft surface of the ORT in the cockpit.
paragraph 21.14.
1WARNING b

l Laser operation is involved in

21.7.1 .l NTS Abbreviations and Acronyms performing the following tests.
(Figure 21-6). Standard laser precautions in ANSI
21.7.2 TMS Built-In Test. The TMS has an 2136.1-1986 must be followed. Wear
automatic BIT, consisting of 10 distinct tests appropriate goggles during laser threat
designed to verify system operational integrity and environment operation.
to indicate a failure of one of four WRAs (TSU, l Laser light energy is intensified when
SCA, MCA, and EPS). The EPS is the only WRA in viewed through an optically aided
the system that maintains a continuous operating viewing device. A laser protective filter
integrity check but is only read out by the THCDS for the TSU shall be selected when
during BIT. BIT is initiated whenever the TMS is conducting flight operations in a laser
initially powered, and is immediately sequenced threat environment. Laser protective
automatically to each test. When the TMS is armed, filters may not be installed on all
BIT is interrupted and the system is immediately aircraft.
21-16 ORIGINAL
 NAVAIR Ol-HlAAC-1

ASBRFnAnONS b
ACRONYMS DEFINITIONS

ML ARMAMENT DATUM LINE

BIT BUILT-IN TEST
CAM CAMERA
cm COUNTERCOUNlERMEASURES
ecu COCKP,T CONTROL UNIT
CDS CONTROL DISPLAY SUBSYETEM
ElA ELECTRONIC INTERFACE ASSEMBLY
EPS ELECTRONIC POWER SUPPLY
FO” FIELD OF VIEW
OHS GUNNER HELMET SIGHT
HF HELLFIRE
HMS HELLF,RE MISSILE SYSTSM
HPCP HELLF,RE PILOT CONTROL PANEL
HSS HELMET SIGHT SUBSYSTEM
HUD HEAD,,P DISPLAY
IR INFRARED
LHG LEFT HAND GRIP
LOAL LOCK-ON PlmR IAUNCH
LOBL LOCK-ON BEFORE IAUNCH
LOS fN&t”,S’GHT
MAN
MCA MlSSlLE COMMAND AMPUflER
MRTU MULTlPLM REMOTE TERMINAL UNIT
PHS PILOT HELMET SIGHT
PR” POWER RELPIY UNIT
RHE REMOTE HELLFIRE ELECTRONICS
RIPL RIPPLE
RTCL RETICLE ITSU)
SCA STABlL,i?AnON CONTROL AMPLInER
SECU SERVO ELECTRONIC CONTROL UNIT
SHC SIGHT HAND CONTROL
THCDP TOW,HELLFlRE CONTROL DISPLAY PANEL
THCDS TOW/HELLFIRE CONTROL DISPLAY SYSTEM
TML TOW MISSILE LAUNCHER
TOW MISSILE SYSTEM
GE TUBE-LAUNCHED OPTICALLY-TRACKED WIRE GUIDED
TSU TELESCOPIC SIGHT UNIT
WRA WEAPON REPkACEASLE ASSEMBLY

Figure 21-6. NTS TOW/HELLFIRE and AIM-9/AGM-122 Missile Abbreviations and Acronyms
(Sheet 1 of 2) I

21.17 ORIGINAL
 NAVAIR Ol-HlAAC-1

ABBREWATIONS 6
ACRONYMS DEflNlTlONS

ANVIS HUD AVlATORS NIGHT VlSlON IMAGING SYSTEM

HEAWUP DISPLAY
CCUP COCW,T CONTROL UNIT PANEL
CATHODE RAY TUBE
E,*: CENTRAL PROCESSOR UNIT
DES DESIGNATOR
DET DETECTOR
DVD DIRECT VlEW OPTICS
FEB FUR ELECTRONICS BOX
FLIR FORWARD LOOKING INFRARED
LCP LPSER CODE PANEL
IDRS LASER DESlGNATlNG AND RANGING SYSTEM
~fi~GN~pDIODE
E!i
LPISER RANGE PANEL
K LlNE REPLACEABLE UNIT
LASER
R NIGHT TARQETINQ SYSTEM
ORT OPTICAL RElAY TUBE
PEB PROCESSOR ELECTRONICS BOX
RAM RANDOM ACCESS MEMORY
RWDL RANGE FINDER TARGET DESIGNATOR LASER
SRA SHOP REPLACEABLE ASSEMBLY
TIS T”ERMAL IMAGINQ SYSTEM (SENSOR)
TNS TACTICAL NAVlGATlON SYSTEM
NC TELEWSION CAMERA
TV-r N TRACKER
VCR VlDEO CASSElTE RECORDER
YAG YTTRIUM ALUMINUM GARNET

Figure 21-6. NTS TOW/HELLFIRE and AIM-9/AGM-122 Missile Abbreviations and Acronyms
(Sheet 2 of 2)
21-18 ORIGINAL
 NAVAIR 01.HlAAGi

CHANNEL SELECT LEVER SEVEN SEGMENT

(RIGHT SIDE) DISP‘A” FOCUS KNOB

FILTER SELECT LEVER

LEFMtAND GRIP

T FOCUS KNOB

/ ’ CRT

NC (lELEVIStON CAMERA)
+ FOCUS KNOB

FL’R
P%mRm FUR FOCUS

FOV 6 CHANNEL
SELECT /
TELESCOPIC SIGHT UNIT
LOCATlON: GUNNER STATION

(QUARD NOT SHOWN)

NC- LlGHT LEVEL CONTROL SPARE SPACE

FLIR. MANIAUTDGAINILEVEL

ACTION

\ IASER DES. (GUARD NOT SHOWN)

LEFT HAND GRIP

LHG
FUNCTfON
NOMENCLATURE

LASER DES switch

- Places event mark on tape H VCR Is mcording.

TRlGGER switch First det6”t Fires t”net 16 f 4 round burst.

Second detent Fires tunet conUnuously.
- Fires TOW mIsslIe.
Either detent - Activates VCR.
- Placea event mark on tape If VCR Is ncordlng.

Figure 21-7. Gunner Telescopic Sight Unit (Sheet 1 of 3)

21-19 ORIGINAL
 NAVAIR Ol-HlAAC-1

HO NOMENCIATURE POSlllON/AC7lON FUNCTlON

XIR PolARiNiPov/ pnu Selects FLIR polarlly (black hoVwhlte hot).

:HANNEL SEL6C7 wo - select4 direct view optics.
CRT -Pushing right from DVO Mlally 4&c& NC mods.
- Sub?requent pushes select FUR and NC alternately.
In DVO mode:
- Selecta 4.8’ FOV (I3 power).
LA - Selecta 30’ FOV (2 power).
In NC mode:
-Selects 1.6’ x 1.2’ FOV (34 power).
7.A -Selects 10’ x 7.6’ FOV (6.3 power).
In FUR mode From tydlum FOV
(, .,,, Horlmntal x 6.3 Verllcal, 7.0 Power):
- Pushing up once 8elwts “arrow FOV (2.0’ x 1.6’ FOV, 26 power).
- Pushing up tvdc4 select4 “4170~ FOV ZOOm (60 power).
LO -Selects wlds FOV (24.3’ x 16.4’ FOV, 2.0 power).

WllON #witch ;E In FLlR mode medium FOV only:

-Changes 76U track rate to Slow.

Pnu In CCD. DVO and

FUR modsa: - Actlvats4 TOW lawrchen In THCDP TOW mode.
- Ativates mol,on compenratlon circuits In 7HCDP TOW mode.
- Actlvatm attack logic In 7HCDP TOW mode.
- slave4 tenet to TSU or gunner helmet sight In 7HCDP TSU/GUN mode.

FOG nrltch Pusblng up foeuse FUR toward oblect4 In tar range.

- P”4hlng down ‘oc”ses FLIR toward oblects In “ear range.
_ Actiwter autmnatlc focus teature when momenlarlly pressed.

LRF4Wlt4h - AcUva,es ,asw rangefInder.

FLIR NAN/AUTO QAlN/ In FLIR made:

LWELnvftck PM49 - S&a manual or automatic mods for GAIN and LEVEL functions.

In NC mode:
Pm84 - RlgM or loft s&acts manual or aUtomdlo light level co”tml ‘or NC.

h-mode:
LEVEL - Pushing to the l&t mduces LEVEL. P”4hlng to the right Incress LEVEL
GAIN - Pushing up increases GAIN. Puohlng down deocrearsr GAIN In FUR mode.

In CCD mode:
- Toggles man”sl 3ght level control.
- Pushing I&, da,,‘ens Rker, pushing dght IlgMens flltw.

- Wbe” pressed wblle system 1s In FUR channel and held for3 seconds.
will display gray SC&.
- Momentary aclhtlon of this switch will clear CRT Image of the Iasw
range, target coordinates. 4nd range and bwlng Intormatlon. Updated
,“‘orm,~“on will b4 d,sp,ayed when v4lld laser signal IS r~c4l”ed.

AVTlR4Mch -Engages and dlssngager automatic tracking fefdun.

LEFT/RIGHT _ Adjusla LO6 In wtomaUc IrackIng mode one plxol at a Ume.

Figure 21-7. Gunner Telescopic Sight Unit (Sheet 2 of 3)

21-20 ORIGINAL
 NAVAIR 01-HlAAC-1

LHG POSITION!
NOMENCLATURE ACTION FUNCTION

OFFSET switch Press and hold

Pressing again will eliminate selected olfaet.

MSLtrigger guard -Enables Hellfire missi lo be fired.

-Enables gunner cyclic wing arm fire switch.

MSL trigger - Fires ,,e.llfiie misrila and aclivates VCR.

Figure 21-7. Gunner Telescopic Sight Unit (Sheet 3 of 3)

In operation, the IR tracker and error detector 21.7.3.2 Left-Hand Grip. The LHG (Figure 21-
receivesIR energy from the missile during flight and 7), located in the gunner station on the TSU,
senses any missile displacement from the optical contains the LHG ACTION and TRIGGER
LOS. This information is used to generate the switches. LHG ACTION and LHG TRIGGER are
command sign& that direct the missile back to the used for activating and firing the TOW missile
LOS. During system self-test, the IR tracker is system as well as the turret in normal gunner modes.
automatically boresighted to the optical LOS. The The LHG ACTION switch allows interface of the
stabilization system isolates the optical system from turret to gunner helmet sight, turret to TSU, and
helicopter motion. TSU to TOW missile launcher. The LHG TRIGGER
is used to fire TOW missiles or turret. The LHG
The direct view optical FOVs offer a 30” FOV in TRIGGER has two detents.
LO MAG (2x magnification) and a 4.6” FOV in HI In addition to the basic M-65 TSU LHG buttons
MAG (13x magnification). In FLIR mode, and switches, the NTS LHG contains controls for the
additional FOVs as seen in Figure 21-7 are used. NTS components.These controls and their functions
The gunner LHG is mounted on the TSU optical (Figure 21-7) are as follows:
relay tube in a location that allows the gunner to
operate necessary controls. The LHG controls are
used to select a number of functions including
ACTION and TRIGGER switches for firing the SWITCH FUNCTION
TOW missile and 20-mm turret, and to control many
of the components of the NTS. Annunciators within FOV and FLIR POLARITY/FIELD OF
the TSU provide the gunner with system status CHANNEL VIEW AND CHANNEL SELECT
information. A focus knob is located on the SELECT
underside of the TSU relay tube. The eyepiece is FOC FLIR MANUAL/AUTO FOCUS
monocular and has been modified to allow the use of
the AR-5 gasmask. It can be rotated so that either LASER ACTIVATES LASER
eye can be used to view through the optics. DES DESIGNATORIRANGEFINDER
21-21 ORIGINAL
 NAVAIR Ol-HlAAC-1

(Cont) mode. The panel is the primary control panel for the
THCDS. The THCDS interfaces with the TMS and
SWITCH FUNCTION performs the computations and data transfers
necessary for controlling the TMS. Figure 21-10
LRF LASER RANGEFINDING illustrates the primary TOW displays on the
THCDP. The displays appear in four major
GAIN FLIR MANUAL/AUTO GAIN groupings: missile status, armed ,status, system
LEVEL LEVEL status, and scratchpad display.
TVC-LIGHT LEVEL CONTROL
SYM SELECTS FLIR GRAY SCALE 21.7.5.1 System Mode Switch. The system
WHEN DEPRESSED FOR 3 mode switch (Figure 21-9) in a TOW mode position
SECONDS allows the gunner to select firing of a TOW missile. I
CLEARS LASED TARGET When the system mode switch is set to any TOW
INFORMATION FROM CRT mode, the HMS is in standby mode.
WHEN PRESSED
MOMENTARILY 21.7.5.1 .l TSUlGUN Mode Switch
Position. With the system mode switch in the
AUT TR AUTOTRACKING TSUlGUN position, the gun turret is enabled, TSUI
GUN is displayed and the missile status display
OFFSET ENGAGE/DISENGAGE OFFSET shows TOW missile and launcher status (Figure 21-
IN AUTOTRACKING MODE 11, detail C).
MSL ENABLES GUNNER TO FIRE HF
TRIGGER MISSILE FROM LHG 21.7.5.1.2 STBY Mode Switch Position. With
GUARD the system mode switch set to TOW STBY, the
TMS is in standby mode. A missile cannot be
MSL FIRES HF MISSILE launched in this mode. TOW-STBY is displayed and
TRIGGER the TOW missile and launcher status is shown.
Missile present is indicated by TOW and the missile
number. An empty launcher or launched missile is
indicated by a shadedarea in place of TOW (Figure
21.7.4 Sight Hand Control. The SHC (Figure 21-11, detail A). When a launcher is not present,the
21-8) is mounted on the right side of the TSU in the area for TOW and number is blank.
gunner station and contains the track control stick
that is a force transducer device. This stick provides 21.7.5.1.3 MAN Mode Switch Position. With
track commands that position the TSU optics to the system mode switch to ARM MAN mode and
enable target locating and tracking. The SHC also the MASTER ARM switch in ARM, the TOW
selectsdifferent modes of operation for the TSU. In missile to be fired may be manually selected and
autotrack mode, the SHC is used to go to manual ARM-MAN is displayed (Figure 21-11, detail D).
mode by depressing it in any direction. In autotrack Selection of the missile is made on keyboard (1, 2,
with offset, the SHC aligns the direction and 3, 4, 5, 6, 7, or 8) and the display reads MSL-SEL.
magnitude of the offset. In FLIR mode, depressing The selected missile number will appear. When
the SHC disables the averaging process for FLIR ENTR is pressed, the missile is selected. The
video. The CONST OVRD button allows the gunner
to initiate the TOW fire sequenceeven though the selectedmissile is indicated with brackets around the
missile number. After a missile is launched, a
helicopter is not aligned within valid constraints.
This function is normally only used by maintenance shadedarea will appear where TOW was indicated.
personnel. The probability of missile capture is
greatly reduced utilizing constraints override. Note
If the TOW trigger jams or is held down
21.7.5 TOW/HELLFIRE Control Display more than 10 seconds, advisory message
Panel. The THCDP (Figure 21-9) provides the TRIGGER STUCK is displayed in the
gunner with controls and visual status indication for scratchpad.
the TMS. The THCDP provides commands to the
TMS for missile selection, BIT, and wire cut when 21.7.5.1.4 AUTO Mode Switch Position. With
the system mode switch is positioned to a TOW the system mode switch set to ARM AUTO mode,
21-22 ORIGINAL
 NAVAIR 01 -Hl AAC-1

LOCATION: GUNNER INSTRUMENT PANEL

NOMENCLATURE FUNCTION

Track Control Stick Move -Positions TSU in azimuth and elevation.

ACQ - Slaves TSU to gunner HS for target acquisition.

TAK -Permits track control handle to position TSU.
- Permits pilot to perform target acquisition.
STOW _ Stows TSU at 0’ azimuth and O’elevatlon.
PHS ACQ Switch Press - Slaves TSU to pilot HS for target acquisition.

EL SAL Screw -Used during maintenance.

AZ SAL Screw -Used during maintenance.

CONST OVRO Switch Press -Permits TOW firing when helicopter is not aligned
within the attack envelope.

Figure 21-g. Gunner Sight Hand Control

21-23 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 21-9. Gunner TOW/HELLFIRE Control Display Panel

MISSILE STANS
DISPLAY

ARMED STATUS
INDICATOR

Ax!KGT I
RTCL
--
SYSTEM SCRATCHPAD
STANS

m m

Blank Neither TOW s~storn nor launcher present

TOW TOW mlsslle present

a TOW mlsslle statlon empty

M937t*
>< When lho MASTER ARM Is not ARMED (I.e., In standby), mw
“><” appears below the mlssile status display.

Figure 21-10. Primary TOW Displays

21-24 ORIGINAL
 NAVAIR Ol-HlAAC-1

TOW-STBY ADJUST ARM-AUT CAM-MAN

BF /
DETAIL A DETAIL B

id~~k4~ZjThj

TSLVGUN ADJUST CIRM-MAN ADJUST

RTCL RTCL
/ i
DETAIL c DETAIL D

Figure 21-l 1. THCDP Display for TOW

the THCDS selects the TOW missile to be launched 21.7.5.4 RTCL, LRF, and BF Keys. The RTCL
starting in numericat sequencefrom missile No. 1. key controls the dimming of the TSU reticle in both
The automatic selection and arming process may DVO and TVC modes. The BF key is pressed to
take up to 3 seconds. ARM-AUT is displayed adjust dimming of the BATTLE FLAG LED display.
(Figure 21-11, detail B). Display is dimmed when gunner CAUTION panel is
placed in the DIM position.
21.7.5.2 Power (BRT/OFF) Switch.

21.7.5.2.1 OFF Position. In the OFF position, 21.7.5.5 m m LSR Key. The LSR key
primary power is removed from the TMS and HMS. selects the laser rangefinder first or last pulse logic
and engagesone of the laser arm interlocks for the
21.7.5.2.2 BRT Position. Applies power to the NTS RFTDL. The LSR key cycles the laser mode
TMS, HMS, and the NTS. Allows adjustment of from laser off, to laser first, to laser last, with
brightness on THCDP display screen. When successivepresses.The display shows LSR OFF fat
switching the THCDP on while the mode selection laser off, LSR FST for laser first, and LSR LST fat
switch is either in TOW STBY or TSUIGUN, a full laser last. When in the TOW mode, the display
system BIT is performed on TMS and NTS appears in the lower left hand corner of the
components. scratchpad. When in HELLFIRE mode the display
appears in the lower right hand corner of the
21.7.5.3 CCMICAM Key. The CCMICAM scratchpad.The current laser mode is displayed for 5
pushbutton changes the camera status from off, to secondswhen the LSR pushbutton is first depressed
manual, to auto, to off with successivepresses.The
display shows CAM/MAN for manual (Figure 21- or when the THCDP mode has changed betweer
11, detail B) CAM-AUT for automatic, and CAM- TOW and HELLFIRE. Laser mode changescan oniy
OFF (for 5 seconds) then blank for off. RUN be made while the current state is displayed by
indicates that camera start is active. (CAM function pushing the LSR key. The laser mode will initially
is not used.) default to laser off at power-up.
21-25 ORIGINAL
 NAVAIR Ol-Hl AAC-1

21.7.5.6 BIT Key. The BIT pushbutton initiates target utilizing the SHC stick. This method will take
the built-in test of the TOW and NTS components more time than other methods and will require the
with a press. All TMS LRA faults are displayed in gunner to search with the TSU. As the FOV is
the scratchpadarea on the display. If multiple faults restricted to 30 in LO MAG and 4.6 in HI Mag,
exist, each fault will be displayed until some difficulty may be encountered. The quickest
acknowledged (with a press of the CLEAR button), method is to utilize either the PHS or GHS to direct
then the display returns to the normal display. All the TSU optics. If the pilot places the PHS reticle on
NTS-related failures will be displayed on both the a target, the gunner can direct the TSU to that target
CRT and the MFD. by placing the ACQ/TRK/STOW switch on the SHC
to TRK and depressing the PHS ACQ button, also
21.7.5.7 WIRE CUT Keys. The PRYALT and the located on the SHC. When the PHS ACQ button is
AUTO CODE pushbuttons initiate wire cut when depressed, the GHS reticle automatically retracts
pressed simultaneously. WIRECUT is displayed for enabling the gunner to view through the TSU. The
5 seconds. The pilot WIRE CUT pushbutton is TSU will continue to align with the pilot LOS until
located on the pilot miscellaneous control panel. the gunner releasesthe PHS ACQ button.
If the gunner desires to direct the TSU to a target
21.7.5.8 DIM Switch. The DIM pushbutton using the GHS, he proceeds as follows:
enables dimming of the TSU reticle and the
annunciator flags. The DIM pushbutton enables 1. Superimpose the GHS reticle on the target.
dimming of the TSU reticle. When the DIM
pushbutton is pressed, the scratchpad displays 2. Move the ACQITRKISTOW switch to
ADJUST and the system holds for further input. ACQ.
Pressing and holding the RTCL Al pushbutton The ACQlTRWSTOW switch is spring-loaded
increasesthe TSU reticle illumination, and ADJUST from ACQ to TRK so it will be necessaryto hold it
RTCL (Figure 21-l 1, detail D) is displayed. The in the ACQ position. As long as the switch is held in
RTCL Al pushbutton may be released when the the ACQ position, the TSU will continue to align
desired illumination is achieved. Pressing the RTCL itself with the GHS LOS. When the switch is
Al pushbutton a second time decreases the released,it will spring back to the TRK position and
illumination until the button is released. After the the GHS eyepiece will automatically retract. The
illumination is adjusted, the DIM pushbutton may be gunner then views through the TSU to acquire the
pressed to exit and the scratchpaddisplay returns to target. The acquisition functions will operatefor any
normal. The battle flags are adjusted in the same TOW or TSWGUN mode switch position on the
I way using the BF C3 pushbutton. THCDP while the THCDP power switch is on.
21.7.8 Pilot Head-up Display. The HUD The TSU (LO MAG) may be directed onto a
interfaces with the THCDP and TMS and visually target by the pilot pointing the nose of the helicopter
presents symbology for flight and TMS firing. The at the target by placing the ACQ/TRWSTOW switch
HUD provides the pilot steering indications for in the STOW position. The pilot needs to have a
meeting the helicopter constraints during prelaunch wing store selected (an empty store will suffice) to
and postlaunch of the TOW missile. Refer to obtain the TSU indicator in the HUD. This may be
paragraph 21.11.4. the fastest way to acquire a target that is off the
nose.
21.7.7 TOW Missile Launcher. The TML
(Figure 21-12) provides support and electrical 21.7.8.2 TOW Missile Firing. Once the gunner
interface with the TMS. The launchers are designed has acquired a target in LO MAG, he switches to the
so that two or four TOW missiles can be loaded on HI MAC position on the LHG. The small circle in
wing stations 1 and 4. the LO MAG reticle of the TSU representsthe limits
of the HI MAG FOV. If the target appears in the
small circle of the LO MAG reticle, the target will 1
21.7.8 TOW Missile System Function. appearwithin the HI MAG FOV. When in HI MAG,
the gunner should depressthe LHG ACTION switch
21.7.8.1 Target Acquisition. The gunner has to get motion compensation and to initiate the attack
several methods of acquiring a target through the logic necessaryto launch the TOW missile.
TSU. By placing the ACQffRK/STOW switch in the
TRK position, the TSU may be directed toward the 1. WPN CONT - Gunner.
21-26 ORIGINAL
 NAVAIR Ol-HlAAC-1

EBRIS DIRECTOR
AFTWE LOClUNG

MISSILE ENGAGING

LAUNCHER

HELICOPTER
I
I I

RIGHT OUTBOARD

LAUNCHER

LAUNCHER

FIRING ORDER

Figure 21-12. TOW Missile Launcher

21-27 ORIGINAL
 NAVAIR Ol-HlAAC-1

2. LHG ACTION switch - DEPRESSED motor bums out before the missile exits the launch
(motion compensation). tube and the missile coasts approximately 7 to 12
meters before the flight motor ignites. At this point,
3. CHANNEL SELECT switch - Channel as the wing and flight surfaces have snappedout into
Desired (DVOfTVCIFLIR). FOV - HI for position and the flight motor ignites, acceleratingthe
DVO; MEDIUM, NARROW, or NARROW missile to just under Mach 1. When the flight motor
ZOOM FOV for FLIR.
ignites, the acceleration of the missile causes a g-
4. ACQ/TRK/STOW switch - TRK. sensing device to complete the missile arming. At
this point, nose crush is all that is necessary to
5. Missile - PRESENT AND SELECTED. detonate the warhead. The flight motor quickly
burns out and the missile coasts for the duration of
6. THCDP system mode switch - ARMED, the flight. Ignition of the flight motor will cause
MAN, or AUTO.
target obscuration becauseof smoke and gasesfor a
I. MASTER ARM switch - ARM. short period of time. As target obscuration occurs,
the gunner should releasehis control inputs with the
With these conditions met, the ATTK will appear SHC and allow motion compensation to keep the
in the TSU FOV and the HUD displays a prelaunch TSU reticle on the target. As obscuration decreases,
rectangle with a flashing reticle if the reticle is if the reticle has drifted off the target, the gunner
outside the prelaunch rectangle. The HUD gives the should make a smooth, positive correction back to
pilot steering information to align the helicopter
within predetermined prelaunch constraints. As the the target avoiding jerky SHC movement.
helicopter comes into a prelaunch constraints, the
HUD reticle stops flashing and RDY appearswithin The NTS TSU has different azimuth and elevation
the TSU FOV. The pilot should strive to give the restraints from the standard M-65 TSU. The new
gunner as stable a platform as possible for the actual limits are 90” right, 95” left, 25” up, and 50” down. I
firing.
Note
With the attack and ready annunciators present,
the firing sequence can be initiated by the gunner The NTS SCA scales the HUD gunner
utilizing the TRIGGER on the LHG. By pulling the TSU reticle to indicate postlaunch
LHG TRIGGER and initiating the fire sequence,the constraint limits of the m modified
HUD displays an X over the missile shown adjacent TSU.
to the upper window area. This indicates that an
irreversible sequence of operations has begun,
leading to missile launch. During this phase of The gunner continues to track the target until
operation, the pilot should refrain from causing missile impact or wire cut. Wire cut will be
sudden motions of the helicopter. As the missile automatically initiated by missile impact, the missile
exits the launch tube, the HUD displays a postlaunch timer (25 secondsafter TRIGGER pull), or if the IR 1
^^-“r-^:-.-
CYIIILI‘U,,.~ ~cctailg:; aad :hc a::ac’- arx! TC^dj. .LLYb,,II
..^_I?^..I^^^”
BVYII*I...
.,... .. ..*““..”
. ..rr.1m
TD
__.*n..-cP
Y--.__ Fnr
_-. mnrn
...--- &an
...-.. n_._
c
annunciators in the TSU disappear.An approximate second. Manual wire cut can be initiated by either
1.5 second delay occurs betweenthe trigger pull and the gunner or pilot at any time, utilizing the
the missile exit from the launch tube. The I.5 second respective WIRE CUT switches. If the pilot moves
delay is necessary for the following: the WEAPON CONT switch from GUNNER to
1. Missile battery charge-up PILOT, wire cut will occur. Wire cut will also occur
if the copilot/gunner goes to LO MAG, switches
2. Missile gyro spin-up from an active TOW mode, or stows the TSU.
3. Missile guidance set self-balance.
(WARNING-
One and one-half seconds after initiation of the
fire sequence,the launch motor ignites. The launch
motor shears the missile holdback pin and Becauseof the nature of the missile flight
accelerates the missile to 225 FPS, allowing the control, when wire cut occurs, missile
missile to exit the launch container. The launch flight will be extremely erratic.
21-28 ORIGINAL
 NAVAIR 01.HlAAC-1

The pilot retains control of the turret through the 3. Display of laser code assignment, status,
pilot HSS with the THCDP in the active TOW mode etc., of each HMS missile.
and the WEAPON CONT switch in the GUNNER
position. Ammunition will be cleared (if firing) and 4. Synchro-to-digital conversion of the
the gun will stow for 3.5 secondsupon TOW missile helicopter attitude gyro pitch output for
trigger initiation. The pilot may fire the turret again, subsequent transmission on the multiplex
at the end of 3.5 seconds,using the pilot HSS. data bus.
5. Data bus control.
21.8 HELLFIRE MISSILE SYSTEM
6. Data communication to and from the
The HMS is capable of launching eight MRTU, the RHE, TMS, and CDS.
HELLFIRE missiles at targets designatedby ground,
other airborne units, or autonomously. This can be I. Initiates BIT for the TOW and HMS and
accomplished while the helicopter is at airspeeds performs BIT on the THCDS.
from zero to V,, (velocity never exceed). The 8. Codes the NTS LDRS when LCP is in
missile is a laser-guided, point-target weapon AUTO.
designed to destroy armored or reinforced targets.
21.8.1.2 HELLFIRE Pilot Control Panel. The
HPCP (Figure 21-16) is located on the pilot
instrument panel. The HPCP interfaces with the
THCDP and provides the pilot control of the HMS.
Laser operation is involved in performing The panel consists of one rotary mode select switch
the following tests. Standard laser and a pushbutton switch for designating laser codes
precautions in ANSI 2136.1-1986 must be for missile launch.
followed. Wear appropriate goggles
during laser operation. The HPCP is not active when the THCDP system
mode switch (Figure 21-15) is set to HF STBY,
The system consists of a THCDS, RHE, MRTU, TSU/GUN, or TOW. However, when the THCDP is
and two launchers mounted on the outboard stores set to an HF active mode, the HPCP has functional
position of each wing. Figure 21-13 illustrates the priority over the equivalent THCDP switch setting.
interrelationship of the HMS components. See
Figure 21-6 for abbreviations and acronyms used 21.8.1.2.1 GNR CONT Mode. In this position the
with the HMS. THCDP rotary switch and PRI/ALT pushbuttonhave
priority for mode selection and primary/alternate
21.8.1 TOW/HELLFIRE Control Display laser code channels.
System. The THCDS performs the computations
and data transfers necessary for controlling the 21.8.1.2.2 LOAL Modes. Any one of three
HMS. The major componentsconsist of the THCDP LOAL modes may be selectedby the rotary switch.
and the HPCP. Refer to Figure 21-14 for THCDP A missile may be launched after being selectedand
interface with HMS and TMS. given a laser code for designation in any LOAL
mode.
21.8.1.1 TOW/HELLFIRE Control Display 1. LOAL LO - When this mode has been
Panel. The THCDP (Figure 21-15) provides the selected, the missile will climb at a low
gunner with controls and visual status indication for altitude after launch and search for a laser
the HMS. The THCDP communicates with the designated target.
HMS, TMS, HUD, HPCP, TSU, NTS, and turret.
Helicopter pitch attitude information is received 2. LOAL HI - When this mode has been
from the pitch and roll (vertical) gyro. The functions selected, the missile will climb to a higher
of the THCDP are as follows: altitude after launch and search for a laser
designated target.
1. Display of TOW missile system and HMS
data. 3. LOAL DIR - When this mode has been
selected, the missile will pursue a more
2. Display of steering data for proper direct trajectory after launch and search for
helicopter orientation for missile launch. a laser designated target.
21-29 ORIGINAL
 NAVAIR Ol-HIAAC-1

TOW HELLPIRE CONTROUDlSPlAY SYSlEM

(THCDS)

1
----I
SWITCH HELLFIRE PILOT
INTELLlGENCE CONTROL
PANEL
(HPCP)

HEADUP
DISPLAY (HUD)

I
HUD I I
MULTIPLEX REMOTE REMOTE HELLFIRE TEST
SIGNAL
TERMINAL UNIT ELECTRONICS 1 EGUIPMENT !
PROCESSOR -
(MRTU-TYPE II) (RHEI ! -----___--!
I I I I
A 4 A A

ELECTRONIC

lCI( 1 1

LAUNCHER
L IAUNCHER

Figure 21-13. HMS Functional Block Diagram

21-30 ORIGINAL
 NAVAIR 0%HlAAC-1

POWER -7

I-
I
pig-1 SWlTCH
POSITIONS,

t
I I

DlSPLPlY DATA
I RHE STATUS
MASER ARM SYSTEM STATUS
b 4 MISSILE COMMANDS
DEICE ENABLE MUNCHER BIT
MISSILE Brr
PILOT OYERRIDE

ARMAMENT
SYSTEM GUNNER HELLFlRE
ENABLE
*PILOT HELLFIRE MISSILE COMMANDS
ENABLE LAUNCHER BIT
MISSILE BIT
+PlLOT WlNG STORES
DISABLE i

THCDP
(INCL BUS
CONTROLLER) 4
lAWSUE
LAUNCHER
BIT STATUS
STANS
STATUS

WlTU STATUS

TOW
MISSILE
SYSTEM
SWITCH POSlTiONS
DISCRETE STATUS
BIT STATUS

MODE DATA I
1 TEST
BIT STATUS 1 EGUIPHENT

mQDEc%mmANDs
HEAWP
DlS.~~Y&UD)
I
. DISPLAY CONTROL
DISCRm CONTROL I

.
PROCESSORS
ELECTRONICS LASER CODE
t

Figure 21-14. THCDP Interface

21-31 ORIGINAL
 NAVAIR Ol-HlAAC-1

MlSSlLE SELECTION KE”S ---,

-DIM SWITCH

-HELLFIRE MlSStLE
IAUNCH SEDUENCE
MODE SWITCH
POWER SWtTCH
AUTO DIM SENSOR

FAtL ANNUNCtATOR

DATA ENTRY
KEYBOARD

NOMENCLATURE FUNCTION

Display Screen Display SIT, system status, launch mode, mlsslle et&us, launch
wnstralnts, mlsslle selectbn and a axatchpad display for SIT
and other messages.
SRT/OFF swkch Applies p~“,er to THCDP/HMS,TMS and allows ad,“s,me”t8 0,
display screen brightneu.

SEL MSL keys

WIRE CUT TOW tundon - Pressing PRVALT and AUTO CODE keys eknu,tane,ous,y
cuts TOW mlsslte guidance wire.

DIM SWITCH

RTCL KEY

LRFKEY

SF KE”

Figure 21-1.5. TOW/HELLFIRE Control Display Panel (Sheet 1 of 3)

21-32 ORIGINAL
 NAVAIR Oi-HlAAC-1

NOMENCLATURE FUNCTION

Auto Dim sensor Photocell that senses ambient light levels to

automatically adjust display screen intensity.

FAlLwmunciator Illuminates when essential 28 vdr bus fails, video

input or output fails. controller processor fails (internal).

RAFlD/RIPL’MAN Determines code utilization sequence which is selected for

swilch launch and manual override of selected missile.

Keyboard Keys Al through HB used to enter laser codes and select

missiles to be launched.

STOR 9 key stores data entered on keyboard in memory.

LlST 0 key initiates laser code listing assignment sequencer and is

used to assign missile quantity of zero.
CLR key aborts data entry sequence.
ENTR key is used to complete the listing request. During LIST
o orations, if ENTR key II pressed withm 5 seconds of the last
ER TR operation, the numeric code assignmentforthe next alpha
character is displayed.
ZEROIZE dears laser codes in memory when CLR. LIST. ENTR keys
are pressed simultaneously.
Provides selection of test/standby mode and five launch
modes. Launch modes effective only when GNR CONT position
is selected on HPCP.
STBY - enables BlT and status display and allows
access to failure code for maintenance.

LOAL LO/Hi/DIR. selects lock-on-after-launch mode (missile

laser seeker will lock onto laser designator after launch from
helicopter). LO/HI/DIR selects trajectory of missile after
launch (low, high or direct).
LOBL- selects lock-on-before-launch mode(mirsile laser
seeker will lock onto laser designator before lautxh from
helicopter).
ORIOE - Allows manual launch of missile when out-
side of LOBLlaunch constraints.

Mode switch -TOW TSWGUN-TSU is used to aim and direct turret.

Gunner may fire ZOMM turret gun using TSU optics.

TOW STBY - TMS is in standby. Turret control

transferred to pilot. TOW missile and launcher status displays.

MAN-TOW missile selection is manual through

data entry keyboard numbers I through 8.

AUTO-TOW missile selection is automatic starting

in sequence from missile No. 1.

Figure 21-15. TOW/HELLFIRE Control Display Panel (Sheet 2 of 3)

21-33 ORIGINAL
 NAVAIR 01-HlAAC-1

21.8.1.2.5 PRllALT Mode. This pushbutton

21.8.1.2.3 LOBL Mode. In the LOBL mode, a switch is used to designate either the primary or the
missile must have been given and have accepteda alternatelaser code as the one to be used for the next
laser code for designation. It then begins searching missile launch (i.e., the priority missile channel).
for a laser designated target by employing a box-
scan pattern. After acquiring a target, the seekerwill 21.8.2 HELLFIRE Missile LAUNCHER ARM
lock on and pass along steering LOS information to Switch. The LAUNCHER ARM switch (Figure
other scanning missiles on the same laser code to 21-36) is located above the pilot left console. The
assist those missiles to lock on. The missile will switch is a two-position momentary switch, powered
continue to track the target until the seeker gimbal by the HELLFIRE CONTR circuit breaker. If the
limits have been reached or the laser return energy HML has not been armed prior to takeoff, the pilot
falls below the seeker threshold. If the azimuth and can arm the launcher from the cockpit by positioning
elevation positions of the target relative to the the LAUNCHER ARM switch to ON. When
missile centerline are within the constraints window, switched to ON, all launchers are armed (Figure 21-
and if the missile has been selected for the next 17).
launch, the missile can be launched.
21.8.3 Remote HELLFIRE Electronics
21.8.1.2.4 CONSTR ORIDE This mode
Mode. Unit. The RHE is a microcomputer interfaced with
operatesthe same way as the LOBL mode, except the THCDS to operate/control the HMS. The RHE
that the requirement for the target to be within the performs BIT proceduresand testing for itself, other
launch constraints window is overridden. The rotary HMS electronics, and the launchers and missiles.
switch is spring-loaded for this position, thus its The BIT go/no-go status is displayed on the
action is momentary. THCDP.

ccM/cAhl Imy

Figure 21-1.5. TOW/HELLFIRE Control Display Panel (Sheet 3 of 3)

21-34 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 21-16. HELLFIRE Pilot Control Panel

21.8.4 Multiplex Remote Terminal Unit. The the preferred firing order. Firing order is determined
MRTU performs the function of accepting, by the THCDS dependingon launch sequencemode
transferring, and outputting signals to and from the switch position and missile channel selection. The
multiplex bus, THCDS, and HMS launchers under system has three modes of operation: standby,
control of the THCDP. The signal flow on the data active, and diagnostic.
buses consists of command, data, and status
messages.

21.8.5 HMS Lightweight Launchers. One

HMS lightweight launcher (Figure 21-17) is HELLFIRE 28 vdc fire power and
mounted on each outboard ejector rack. Each launcher power are applied directly to the
launchercan carry up to four missiles. The launchers launchers from the helicopter circuit
contain internal electronics and circuitry which breakers (Figure 21-36).
interface with the RHE, MRTU, and a special serial
data bus. Arming and firing the missiles are 21.8.6.1 Standby Mode. In the standby mode,
accomplished by the pilot or gunner through the primary power is supplied to the THCDS, RHE,
HMS and wing stores armament system circuitry MRTU, and HELLFIRE missiles and launchers.
controls. System testing, diagnostics, and laser code storage
are accomplished in this mode.
21.8.8 HMS Operational Modes. The missile
preferred firing order is shown in Figure 21-18. 21.8.6.2 Active Mode. The active mode has five
Numbers shown within the missiles correspond to launch modes grouped into two seeker acquisition
the missile station inventory displayed on the modes (LOAL and LOBL). In the active mode,
THCDP. Numbers shown in parentheses represent missiles are selected, armed, and launched.
21-35 ORIGINAL
 NAVAIR Ol-Hl AAC-1

Figure 21-17. HELLFIRE Missile Launcher

21-36
 NAVAIR Ol-HlAAC-1

j RIGHT LAUNCHER j

1
m(1) 3

Figure 21-18. Missile Preferred Firing Order (Viewed From Aft of Helicopter)

21.8.8.3 Diagnostic Mode. The diagnostic mode helicopter. Missiles 1, 3, 5, and 7 are on the left
provides for fault isolation when failure messages launcher and missiles 2, 4, 6, and 8 are on the right
appear on the THCDP displays. This mode can only launcher. The display for each missile launcher
be entered from the standby mode. consists of two rows of four fields each.

21.8.7 THCDS Displays. THCDS has two types If a missile is present on the launcher, its
of displays for operational use: primary (Figure 21- corresponding number will appear in the middle of
19) and steering (Figure 21-20). The steering display the field along the top row of its corresponding
will not appear if the HELLFIRE missiles are not display position. If a missile is not present (not
locked onto laser energy. loaded or successfully fired) but the launcher is
present,then a dash (-) will appearwhere the missile
21.8.7.1 Primary Display (Figure 21-19). The number would normally be. If the launcher is not
primary display will be present during most present, both rows of four fields for all of the
operating modes except during portions of the test/ launcher’s missiles will be blanked.
standby and lock-on-before-launch modes. The
display can be divided into four major groupings: If a missile has been sent a designated laser code
missile status display, armed status indicators and has accepted that code (for tracking purposes),
display, missile channel and code selection display, the letter corresponding to the code (A through H)
and scratchpaddisplay. will appear to the right of the missile number.

21.8.7.I.l Missile Status Display. A separate When a missile is designated as the priority
status display is maintained for each of the eight missile (next missile to be launched), the brackets
possible missiles that could be loaded on the will appear around the missiie number/letter code.
21-37 ORIGINAL
 NAVAIR Ol-HIAAC-1

ARMED STATUS
INDICATORS
>
PRI ALT CM LAL-L
(A3) 83 RAP WC/
-+
CHANNEL AND MISSILE SCRATCHPAD
CODE SELECTION DISPLAY
DISPLAY

LAST, PRST, or OFF will be dIsplayed for 5 seconds, dependInS on the

THCDP LSR key.

Figure 21-19. Primary Display

Figure 21-20. Steering Display

21-38 ORIGINAL
 NAVAIR Ol-HlAAC-1

The bottom row of each missile display field is HELLFIRE mode the display appears in the lower
used to convey the current status of the missile. The right comer of the scratchpad. The current laser
displays in this area are described as follows: mode is displayed for 5 secondswhen the LSR key
is first depressed, or when the THCDP mode has
Display Meaning changedbetweenTOW and HELLFIRE. Laser mode
changescan only be made while the current state is
Blank Missile not selected or no missile displayed by subsequent presses of the LSR key.
present. The laser mode will initially default to laser off a(
power-up.
BIT BIT in progress on missile.
21.8.7.1.3 Armed Status Indicators. A display
BF Missile has failed BIT. when the MASTER ARM is not armed is indicated
by arrows z c below the missile status displays
MF Missile has failed (other than BIT). (Figure 21-19). Both the left and right launchersare
safed as indicated by the cross-hatched bar below
SEL Missile has been selected; laser code the respective launcher.
is being sent to missile.
21.8.7.1 A Missile Channel and Code
RDY Ready - Missile is powered. The Selection Display. The display shows the laser
seeker has accepted the laser code codes and missile quantities assigned to the two
that appearsnext to the missile active laser channels: primary and alternate. The
number and the seeker spins up and abbreviations PRl and ALT always appear on the
is uncaged.In LOAL modes, the display as shown. Below each abbreviation is a
priority missile could now be display of the laser code (A through H) and missile
launched; in LOBL modes, the quantity (0 through 3) assigned to each of the
missile seeker begins searchpattern. channels. The brackets indicate under which of the
two laser channelsthe next missile will be launched.
TRK Tracking - Missile seeker has These brackets can be toggled between the primary
acquired and locked onto a target; and alternate designationsthrough manual action of
seekerwill continue to track target the missile channel selection (PRI/ALT) switch, or
until gimbal limits are reached or they will be toggled automatically after each
received laser energy is lost; in successful missile launch in the RIPL mode.
LOBL, the priority missile could
now be launched if the launch 21.8.7.1.5 Scratchpad Display. The scratchpad
constraints window is satisfied. display will be used for a variety of applications and
miscellaneousfunctions. The contents, duration, and
HF Hangfire - Missile completed priorities for this display are preprogrammed. In
launch sequenceto leave the general, the contents for this display will be derived
launcher rail. HF flashes in all four from the following areas:
squaresuntil launch motor burnout,
then displays continuously. 1. BIT messages (BIT in progress, BIT
failures, etc.)
SF Station failed. 2. Laser code display
UNL. Unlatched - Launcher is present 3. Data entry sequences(for laser codes, etc.)
but not properly latched or the latch
handle is not properly seated/latched 4. Launch sequencemode display
(TABLE
I.D.m: 5. Seeker acquisition mode display
21.8.7.1.2 Laser Status Display. 6. Whether the gunner (GIG), pilot (PIG), or
gunner in pilot override (POR) is in control
The display shows LSR OFF for laser off. LSR of the system
FST for laser first, and LSR LST for laser last.

I
When in the TOW mode, the display appearsin the
lower left hand comer of the scratchpad. When in
21-39
7. Laser mode state either OFF, FST (first) or
LST (last).
ORIGINAL
I
 NAVAIR Ol-HlAAC-1

8. Miscellaneous functions (CCM on, etc.). Panel functions that are peculiar to one panel or the
other are noted in the description of the function.
21.8.7.2 Steering Display. This display (Figure
21-20) occurs only when the priority missile (next 21.8.8.2.1 STBY. STBY is an inactive mode
missile to be launched) is tracking a laser target. The because no missile can be selected, armed, or
channel and missile code selection and scratchpad launched in this mode. All other positions of the
displays are the same as for the primary display system mode switch are active modes because
except that they have been reduced to one row of missiles can be selected, armed, and launched in
display information. these modes.
When switching the THCDP on while the mode
21.8.7.2.1 Priority Missile Indicators. The selection switch is in STBY, a full system BIT is
priority missile indication consists of the number for performed. This BIT includes tests of the THCDP
the next missile to be launched (1 through 8) and missiles. While this BIT is being performed, the
enclosed in brackets. Missiles 1, 3, 5, and 7 are on display will appear as shown in Figure 21-21, view
the left, and missiles 2, 4, 6, and 8 are on the right. A. The numbers 1 through 8 identify the presenceof
missiles in the launchers. If a missile is not present,
21.8.7.2.2 Launch Constraints Window. The but the launcher is, then a dash (-) appearswhere the
launch constraints window is a circle that represents missile number would normally be. If a launcher is
the azimuth and elevation constraints within which a not present,the corresponding half of the display is
missile is launched. The launch constraints window completely blanked. The missile status display BF
is displayed with the steering symbol. means that a missile failed its BIT and will not be
available for launch. The missile status display BIT
21.8.7.2.3 Steering Symbol. The steering means that BIT is currently in progress on that
symbol is a cross that represents the azimuth and missile. Missile BIT is normally performed in pairs
elevation angles of the priority missile seeker head when possible. Full system HMS BIT normally lasts
relative to the missile longitudinal axis. The center around 2-l/2 minutes. NTS will perform its BIT in
of the launch constraints window represents the conjunction with HMS BIT. Time to complete the
longitudinal axis of the missile. The crewmember full HMS BIT will vary depending on the number of
steers the helicopter to bring the center of the missiles loaded. Any BIT in progress can be
steering symbol within the boundaries of the launch overridden by switching from STBY to any active
constraint window before the priority missile is mode.
launched. When the MASTER ARM switch is not in
the ARM position, arrows appear at the base of the After BIT is completed, the display will appearas
launch constraints window. shown in Figure 21-21, view B, if no major failures
other than missile failures have occurred. The
21.8.8 THCDP Functions (Figure 21-15). missile status display MF means that a missile
failure was detected, but not during BIT. An SF
21.8.8.1 Power (BRTIOFF) Switch. would indicate a station fail. A missile with either
SQ~IJF will not h? availnhle fnr lannrh If a major
unit has failed, i.e., THCDP, HPCP, RHE, MRTU,
21.8.8.1.1 OFF Position. In this position, or launcher, a failure message will appear in the
primary power is removed from the THCDP, HPCP, scratchpad area as shown in Figure 21-21, view C.
RHE, MRTU, and NTS. The 28 vdc power to the This messagewill remain until acknowledged by the
launchers is direct from the helicopter circuit gunner by pressing the CLR pushbutton on the
breakers. keyboard. If a failure occurs that renders the system
inoperative, then a SYSTEM FAIL messageappears
21.8.8.1.2 BRT Position. Applies power to the in the scratchpadas shown in Figure 21-21, view D.
TMS, HMS, and NTS, and allows adjustment of the When a SYSTEM FAIL occurs, the system is
brightness of the video display. automatically put in the STBY mode and the display
is as shown; acknowledgment will allow (where
21.8.8.2 System Mode Switches. Both the possible) other failed items to be displayed once.
THCDP (Figure 21-15) and HPCP (Figure 21-16) When the SYSTEM FAIL comes back up, no other
have a rotary-type system mode switch whose switch actions on the THCDP or the HPCP will be
HELLFIRE control functions are nearly identical. acknowledged. These conditions will remain until
21-40 ORIGINAL
 NAVAIR Ol-HlAAC-1

I -><-
PRI ALT STBY
I

TESl/Sl’SY DISPlAY NORMAL TEST,STSY DISPLAY

DURING SIT (AFTER SIT COMPLETED)

VIEWA VIEW 6

I “1’1”1”1
I I

I-ESVSrEY DISPLAY WITH FAIL MESSAGE TOTAL SYSTEM FAlLURE DISPLAY

(REMAINS UNT”. ACKNOWLEDGED) SYSTEM INOP; NO OPERATOR
L=LEFIHAND INPUTS ACKNOWLEDGED; DISPLAY
R - RIGHT NAND REMAINS UNTIL POWER RECYCLED

VIEW c

Figure 21-21. Test/Standby Displays

21-41 ORIGINAL
 NAVAIR Ol-HlAAC-1

the failure clears up, or system power is recycled. 21.8.8.2.5 GNR CONT. This position on the
Information is available to maintenancepersonnelby HPCP (Figure 21-16) is used to determine
entering the maintenance mode as described in crewmember priority for LOALlLOBL mode
1 paragraph21.8.9.14. selection, missile channel selection, and missile
launch. When the HPCP mode switch is in the GNR
When switching from any active mode to STBY, a CONT position, the THCDP system mode switch
less comprehensive BIT is performed that includes and missile channel selection switch have priority
the RHE, THCDP, and launchers.This BIT normally and only the gunner can launch a missile by using
lasts for about 20 seconds and can be overridden in the WING ARM FIRE button on his cyclic control
the same manner as before. Also, if training missiles stick or if selected, the MSL switch on the LHG.
are loaded and have been launched (simulated) as When the HPCP mode switch is in any other
part of an exercise, they can be recovered by position (and PILOT OVERRIDE is OFF and the
switching from any active mode to STBY. When the THCDP switch is in an ACTIVE mode), then the
THCDP system mode switch is in the STBY HPCP mode switch and missile channel selection
position, the rotary and pushbutton switches on the switch have priority and only the pilot can launch a
HPCP are nonfunctional. missile by using the WING ARM FIRE button on
his cyclic control stick.
21.8.8.2.2 LOAL. In the LOAL position, missiles
are launched against targets without having 21.8.8.3 Missile Selection Keys. Both the
previously acquired or locked on to any laser energy. THCDP and HPCP have a pushbutton switch for
LOAL allows the helicopter to launch missiles PRI and ALT laser channel selection. The THCDP
without exposing itself to the target. Missiles are switch, when in control, is used to select channel
selected, assigned laser codes, armed, and are then (PRI or ALT) for laser code and missile quantity
ready for launch. Three trajectories are selectablefor assignment or to select the priority channel, the
LOAL launch and are selected based on the terrain channel for next missile launch. The HPCP switch,
obstacles and distance between the helicopter and when in control, selects the priority channel only.
the target. In the LOAL LO mode, the missile climbs
to a prescribed altitude after launch, begins 21.8.8.4 Missile AUTO CODE Selection
searching for a target at the top of its trajectory, and Switch. This THCDP pushbutton switch prepares
continues on the flightpath until it locks on and the THCDP to receive an alpha laser code designator
homes to a target. In the LOAL HI mode, the missile followed by a numeric missile quantity.
climbs to a higher prescribed altitude, and in LOAL
DIR, it pursues essentially a straight and level 21.8.8.5 Launch Sequence Mode Switch.
flightpath while searching for a target. This THCDP switch is a three-position, lever-lock
switch (RAPID, RIPL, and MAN) that determines
21.8.8.2.3 LOBL. In the LOBL position, missiles the sequence (rapid, ripple, or manual) in which 1
are launched against targets only after they have missiles are selected and launched.
locked onto and tracked the laser energy reflected
from these targets.LOBL allows a higher probability
of kill against obscure or close-range targets. First,
missiles are selected and assigned laser codes. Then,
after accepting the laser codes, the missile seekers During autonomous designation with the
begin a preprogrammed box scan pattern searching NTS LCP in AUTO (THCDP priority
for a target. This will continue until a target can be missile selection sets RFTDL laser code)
found. Once a target is acquired, locked onto, and do not use the ripple launch sequence,or
tracked, the missile can be launched if the steering the laser may not designate with the
symbol is within the launch constraints window on proper code.
the steering display.
21.8.8.6 Data Entry Keyboard (Figure 21-
21.8.8.2.4 ORIDE. This position is identical to the 15). Keyboard pushbuttonsA through H input alpha
LOBL position except that the missile launch is not laser code designators; 1 through 9 and 0 input
inhibited by launch constraints. The position is numeric laser code digits, missile quantities, and
spring-loaded SO that override selection must be select the next missile for launch when the launch
repeatedfor each missile launch. mode switch is in the MAN position; STOR initiates
21-42 ORIGINAL
 NAVAIR 01.HlAAC-1

storage of a new alphanumeric laser code list adjusts THCDP brightness relative to the manual
sequence;LIST is used to view codes assignedto A setting.
through H input requests;ENTR terminates the data
input process;CLR aborts data in process;and CLR, 21.8.9 THCDP Operation.
LIST, and ENTR, when pressed simultaneously,
zeroize storage laser codes. 21.8.9.1 Laser Code Entry and Display. Laser
codes are used for encoding laser energy to provide
21.8.8.7 Miscellaneous Function Switches. the means for the missile seeker to correctly
The THCDP has three active miscellaneous distinguish one enemy target which is being
pushbutton switches: CCMKAM, LSR, and BIT designated from another target which is also being
(Figure 21-15). designated and to provide protection from
background noise and jamming. A laser code
21.8.8.8 LSR Key. The LSR pushbutton selects consists of a four-digit number. The THCDP is
the laser rangefinder first or last pulse logic and capable of accepting and storing up to eight different
engagesone of the laser arm interlocks for the NTS laser codes.Each code is identified and addressedby
means of an alphabetic character, A through H.
RFI’DL. The LSR key cycles the laser mode from Laser codes can be entered, listed, or zeroized at any
laser off, to laser first, to laser last with successive
time except during the diagnostic mode.
presses.The display shows LSR OFF for laser off,
LSR FST for laser first, and LSR LST for laser last.
When in the TOW mode, the display appears in the 21.8.9.1.1 Laser Code Entry. Laser codes are
entered into the system by a sequenceof keyboard
lower left hand corner of the scratchpad. When in steps as follows:
HELLFIRE mode the display appears in the lower
right corner of the scratchpad. The current laser 1. STOR
mode is displayed for 5 seconds when the LSR
pushbutton is first depressed,or when the THCDP 2. A, B, C, D, E, F, G, H (laser code address)
mode has changed between TOW and HELLFIRE. 3. 1 (most significant digit)
Laser mode changes can only be made while the
current state is displayed by pushing the LSR key. 4. 1, 2, 3, 4, 5, 6, or 7 (next most significant
The laser mode will initially default to laser off at digit)
power-up. 5. 1,2, 3, 4, 5, 6, 7, or 8 (next most significant
digit)
21.8.8.8.1 CCMICAM. During any active HF
mode (LOAL/LOBL), the CCM/CAM pushbutton 6. 1, 2, 3, 4, 5, 6, 7, or 8 (least significant
may be used to cycle the counter-countertneasures digit)
functions of the missile from off to on to off. CAM 7. ENTR.
is active only in the TOW mode.
When the STOR pushbutton is pressed, the
21.8.8.8.2 BIT. When the system is in HF STBY, scratchpadareablanks, the messageSTORE appears
pushing the BIT pushbutton will perform BIT on all on the top line, and five underscoresappear on the
missiles. When in an active mode with the MAN bottom line (Figure 21-22). As charactersare entered
in stages2 through 6, the entry will replace one of
launch sequence selected, pushing the BIT the underscoresfrom left to right. The THCDP can
pushbutton will perform BIT only on the currently determine whether a letter or number is intendedfor
selected missile. In TOW STBY or TSU/GUN and the keystrokes by its relative position in the
BIT, pushbutton will initiate BIT on the entire TOW sequence.After all charactershave been entered and
system. inspected,the crewmember pressesthe ENTR key to
command acceptanceby the system. If the data was
21.8.8.9 Warning Light Annunciator. This entered correctly, the scratchpad will blank and then
annunciator will illuminate FAIL if the 28 vdc input return to the normal display. Otherwise, the message
voltage or the CRT controller fails. The annunciator INVALID will appear in the scratchpad for 5
will flash on and off if certain software errors occur. seconds, indicating that the data was not accepted.
The entire sequence can be aborted at any time
21.8.8.10 Auto Dim Sensor. The auto dim between the STOR and ENTR steps by pressing the
sensor sensesambient light level and automatically CLR pushbutton.All currently stored laser codes are
21-43 ORIGINAL
 NAVAIR 01-HlAAC-1

retained after power off occurs and will be available

when the system is powered up again.

PRI ALT STORE PRI ALT LIST

CR23 Bl El437
/
%%F
Figure 21-22. Scratchpad During Store Code Data Fiaure 21-23. ScratchpadAfter List Code
Entry Request

21.8.9.1.2 Laser Code List. To call up a laser

code for display, the following sequenceof keyboard
steps is required:

1. LIST &+g
2. A, B, C, D, E, F, G, H (laser code
designation)
PRI ALT CODES
3. ENTR.
B3 ZEROIZED
When the LIST key is pressed, the scratchpad
blanks and the message LIST appears on the top Figure 21-24. ScratchpadAfter Press to Zeroize
line. After the laser code address (A, B, C, etc.) is
entered, the letter and four-digit code currently
stored for that address (letter) will appear in the 21.8.9.1.4 Primary and Alternate Laser
bottom line of the scratchpad (Figure 21-23). The Channel Selection. Eight laser codes can be
display will remain for 5 seconds, then revert back stored in the THCDS; only two laser codes can be
to the normal display for that mode. If the ENTR active with the missiles at any given moment. These
key is pressedprior to 5 secondsafter the last ENTR two laser codes are designated as the primary and
key dttring n LIST uyslaiiun, ik mxi scquenriai alternate laser channels. Each of these laser channels
letter code and four-digit code appear for 5 seconds has from 0 to 3 missiles assignedto it. The quantity
and then the cycle can be repeated each time the shown will be the number of missiles coded on the
ENTR key is pressed. channel by the system. The legends PRI and ALT
always appearon the display (Figure 21-25). Under
21.8.9.1.3 Zeroizing Laser Codes. Zeroizing is each is the letter of one laser code (A, B) and the
accomplished by simultaneously depressing the number of missiles (2, 3) currently assigned to that
CLR, LIST/O, and ENTR pushbuttons. When channel. The brackets indicate which is the priority
acknowledged, the message CODES ZEROIZED channel. Whichever crewmember has priority for
will appear in the scratchpad and last for 5 seconds control can toggle the priority channel (and brackets)
(Figure 21-24). Once zeroized, the previous laser between the PRI and ALT channels by pressing the
codes cannot be recovered and must be manually missile channel selection switch. Whenever the
reentered and selected missiles will deselect. STBY THCDP system mode switch is in the STBY
ZEROIZED will appear in the scratchpad and will position, the selection switches are nonfunctional
remain until at least one laser code is reentered. and the display area under the PRVALT legends is
21-44 ORIGINAL
 NAVAIR 0%HlAAC-1

blanked. After the system has been coded in an currently selected is assigned the laser code
active mode, entry into STBY will save the last designated to the priority laser channel. After each
channel status (code and quantity) for use when an missile is launched, the next missile in sequencewill
active mode is reentered.This data is lost when the be automatically selected. However, this selection
THCDP power is switched to OFF. can be overridden by the procedure described in
missile selection. The MAN position of the launch
21.8.9.2 Launch Sequence Mode Switch. The sequence mode switch is lever locked to prevent
launch mode switch, a three-position, lever-lock accidental selection.
toggle switch, is used to select the mode in which
missiles are selected and launched from the 21.8.9.6 Missile Selection. Whenever the
helicopter. In the RAPID and RIPL positions, system is in an active mode and the RAPID or RIPL
missiles are selected automatically by the system launch sequencehas been selected, missiles will be
based on designations for the PRI and ALT laser automatically selected and replenished basedon the
channels. In the MAN position, missiles are selected current designations for the PRI and ALT laser
manually by the gunner. This switch is channels. For the MAN launch sequence, missiles
nonfunctional when the THCDP system mode switch are selected automatically but can be manually
is in STBY. overridden. Individual missiles may take up to 30
seconds to spin up and code.
21.8.9.3 RAPID Mode. In the RAPID mode,
missiles are selected automatically and launched 21.8.9.7 Automatic Missile Selection. To
successively under a single laser code. This code change the current designations for laser code and
will be the code assigned to whichever of the PRI/ missile quantity of the priority laser channel, the
ALT laser channels is designated as the priority following data entry sequenceis used:
channel. Missiles will be automatically replenished 1. AUTO CODE
as they are launched provided there are uncoded
missiles still available. 2. A, B, C, D, E, F, G, or H (laser code
address)
21.8.9.4 RIPL Mode. In the RIPL (ripple) mode,
missiles are selected automatically and launched 3. 0, 1, 2 or 3 (missile quantity)
alternately under each of the two active laser 4. ENTR.
channels. After each successful missile launch, the
system automatically switches the priority laser When AUTO CODE is pressed, the scratchpad
channel between PRI and ALT. Missiles will be blanks and the message AUTO appears on the top
automatically replenished as they are launched row with two underscores on the bottom row as
provided there are uncoded missiles still available. illustrated in Figure 21-25. As steps (b) and (c) are
performed, the underscores are replaced by the
21.8.9.5 MAN Mode. In the MAN (manual) character entered. After ENTR or when an invalid
mode, missiles can be selected either manually or key is pressed, the normal display returns or the
automatically but only one at a time. The missile messageINVALID signals an error. The display for
PRI and ALT should changeaccordingly, and, when
necessary, missiles will deselect and recode to the
new designation. The CLR pushbutton can be used
to abort the data entry sequence.This procedure is
only allowed when the system is in an active mode.
The auto code cycle through the RHE may take 7 to
10 seconds.The samealpha code on both channels is
allowed.

21.8.9.8 Manual Missile Selection. The manual

missile selection procedure can only be performed
when the system is in an active mode and the MAN
launch sequencehas been selected. At this time, the
Figure 21-25. Scratchpad During Auto Code Data keyboard will be hot for manual missile selection.
Entry The procedure is as follows:
21-45 ORIGINAL
 NAVAIR 01-HlAAC-1

(W

Figure 21-26. Training Missile Display

1. 1, 2, 3, 4, 5, 6, 7, or 8 (missile selection) To leave the simulated launch mode when a

mixture of missiles is present, the training missiles
2. ENTR. must be removed from the launchers.
After the first key is pressed,the scratchpad will Tactical missiles are selected and launchable
blank. The legend MAN SEL will appearon the top when the system is returned to an active mode.
row with the missile number selected on the bottom
row. After ENTR is pressed,the missile number is 21.8.9.10 Active Mode Displays. Figure 21-27
replaced by the legend IN PROG on the bottom row. illustrates four possible display scenarios for
This display will remain from 1 to 8 secondsas the different active modes with different parameters.
system performs the manual selection. If the
r.3n,,nn+~.-l
.-l”.,“.-u ..,.:**:,.. :* ..“I
...““..., L” ..,.t YI....Y”.I,
“.,“:l^t.L +I.- “..^S^_ ......I.
..a., ‘,a’.” ..a 21.8.9.10.1 LOBL Status Display. Figure 21-
return the original missile. If no missile is available, 27, detail A, depicts a possible display during LOBL
the system remms to nothing. The CLR pushbutton mode. The legend LOBL indicates the LOBL
can be used to abort this sequence. The original position that the system mode switch has selected.
missile is then reselected.Zeroize will also abort the PIC means that the pilot is in control for seeker
sequenceand zeroize codes. acquisition selection (LOAL or LOBL), laser
channel priority selection (PRI or ALT), and missile
21.8.9.9 Selection With Training Missiles. launching. RIP indicates that the ripple launch
When a mixture of missiles (tactical and training) or sequence is selected. CM means that the missile
only training missiles are present and the system is counter-countermeasure features are turned on.
powered up, the system will be in the simulated Inspection of the PRI/ALT display shows that two
launch mode. This mode will allow selection and missiles under laser code A are assignedto the PRI
launch of only training missiles. Training missiles channel and two missiles under laser code B are
are indicated by a T before the missile number assigned to the ALT channel. The brackets indicate
(Figure 21-26). that the PRI channel has priority.

21-46 ORIGINAL
 NAVAIR 0%Hl AAC-1

PRI ALT LAL-D

W) 61 WAIT GIC J

(4 w

PRI ALT
D0 m &(W 83 RAP PIC

Figure 21-27. Typical Display Scenarios for Different Operational Parameters

The missile status display (Figure 21-27, detail A) 21.8.9.10.2 Steering Display. The steering
shows that six missiles remain. The letter next to a display is shown in Figure 21-28. The launch
missile indicates the laser code assigned to the constraints window represents a circle of 40’ 1
missile. Missiles 4 and 7 are assigned to laser code diameter through which a missile can be launched.
A and missiles 1 and 8 are assignedto laser code B. The center of the circle represents the centerline
boresight of the missile. The steering symbol is a
SEL means that missile 8 hasjust been selected and dynamic display that is positioned with respect to
the laser code is being sent for acceptance. RDY the center of the circle to representthe direction the
means that missiles 4 and 7 have already accepted seekeris pointing (and thus where the target is) with
the assigned laser code. Since the LOBL mode is in respectto the missile centerline. The helicopter must
effect, missile 4 will be employing a box-scan be positioned so that the steering symbol is inside
pattern searching for a target. TRK means that the circle. Whenever the center of the steering
missile 1 has already acquired a laser target and is symbol is outside the circle, the symbol will flash to
tracking it but no steering display comes up because indicate that the target is outside of launch
constraints. A missile can be launched in the LOBL
the ALT channel is not the priority channel. Under mode wheneverthe target is within launch restraints.
normal circumstances, when one missile under a If ORIDE has been enabled, the priority missile can
given laser code is tracking a target, all other RDY be launched whenever it is tracking a target.
missiles under the same laser code will be slaved to
the same target and display TRK when they acquire. When the MASTER ARM is not armed, the
The brackets around missile 4 signify that it is the display >< will appear as shown in Figure 21-28,
next missile to be launched (priority missile). detail A. The POR in Figure 21-28, detail B, is pilot
However, it must first be tracking a laser target override.
(TRK) before it can be launched becauseit is in the The bracketed number in the upper left or upper
LOBL mode. Once the priority missile is tracking a right corner of the display indicates the next missile
laser target, the display will automatically change to to be launched and will appearon whichever side the
the LOBL steering display. missile is loaded: odd on left, even on right. The
21-47 ORIGINAL
 CSJ
NAVAIR 01 -Hl AA&l

+0
I 1 cm BJ’<RAP PIC

Figure 21-28. Steering Displays

bottom row of the display will be identical to what 21.8.9.11 Missile Launch Enable Trigger.
was on the bottom row of the status display. If When all prelaunch conditions are met, a missile is
ORIDE has been enabled, the legend ORID will launched by pressing the WING ARM FIRE button
appear in place of the launch sequence mode on the cyclic stick of the crewmember who has
display. control for firing, or the gunner may select MSL
switch on the LHG by raising the guard. The actual
21.8.9.10.3 LOAL Status Display. Figure Zl- launch sequencefor a missile takes several seconds.
27, detail B, depicts a possible display during the While a launch is in progress, the brackets around
LOAL mode. Here, there are no missiles on the the priority missile on the display will flash. If the
bottom rails of either launcher. Missiles 7 and 8 are missile being launchedhangfires, the legend HF will
assignedto laser code A (PRI) and missile 5 to laser flash for several secondsbefore burning steadily.
code B (ALT). Missiles 5 and 8 are RDY which
means iaser codes have been accepted and the 21.8.9.12 Deicing. Some missiles may be
seekersare in a fixed stare position down the missile equipped with frangible, opaque domes to prevent
centerline. The priority missile 7, as indicated by the ice from forming on the seeker window. These
brackets with a flashing HF. has a hangfire in domes are equipped with ejection squibs and must
progress. be blown off before the seekercan acquire a target,
The scratchpad shows that the system is in the if icing occurs. In LOAL modes, these domes are
LOAL DIR mode (LAL-D) and that the gunner is in ejected as part of the launch sequenceand require no
control (GIG). The legend WAIT is displayed for a direct action by the crewmember. In LOBL modes
maximum of 8 secondsafter missile launch to ensure during icing conditions these domes must be ejected
an adequate time spread between missile launches before target acquisition to permit tracking and
under the same laser code. This allows the laser missile launch. These domes are ejected by using the
designator (ground or airborne) adequate time to MSL DEICE switch of the priority crewmember. If
switch between targets. The message is informative the system is in LOBL and the priority missile is not
only and does not actually prohibit the launching of tracking a target, the action of the MSL DEICE
a missile. switch will send a command to eject the deicing
21-48 ORIGINAL
 NAVAIR 01 -Hl AAC-1

domes on all of the missiles assigned to the priority 21.8.9.15.2 Maintenance Test Displays. When
laser channel. When this occurs, the legend a maintenance test display is present (Figure 21-30),
DEICING appears in the bottom row of the only failed items will be listed.
scratchpad for 5 seconds.
1. NXT indicates another page as in Figure 21-
30, detail B.
21.8.9.13 Armed Status Indicators. Figure 21-
27, detail D, depicts a display where the MASTER 2. The faults are listed according to priority
ARM is not armed as indicated below the missile and the list can be displayed in sequence by
status displays, and both the left and right launchers depressing key 1 (detail request key).
are safed as indicated by the crosshatched bar below
3. An advisory page will be displayed between
the respective launcher.
the SRA level and detailed depot level
maintenance displays.
21.8.9.14 Maintenance Mode. The maintenance
mode allows the crewmember or maintenance 4. To exit the display, depress the CLR key.
personnel to examine detailed BIT status
information and to perform interactive BIT checks 21.9 AIM-S/AGM-122 MISSILE SYSTEM
that cannot be performed without interfering with
The AIM-9 missile system is an air-to-air weapon
normal THCDS operation. The maintenance mode
system capable of launching Sidewinder missiles.
can only be initiated in STBY by performing the
The Sidewinder guided missile is a supersonic
following data entry sequence:
weapon with infrared target detection that is
1. LIST propelled by a solid propellant motor. The system is
powered by the 28 vdc essential bus and a I15 vat,
2. 9 400 Hz, 365 volt-ampere, single-phased, AIM-9
static inverter. The AIM-9 circuit breaker, located on
3. 9
the armament circuit breaker panel, applies 28 vdc
4. 9 power and protects the system. The AIM-9/AGM-
122 missile system interfaces with other helicopter
5. ENTR. systems as shown in Figure 21-31. Additionally, the
AIM-9 missile system provides all necessary
21.8.9.15 Maintenance Mode Display. The helicopter and missile system interfaces to fire the
maintenance mode enables the menu driven test AGM-122 Sidearm antiradiation missile. The AGM-
display to delineate fault isolation to the WRA and 122 is a supersonic antiradiation guided missile
for the THCDS to the SRA (Figure 21-29) with configured with a passive RF target detector and is
successive pages of detailed fault codes (Figure 21- propelled by the same propellant motor used by the
30). Failures are indicated by FAIL in inverse AIM-9.
characters, associated with a list of items, and/or an
illuminated front panel fail indicator. 21.9.1 AIM-S/AGM-122 Launch Control
System. The launch control system consists of the
21.8.9.15.1 Maintenance Menu. When the CCU, UNCAGE/FIRE switch, PRU, and the AIM-9
maintenance menu is displayed (Figure 21-29), the interface control unit.
following data entry is in effect:
21.9.1.1 Cockpit Control Unit (CCU). The
1. NXT (next) on the last data line of the page CCU (Figure 21-32) is located on the upper left side
indicates another page follows. To advance of the pilot glareshield. The CCU provides the pilot
the page, depress key 0; to return to the with selection, arming and firing control, and
previous (PRE) page, depress key 9. indicator functions.
2. To select an item on the displayed page.:
21.9.1.1 .l Mode Select Switch. The mode
a. Depress the key for the item number - select switch is a three-position, lever-lock, toggle
the underscore will move under that switch.
number.
1. OFF position. Missile detectors are not
b. Depress ENTR - a fault page should being cooled and priority missile audio is
appear. present on ICS.

21-49 ORIGINAL
 NAVAIR Ol-HlAAC-1

PRESS FOR DETAIL PRESS FOR DETAIL

I - THCDP m 5 - 1553 BUS
2 - RHE 6 - PANEL TEST
3 - MRTU 7 - DISP CNTL TEST
4 - HUDS 8 - IDENTIFICATION
PAGE 0 = NXT PAGE 9 = PRE
d c d
(A) (6)
mm:;,
-20

Figure 21-29. Maintenance Menu Display

2. STBY position. Selected missiles are being selected station will indicate armed when the mode
cooled and priority missile audio is not select switch and the MASTER ARM switch are
present on ICS. positioned to ARM. To deselecta station, the switch
is depressed and the legend will extinguish. The
3. ARM position. Selected missiles are being blank switches shown in Figure 21-32 are inactive. 1
cooled, priority missile audio is present on
KS, and missile lock-on may occur. With 21.9.1 .1.3 AIM-S/AGM-122 Volume Control
the mode select switch in ARM and the Switch. The VOL switch controls the volume level
MASTER ARM switch in ARM, the ARM
indicator is illuminated on the CCU and the of the audio tone on the ICS when power is applied
to the AIM-9/AGM-122 system.
missile may be launched. Removal of either
switch from the ARM position disarms the
71
- 9_. 1. . 1. . A. IWWRRT
- .._ -... f%ntrol
-0 _.... -. Switch
- . ..__... The
_.._ DIMI
---
pliuliiy ukiit: arrd iirr. Aiiivi indicaior
extinguishes. The missile will remain BRT control switch controls the brightness level on
selected. CCU indicators. (This switch does not control the
edge lit panel.)
.~..bw..8ss..8.
CAUTION 21.9.1.1.5 STBV AC FAIL Light. This indicator
I -.*.*.....wn I will illuminate if the AIM-9/AGM-122 system loses
The AGM-122 Sidearm missile seeker (AIM-9 inverter) ac voltage (Figure 21-32).
does not require cooling. However, the
nitrogen bottle should be installed to 21.9.1 .1.6
PUSH TO TEST Switch. This switch,
avoid system contamination. when depressed,will test the indicator lamps on the
ecu.
21.9.1 .1.2 Select/Deselect Switches. These
switches are pushbutton-type with illuminated 21.9.1.2 AIM-9 UNCAGElFlRE Switch. This
indicators. To select missile station, depress the three-position switch (Figure 21-32) is located on
switch; the station selected will illuminate. The the pilot collective switch box and is spring-loaded
t 21-50 ORIGINAL
 NAVAIR Ol-Hl AAC-1

FAULT ISOLATION TO SRA LEVEL

’ THCDS FAULTS - SRA .

- LOGIC SUPPLY
- CRT + I/O CARD
- CPU CARD

, l=DT
(4

DETAILED FAULT DISPLAY

.
THCDS FAULTS - D - THCDS FAULTS - D -
- SPLY FAIL +21V - HPCP MODE SW
- EPROM = 1 CHKSUM - SYNCHRO RANGE
- PERIF CTL STAT (VALUE = 322 DEG)
- KEYBOARD JAM = 5
PAGE O=NXT PAGE 9 = PRE
/ ,
(W (9
2os3n-a
51914

Figure 21-30. Maintenance Test Displays

21-51 ORIGINAL
 NAVAIR Ol-HlAAC-1

Figure 21-31. AIM-9 Launch Control System Diagram

to the center. The switch provides uncage/cage 7 launchers. The interface contiol unit will respond
commands to the missile gyro and fire commands to only to coolant commands, arm commands, and fire
the priority missile. A switch guard prevents the fire commands for the selected missile.
circuit from being activated inadvertently. When the
switch is pulled in the direction of the UNCAGE 21.9.1.4 Power Relay Unit. The PRU contains
arrow, the missile gyro is uncaged and the relays for controlling each of the loaded missiles on
UNCAGE indicator on the CCU illuminates. The command from the AIM-9 interface control unit.
pilot pulls the UNCAGE trigger when the missile The power controlled to each missile is primary ac,
lock-on signal is heard through the ICS. The missile dc, uncage power, coolant power, and arming and
seeker head will uncage and track the target. A firing power. All power applied to the AIM-9 system
second pull of the switch in the direction of the by the PRU is under control of the AIM-9 interface
UNCAGE arrow will ,..-
cage the missile gyro and control unit.
c,&rrg:uibir iirt: .UIYL*V~.
...^. mdicaror. To iauncb the
missile, raise the switch guard and push the switch The PRU circuitry is designed to illuminate a
in the direction of the FIRE arrow. STAY AC FAIL indicator on the CCU should the
AIM-9 static inverter fail.
Note
21.9.2 LAU-7 Series Missile Launcher. The
During AIM-9/AGM-122 missile firing, LAU-7 series missile launcher (Figure 21-33)
all weapon systems are disabled and the provides a platform for carriage, suspension, and
turret automatically returns to the stow launching of all AIM-9 series missiles. The launcher
position until 4 to 5 seconds after the is suspended on parent racks with the use of the
missile leaves the launcher. pylon adapter.The LAU-7 launcher is equipped with
a mechanical safety pin, a detent holddown pin, and
21.9.1.3 AIM-9 Interface Control Unit. The fin retainer springs. Insertion and turning of the
interface control unit contains the circuitry and logic safety pin will raise the aft detent lug, allowing
to issue and/or receive commands from the CCU, loading and unloading of a missile. The detent
LJNCAGEYFRE switch, power relay unit, and LAU- holddown pin locks the forward detent in place when
21-52 ORIGINAL
 NAVAIR Ol-HAAG-1

PILOT coLLECllVE
COCKPIT CONTROL UNIT STICK SWiTCH SOX

NOYENCIATURE FUNCTION
1. Mod. !Mect Satch
OFF - MbsllW not bang cwbd. Audb p-

Emv - Inltbtw cooling ol sabcbd mbalb. Mb sIbrat.

ARM- P!WderMlllWbg4tO~ OfrrrrmR-

awItch I, In ARM). Audio pmsent.

2. Audio Volume Control - Controb audb signal Wluma on ICS heads&

2. CCU lndbabr light

Cmnrol - Contmb InbnsK~ d paml bmps.

4. Advbory Ted Switch

UNCAGE - Dbpbye whan ubcbd mlulb b unaged.

STBV AC FAIL - hldbabs Inverbr not paralng aVsbm.

PUSH TO TEST - lasts panel brnpa.

5. fMewDe=bcl Swnch
STA 4 SELECT -

ARM-

6. SebcWDmelH Switch
STA 1 SELECT -

ARM-

7. UNCAGE/FlRE !&Itch
UNCAGE lnltlal movam@nt toward UNCAGE .no*r “nap” mbaib
gyro. A wcond mowmmi toward the UNCAGE wmw wl”
cage mlullo oym.

FIRE Flms mbalb. (Switch guard mu* 69 dud.)

Figure 21-32. AIM-9/AGM-122 Missile System Controls

21-53 ORIGINAL
 NAVAIR 01-HlAAC-1

XIo99Psl
RECEWER GAGE
^

Figure 21-33. LAU-7 Series Missile Launcher

21-54 ORIGINAL
 NAVAIR 01-HlAAC-1

installed. The launcher spring-loaded detent prevents The TOW ACTIVATE SW is located in the lower
movement of the missile while suspended on the right turret area adjacentto the Ammo Boost switch.
launcher. The launcher power supply obtains 115 This switch will allow the helicopter to
vat, 400 Hz and 28 vdc from the helicopter and simultaneously carry auxiliary fuel tanks on the
furnishes all power to the missile. An audio outboard wing pylons while allowing use of the
amplifier amplifies the signal from the missile and ACQ/TRK positions of the TOW missile sighting
transmits an aural tone to the pilot. A nitrogen system. The TOW ACTIVATE SW in the ON
receiver is located in the aft section of the launcher.
The receiver provides a flow of nitrogen gas to cool position enables the outer wing pylons to articulate
the missile target detector. The AGM-122 does not normally when the TOW missile sighting system is
require nitrogen gas to cool the missile RF target active. The TOW ACTIVATE SW in the OFF
detector; however, the nitrogen bottle should be position disables the hydraulic system No. 2
installed to prevent system contamination. solenoid operated shutoff valve, keeping the TOW
pylon actuation system in the stowed position while
21.9.3 AIM-S/HUD Interface Unit. This unit allowing use of the TOW missile sighting system.
provides buffering, amplification, and switching The ejector of each pylon is equipped with an
circuits necessaryto select missile LOS signals for
display on the HUD. The selected LOS signal electrically operated ballistic jettison device. The
(which representsthe priority missile signal) is sent jettison system includes a breech block that utilizes
to the signal processorfor processing before being cartridges with independentfiring circuits.
displayed on the HUD.
21.10.1 Wing Store Stations. See Figure 21-34
21.10 WING STORES ARMAMENT SYSTEM for wing store station identification. Refer to NWP
553-AH1 for authorized loading and descriptive
Four attachment points are provided, two under data for wing stores, launchers, dispensers, and
each wing. The pylon assemblies include external delivery data.
store racks, sway braces, and electrical connections
for external stores. The entire assembly is enclosed
in a fairing that matches the wing contour.
The outboard attachment points of each wing
house a TOW pylon actuation system. Hydraulic
pressurefor system operation is powered by system
No. 2. A solenoid operated shutoff valve, closed
when deenergizedand open when energized, directs
flow to independent actuators mounted at the
forward end of each of the pylons. Placing the
ACQ/TRK/STOW switch on the SHC from the
STOW position to either ACQ or TRK will allow
hydraulic fluid to position the TOW launcher in
elevation, as directed by the TOW missile sighting
system. The limits of travel are approximately 12
degrees:7 degreesup and 5 degreesdown from the
helicopter waterline axis. In the stowed (4 degrees
up) position, the actuators are held in place by an
internal locking mechanism. The locks disengage
when pressure reaches250 psig, at which time the
actuators function as a load moving cylinder. To
return to the locked mode, the ACQ/TRWSTOW
switch must be placed in the STOW position; the
actoator will retam to a predetermined position and
will automatically lock at 100 psig decreasing Figure 21-34. Wing Store Stations
pressure.
21-55 ORIGINAL
 NAVAIR Ol-HIAAC-1

21.10.2 Wing Stores Jettison. The helicopter milliseconds after the outboard stores to prevent a
I. mcorporates an Emergency Wing Stores Jettison possible collision of the jettisoned stores.
System that allows the pilot or gunner to jettison There are three safety features built into the wing
selected wing stores when necessary.The pilot has storesjettison system:
an EMERGENCY JE’ITISON SELECT panel on the
pilot instrument panel and a JETTISON switch on 1. The delay of inboard storesjettison.
the collective switch box. The gunner has a WING 2. To prevent inboard stores from being
STORES JETTISON switch on the armament jettisoned first when certain outboard stores
control panel and a guarded WGST JETT switch on are present that would not permit clearance
the miscellaneous control panel. The pilot has five. for the inboard stores.
selection switches, while the gunner has only one.
The 28 vdc essential bus supplies power through 3. To prevent armed bombs from being
selection and jettison switches provided to both pilot jettisoned.
and gunner to detonate electrically fired cartridges
installed in each wing pylon stores rack. Gas Note
pressure from these cartridges actuates pistons, Jettisoning inboard stores with four TOW
which through mechanical linkage both unlatch the launchers, four HELLFIRE launchers, an
stores attachment hooks and push the ejected stores AIM-9 missile, or auxiliary fuel tank
away from the helicopter. Activation of a jettison installed on the outboard station will
switch (pilot or gunner) fires the cartridges and cause the outboard stores to be jettisoned
separates the stores. Pilot jettison switch must be first regardless of jettison select switch
held depressed for at least 1 second to assure position.
cartridge firing. Circuits are protected by the WING
STORES JETT PLT and WING STORES JETT 21.11 PILOT ARMAMENT CONTROLS AND
GNR circuit breakers on the pilot armament circuit INDICATORS
breaker panel.
Pilot armament controls are illustrated in Figure
21-36. Refer to armament systems for controls not
21.10.3 Jettison Select Panel. The pilot covered in the following paragraphs.
EMERGENCY JETTISON SELECT panel (Figure
21-35) utilizes five toggle switches to select the 21.11.1 Pilot Armament Control Panels
wing stations from which weapons/storesare to be (Figure 21-37). The lower armament control
jettisoned. Four numbered switches control panel (sheet 1) contains the controls and indicators
corresponding wing stations. These switches may be to arm and fire armament subsystems and use the
selected individually or in any combination desired helmet sight subsystem.The upper armament control
to jettison weapons/stores selectively. The switch panel (sheet 2) contains the controls to provide
labeled ALL selects all four wing stations to jettison recoil compensation inputs to the SCAS and manual
weapons/stores with one release pulse. Through a selection of range for the 20.mm turret and rockets
time delay circuit in the pilot jettison control panel, and to vary the bri_ehtnessof the pilot HS reticle.
the tnboarcl stores will be jettisoned 700 f 140 Testing of HS reticle lamps is provided.
milliseconds after the outboard stores to prevent a
possible collision of the jettisoned stores. After the Note
selection is made, release is initiated by pressing the
JETTISON switch on the collective stick switch box. The ROCKET RANGE KM knob factors
in airspeed but is calibrated to loo-foot
The gunner emergencyjettison selection switch is altitude, level delivery. Altitude deviation
a three-position switch labeled INBOARD, will require reticle adjustment. The GUN
OUTBOARD, and BOTH. The gunner cannot select RANGE KM knob setting is calibrated for
individual stations, but must select all stores through 200-foot level delivery. Altitude deviation
the BOTH position or either the INBOARD or will require reticle adjustment. The
OUTBOARD stores as pairs. The gunner fires the airspeed compensation system adjusts for
selected stores with the gunner JETTISON switch changing airspeeds
located on the gunner miscellaneous panel. When
the gunner selects BOTH, through a time delay 21.11.1.1 MASTER ARM Switch. The
circuit, the inboard stores will be jettisoned 500 MASTER ARM switch (Figure 21-37, sheet 1) is a
21-56 ORIGINAL
 NAVAIR 01-HlAAC-1

NOMENCIATURE FUNCTION

SSlacts alI wing *tom* for ,ettlso” &wIrmously.

selecta store* for Jeldaon by wing *“on.

JetWon wing stores In accordancr, with

EMERGENCY JITTISON SELECT ,mnel
switch setllng.

Figure 21-35. Pilot Wing Stores Jettison Control

21-57 ORIGINAL
 NAVAIR 01-HlAAC-1

I 2a9sww268
517.59

Figure 21-36. Pilot Armament Controls

21-58 ORIGINAL
 NAVAIR Ol-HIAAC-1

LOCATION: PILOT INSTRUMENT PANEL

NOMENCLAT”RE FUNCTION

MASTER ARM
Switch OFF

STBY

ARM

WEAPON CONT
SwHch FIXED

PILOT

ARMED STSY
lndkator

Figure 21-37. Pilot Armament Control Panels (Sheet 1 of 2)

21-59 ORIGINAL
 NAVAIR 01 -Hl AAC-1

RECOIL COMP
3 HI
M

E0 0
LOW

RANGE KM ROCKETS

NOMENCLAlllRE WNCTlON
RECOIL CGYP
thrltchk ON

OFF

LOW

MED _ Pmvldar mdum SCAS Input to ftlght eontmh durhrg

hm nm.
HI _ Provides htgh gtX3 ln~ut to flight controls d&WlW
twmt flm.

OR _ Deacthrms pllot HS rettcle lamps.

SRT - Ad,,,st. brightness ot pttat HS mttcle tamps.

TEST - Teat pllot HS mtlcle IamPs.

RANGE KM
. Provldw N-et range data to gun elevatlmi
wmpwuatlon dwdt. Provide8 movammd 01 HUD gun
realcle which Is suw’tmposed on target for ttrtng ttwd
twno~gwrpod

ROCKEtS - Prwtdoo 0.50 to 6 km range nalectiw~ for movemmt ol ti HUD

rocket rettcle that Is ruperlmposed on the tarpet for flttnp mckets.

Figure 21-37. Pilot Armament Control Panels (Sheet 2 of 2)

21-60 ORIGINAL
 NAVAIR Ol-HlAAC-1

three-position (ARM, STBY, and OFF) switch that control. For emergency jettison, the pilot controls
permits the pilot to energize and deenergize the NARCADS in any mode. The gunner controls rocket
armament circuits. Placing the switch in ARM arms firing, gun pod firing, and bomb release in PILOT
the armament system. Placing the switch in STBY OVERRIDE only.
energizesthe control circuits for complete operation
of weaponssystemswith the exception of the trigger The WRAs for arming, selection, and release of
fire circuits. Placing the switch in OFF deenergizes NARCADS wing stores are: SCP, WRDU, and pilot
the armament and control circuits. EMERGENCY JETTISON SELECT control panel.
The 28 vdc power requiredfor NARCADS operation
21.11.1.2 Weapon Control Switch. A three- is supplied through circuit breakers on the pilot ac
position WEAPON CONT switch is provided to and armament circuit breakerpanels.
allow the pilot to select the mode of operation of the
armament system. In the GUNNER position, the 21.11.3 STORE CONTROL Panel. The SCP
gunner is the primary armament system operator. (Figure 21-38) contains the operating controls and
indicators for the NARCADS. Four station SELECT
The WEAPON CONT switch must be in the switches are provided for the selection of weapons
GUNNER position to operate the TMS. However, to be fired and arming of selected stations. The
the pilot can also select and fire wing stores. If the RATE, QTY, and MODE switches provide release
gunner places the THCDP mode select in any of the programming for selectedstations. A BOMB ARM
TOW functions, control of the turret reverts to the switch provides arming when bomb stores are
PI-IS. In the FIXED position, the pilot is in control of selected.
the turret and wing stores. This position is used in
conjunction with the pilot HUD. In the PILOT 21 .I 1.3.1 Weapons Release Modes. The three
position, the pilot is the primary armament system basic weapons release modes are provided through
operator and has the capability to fire the turret with the pilot STORE CONTROL panel (Figure 21-38)
the HSS and select and fire wing stores. For a mode switch: SINGLE, PAIR, and ALL. In addition
depiction of armament firing modes, refer to Figure ta these basic modes, logic circuits give firing
21-2. priority to outboard wing stations before inboard
wing stations and left side before right side. The
21.11.2 Navy Armament Rocket Control and quantity and type of weapons loaded at each wing
Delivery System. The NARCADS can be station and applicable weapons interlock circuits
operated in any one of 10 modes, depending on also modify actual weaponsfiring.
switch setup and type of stores selected. The
NARCADS selectively programs and controls the In the SINGLE mode, opposite wing stations (1
firing of stores from four helicopter wing stations. and 4, or 2 and 3) (if selected) receive fire pulses
The NARCADS store control panel (Figure 21-38) alternately until one station is depleted of stores. At
enables the pilot to program the releaseof weapons/ that time the fire pulses aredirected to the remaining
stores from the four wing stations in the quantity, station until it is also depleted. The priority logic
mode, and rate selected,and the gunner to select, in circuits remember the last station fired in order to
the PILOT OVERRIDE condition, inboard or maintain an alternate release sequence under any
outboard paired stations only. The system permits condition.
selective weapons/stores release by the pilot. It
incorporates safety features that require (with some In the PAIR mode, fire pulsesare sent to each pair
weapons/stores) matching the selected station and of selected equal priority wing stations
the selected type of weapons/stores registered for simuItatteously. If one of a priority pair becomes
that station. NARCADS also provides the capability depleted during firing, the system reverts to SINGLE
for in-flight arming of droppable weapons. mode tiring until the remaining station is depleted.

For rocket firing, the pilot controls NARCADS in In the ALL mode, all selected wing stations
both pilot-in-control and gunner-in-control. For receive fire pulses simultaneously unless restricted
firing gun pods, the pilot controls NARCADS in by weapons interlock circuits. This mode cannot be
pilot-in-control. For bomb release,the pilot controls initiated if the selectedweaponcannot be fired in the
NARCADS in pilot-in-control and gunner-in- mode. QTY function is inoperative in this mode.
21-61 ORIGINAL
 NAVAIR Ol-HlAAC-1

- WEAPON
REGISTRATION
THUMBWHEEL
SWITCH

NOMENCLATURE

weaponRagIMmtlon
Thumbwheel Switchu
(one for each whts StatIon)

E,4P,Y - lndlcates “0 weapons Inst.&led (Off).

RKT’I - ,-tuba rocket launcher.

RKT 19 IStuba rocket launcher.

GUN PD - GPU-2pL

mw Not wed.

FLARE - suu-44.

TNG 88 - Tmlnlng bomb.

BOMBS - Bomb.

RKr4 - 4-t&4 rocks, launcher.

DISP - SUU-25 dispenser,

TOW - Indicates TOW mIsslIe launchers

Intilled (advisory only).

Blank - Not used/lnopsmUve.

Figure 21-38. Pilot Store Control Panel (Sheet 1 of 2)

21-62 ORIGINAL
 NAVAIR Ol-HlAAC-1

copnot O”wr,dS (CP)

lndkator

BOMB ARM switch

RATE switch

OTY thumbwheel
indlcatorlswkches

MODE dtch

Figure 21-38. Pilot Store Control Panel (Sheet 2 of 2)

21-63 ORIGINAL
 NAVAIR Ol-HlAAC-1

21.11.3.2 Bomb Arm. In the BOMB ARM fired by pressing the WING ARM FIRE switch on 1
function (Figure 21-38). with the weapon the pilot cyclic grip.
registration switch set to BOMB or TNG BB
position, the BOMB ARM switch has the capability 21 .11.3.7 Pilot Rocket Firing (Gunner-in-
of selecting SAFE (all arming solenoids de- Control). With the WEAPON CONT switch
energized), TAIL (only tail arming solenoids selected to GUNNER, the pilot can select and fire
energized), NOSE (only nose arming solenoids
wing stores while the gunner has control of the
energized),or BOTH (nose and tail arming solenoids
turret. To fire the rocket, the pilot must press the
energized).
WING ARM FIRE switch on the pilot cyclic grip,
Rate Two weapons release rates are provided This disables gunner control circuits, causing the
through the RATE switch. Either of two basic turret to return to stow and remain there for one-half
ranges,FAST or SLOW, is selected by the pilot. second after switch is released.(The turret must be
in 0” azimuth position to fire wing stores.)
21.11.3.3 Quantity Select. The pilot can select
any quantity of fire pulses from 1 through 99 by 21.11.3.6 Gunner Rocket Firing (Pilot
setting the QTY thumbwheel switches (Figure 21- Override). When the gunner initiates PILOT
38) to the desired number. When the system is OVERRIDE, all pilot armament control circuits
activated, the selected number is loaded into a except AIM-9/AGM-122 are disabled and the pilot
counter in the quantity select logic circuits. Fire- armament control panel MASTER ARM switch is
pulse enables signals from the priority control logic bypassedwhen positioned to STBY. No armament
to decreasethe counter until it is at 0. The counter control circuits function when MASTER ARM
then generatesa disable signal to the priority control switch is OFF. The gunner must select INBD or
logic circuits to prevent generationof additional fire- OUTBD on the WING STORES SELECT switch
pulse-enable signals. Reinitiation of WING ARM
prior to firing. The gunner fires the rockets by
FIRE button resets the counter, permitting another
series of fire-pulse-enable signals to be generated. pressing the WING ARM FIRE switch on the
This process can be repeated until the selected gunner cyclic grip.
weaponsare depleted.Recycling WEAPON CONTR
circuit breaker OFF then ON reactivates the system. 21.11.3.9 Pilot Bomb Release (Pilot or
Gunner in Control). With the WEAPON CONT
21.11.3.4 Weapon Registration. Various switch selectedto PILOT or GUNNER, the pilot can
weapons can be loaded at each wing station. select and release wing store bombs while the
Weapon registration switches on the SCP, set by the gunner has control of the turret. To release the
loading crew when weapons are loaded, indicate to bombs, the pilot must position the BOMB ARM
the pilot the type of weapon available at each switch to the desired position (out of SAFE). The
station. Weapon registration also programs the SCP RATE and MODE switches are inoperative when
to the type of store installed. BOMB mode is selected.The rate is internally set to
360 milliseconds and the mode is internally set to
21.11.3.5 Station Select. The pilot can select single. The bomb is releasedby pressing the WING
any of the four wing stations by pressing the ARM FIRE switch on the pilot cyclic grip. When
applicable pushbutton STATION SELECT indicator/ bombs are released, the turret is not interrupted.
switch. When a station selection is made, any
previous selection of unlike stores is automatically
cancelled. Pressing STATION SELECT switch a 21.11.3.10 Gunner Bomb Release (Pilot
second time cancels selection. This puts the system Override). When the gunner initiates PILOT
into a standby mode. OVERRIDE, all pilot armament circuits except
AIM-9/AGM-122 are disabled and the MASTER
21.11.3.6 Pilot Rocket Firing (Pilot-in- ARM switch is bypassed if in STBY. The gunner
control). In the PILOT or pilot FIXED mode, the must select INBD or OUTBD for bomb release.
pilot can select and fire wing stores.The rockets are When the gunner selects PILOT OVERRIDE, any
21-64 ORIGINAL
 NAVAIR CJI-HlAAC-1

station that was armed by pilot selection is of the rocket and gun retitles during laser
deenergized. The pilot must select BOMB ARM rangefinding and for up to 15 seconds after lasing
position prior to releasing bombs. The RATE and has ceased.Lased reticle may be overridden within
MODE switches arc inoperative when bomb mode is 15 secondperiod after lasing has stoppedby manual
selected. The rate is internally set to 360 adjustment using rocket or gun range knob, as
milliseconds and the mode is internally set to single. applicable. HUD also displays post launch rectangle
The bomb is releasedby pressing the WING ARM when laser is designating as a steering aid to the
FIRE switch on the gunner cyclic grip. pilot. Laser designation will not affect rocket or gun
reticle settings.
Note
Note
l Incorrect thumbwheel settings may Displayed constraints rectangle depicts
allow weapons to fire. NTS TSU limits. Laser is shut down prior
l Identical weaponsmay be released/fired to reaching TSU limits. I
simultaneously from wing stations. The HUD system components consist of the head-up
pilot has no capability to fire dissimilar display, signal processor, AIM-9/HUD interface
weapons simultaneously. unit, and boresightable mount. The signal processor
l By selecting a dissimilar store on the generatesthe symbols for the HUD and provides the
station select, the previously selected control circuitry for the HUD operation and BIT
dissimilar store will automatically checks. The AIM-9/HUD interface unit is required
deselect.The pilot can select additional to make the AIM-9 system compatible with the
stations for the gunner. Example: If the HUD signal processorcircuitry. The HUD system is
powered by the 28 vdc essential bus and protected
gunner selects PILOT OVERRIDE,
by the HUD PWR circuit breaker. The signal
INBD, the pilot can additionally select
processor cooling blower is powered by the 115 vat
stations 1 and/or 4. If the QTY counter
essential bus and protected by the HUD BLO circuit
shows O/Oin SINGLE or PAIR mode,
breaker.
no weapons will fire.
21.11.4.1 HUD Controls.
21.11.4 Head-Up Display. The HUD (Figure Zl-
39) provides the pilot visual information for flight See Figure 21-39.
and weapon delivery. The pilot laser annunciator
lights, mounted beneath the glareshield, provide the In addition to the functions listed on the figure a
pilot with information about laser ARM and firing declutter feature has been incorporated. HUD
status. The HUD contains a semireflective declutter is selected by moving the pilot cyclic four-
multilayer combiner glass that projects the HUD position switch to the right or by depressingthe pilot
symbols overlaid on the pilot image of the real CDU DCLT key. Three levels of declutter are
world. The symbols enable the pilot to align the alternately selectable: normal, level 1 and level 2.
helicopter for launching of the TOW, HELLFIRE, For details on symbols displayed in each level refer
Sidearm, and Sidewinder missiles and provides a to paragraph2 1.11.4.4.
sight reticle for gun and rocket firing. Flight data
presented on the HUD enables the pilot to fly 21.11.4.2 HUD Built-h Test.BIT indicators are
without scanning the instrument panel for critical located on the HUD and in the signal processor. A
information. Flight data displays include engine malfunction in either unit will trip the respective
torque, radar altitude, magnetic heading, ADF indicator and change the indicator center from black
heading, TACAN heading, pitch and roll attitude, to white. The indicators cannot be viewed by the
rocket and gun reticle depression angle digital crew. A failure indicator on the caution panel will
readout, and laser range when available from NT.% place a crosshatch on the HUD if the HUD, the
I HUD provides for automatic adjustment (for range) signal processor,or both fail.
21-66 ORIGINAL
 NAVAIR Ol-HlAAC-1

NIGNT FILTER
CONTROL KNO

NOMENCLATURE FUNCTION

FWRSwitch
ON

i-F

MODE Switch
NORM
TEST
STAO

AUTO BRT Swilch

ON
OFF

NIGHT FILTER Conbal

lolob

HUD BRIGHTNESS
CordmlRmb

Figure 21-39. HUD Laser Range Display and Laser Annunciators (Sheet 1 of 2)

21-66 ORIGINAL
 NAVAIR Ol-HIAAC-1

LsFl SmE RIGHT SIDE

LASER
iII
wrs
ON

ONLYI
L-l USER

(NTS
ARM

ONLY)

NOMENCUNRE FUNCTION

USER hRRM me her ~~dpti0f and

Flanghg SyBmm u.oRS) has
bee” embhd. All ItirlackD am
.ngagwJ. systm IS nay to
imnamlt.

2097onas
.JWSB
Figure 21-39. HUD Laser Range Display and Laser Annunciators (Sheet 2 of 2)
21.11.4.3 HUD Night Filter Operation. A night 21.11.4.4 HUD Symbol Definitions. Symbols
filter changes the color of the display for normal displayed on the HUD are determined by the
night and NVG operations. The night filter is armament system mode and pilot selectabledeclutter
operated by turning the NIGHT FILTER control level. There are 10 basic armament modes and 3
declutter levels. Table 21-l lists the armament
knob, located on the left side of the HUD (Figure operating modes of the HUD, their display priority,
21-39). and what determines the active mode. Figure 21-40
lists the symbols that will be displayed on the HUD
for the selectedarmament mode and declutter level.
Figure 21-41 describes available HUD symbol
definitions and descriptions. Figure 21-42 depicts
Do not use the night filter during daytime typical HUD displays of selected modes. Figure 21-
operation. Always reset the night filter 43 shows the dimensions of armament retitles.
when turning off HUD. Direct sunlight on
HUD optics will focus sunlight on the
night filter and will result in damage to
the filter.

21-67 ORIGINAL
 NAVAIR Ol-Hl AAC-1

TABLE 21-1. HUD ARMAMENT 2. Set AUTO BRT switch to OFF.

OPERATING MODES
3. Set MODE switch to TEST.
HUD Display Selection of
Mode Prioritv Mode 4. Set PWR switch to ON.
4ir/Air 1 AIM-9 Control unit
to ARM and a 5. Adjust HUD BRIGHTNESS control knob to
missile selected. desired level.
row 2 TOW ARMED on 6. Turn NIGHT FILTER control knob to
?relaunch THCDP, MASTER position desired.
ARM to ARM,
ACQtTRWSTOW 7. Verify test display passes.
to track and LHG
action depressed. 8. Set MODE switch to NORM.
Must have a TML
and missile or 9. Set AUTO BRT switch to ON.
simulator present.
row 3 1.5 set after firing 21 .11.5 Pilot Armament Circuit
TOW until wire cut. Breakers. (See Figure 21-44.)
Postlaunch
Hellfire 4 Must be in an active 21.12 CYCLIC STICK ARMAMENT
Hellfire mode SWITCHES
(LOBL/LOAL).
The pilot and gunner cyclic sticks (Figure 21-45)
Fixed Gun 5 WEAPON CONT provide three armament switches: WING ARM
switch in fixed and FIRE, TRIGGER TURRET FIRE, and TRIGGER
TRIGGER ACTION ACTION.
depressed.
21.12.1 WING ARM FIRE Switch. The WING
Wing Store 6 RKT 4/7/19 station
Rocket selected. ARM FIRE switch on the cyclic stick is used to fire
wing stores. After selecting wing stores, wing stores
Wing Store 7 GUN PD station may be Bred. An intemtpter circuit interrupts turret
Gun selected. firing. Gunner WING ARM FIRE switch is disabled
when MSL guard is raised.
Navigation 8 No weapons
selected. (MASTER
ARM may be in 21.12.2 TRIGGER TURRET FIRE Switch. The
any position.) TRIGGER TURRET FIRE switch on the cyclic stick
is csed !F fit? the hwret. After presetting switches on
Test 9 HUD MODE switch the pilot or gunner armament control panel, the
to TEST. turret may be fired. The TRIGGER ACTION switch
on the cyclic stick must be depressed prior to
Stadiametric 10 HUD MODE switch depressing the TRIGGER TURRET FIRE switch
to STAD. except when firing turret in the fixed mode. When
firing the turret in the fixed mode, there will be no
reticle present on the HUD unless the TRIGGER
ACTION switch is depressed. The gunner cyclic
21 .l 1.4.5 HUD Turn On Procedures. switches are energized only when his PILOT
OVERRIDE switch is in the OVERRIDE position. A
1. Set PWR switch to STBY. Wait 1 minute hinged guard prevents the TRIGGER TURRET
for warmup. FIRE switch from being inadvertently depressed.

2148 ORIGINAL
 NAVAIR 01.HlAAC-1

DCLT MODES
HUD SYMBOLS LEvEL -. NW I TOW \ TOW \ HeA!- 1 Find \ WS 1 WS \ AIF \ TM
..-.-
, (“me I,, 1 PreL 1 PostL 1 Fin, 1 Gun 1 Rid 1 Gun 1 Air 1
HeadIn Taoe I 2 I xIxIxlxIxIxlxIxIx
1 Maw-he _ Hnadlna Pob,ter(Z) 1 2 1 X ) X ) X 1 X 1 X 1 X 1 X ) X (
Taco” md ..-.
Am .-~m*n
WI,
chmpIr4 to wpT Poimem
I 2 I x I I I I I I I I
I*IxIxIxIxIxlxlxIxT
Tm,“~ Nummdcs and lndlca,or t IxIxIxIxIxIxlxIxI
Pkh er Ladd I,IxIxlxIxIxIxIxIxIx
AnitudeNunm6ca X X X X X x 1 x 1
Abitud8 lndluto, (3) 2 X X X X X x 1 y 1
Low Abltude Unit Indkalor X X X X x *’
Ab Swad NunmIca X X x ” ”

1. G,ank ,pac. dwm,., ,,I Indiated ~l,ols will ba dlsplafl In th. applicable mod@, a 1 denote, S,mbol will not b. dlsplaywl in
daclunar “.ps 1 md 2, and a 2 denotu qmbal wlll not b@ dt‘@ayad In (ull -.
2. mTnIa may ba wleclad on NAV 212 page.
3. Dlaplayed al altlbtde‘ below 200 fl AGL
4. Displayed who,, a,, .nnunclatlon I8 d1splaye.d on the CDU annunciation Ilna
5. Displayed u muIt af wild Iarr Mum. WI eoum down Only in LOW, Rapld mode.
6. Dlqalayad when rlected .nd ..ZIIW a. set up on Um TIMRS pqa.
7. DIsplayed whan Y&r Arm I. anqkad.
8. Is .Iso dlaplayed WI,,” mzlIwly dulgnatlng with LDRS.
0. Displayad in tk atadlammrk moda.
2oB7-+l
JIOM

Figure 21-40. HUD Symbols vs Mode and Declutter (Sheet 1 of 2)

21-69 ORIGINAL
 NAVAIR 01 -Hl AAC-1

COntlnUed:
I MODES
HUD SYMBOLS

~Sidesllp Indicator
Stadlametrk (9)

NOtWZ:
1. Blank space denotes all indicated symbols will be dlspleysd In the applicable mode, a 1 denotes symbol will not be dlrplayed In
dehller Hepa 1 and 2, and 8 2 den&es symbol will nol be dl‘playsd In lull dectuttor.
2. Ett!hua may be selected on NAV 2i2 page.
2. Displayed at altitudes below 200 lt AC%
4. Displayed when an annunclatlon Is displayed on thl) CD,, annunclat,on Ilna
8. DIsplayed as resutt of valid la8er return. Will cmmt down only In LOBL, Rapld mode.
8. DIsplayed when a&ct.x, end act,,-8 as wt up on the TIMERS ~898.
7. Displayed when Master A~I la energized.
8. IS also dlaplayed when actively deslgnatlng w,“, LDRS.
9. DISPlayed In the IdadIametrIc mode.

Figure 21-40. HUD Symbols vs Mode and Declutter (Sheet 2 of 2)

21-70 ORIGINAL
 NAVAIR Ol-HlAAC-1

SYMBOL DESCRIPTION

HEADING TAPE. A change In hesdlng appssm ss a mov,“g taps wKh a

vertical mark every 5 degrees. At lWegrea Increments, s Zdiglt
number Is dlsplayed eve, the appmpdabs mad‘ The unm, dlglt will
be lefi off, ‘or example. and 140 dBgmw appes” 8s 14 and 20 dsgmss
appears as 02. The aircralt heading Is shown on this tape directly
above ,he hesdlng pointer that Is cso,emd In Uw v&h ths bow,ghL
AS thb heading 1s~ mover, the numerics will disappear and appear
Ln the end 01 the baselines 8s If they wws going behind a” abrupt
“erlical w*u.

MAGNEWZ HEADING POINTER. PO,*, Is displayed a,,gnM wRh “,B

aircraft “alllcal boresIght and lndicstss the she”,+, cunsnt magn&ltlc
heading.

~TRUE HEADING POINTER. P0hter is dwsysd alIgned wnh ihe

alr.xSlt veRICaI boresIght s”d lndlcstes ths sl”xaR cone”, t”m heading.
True heading reference may be relscted on the CCS NAV 2/Z page.

TACAN POINTER. The TACAN rsdlsl Is dlsplsysd on “,e heading tap. The
heading tape has a basalins mti extends out plus and minus 1s dsgnes
from the heading wlsmnce. Tim bwlng angle @A) Is rehmmxd lr~m the
ahwalt magnetic headlng. If 0 degrees < SA 5 15 dspnn or 345 dsgws
5 SA 5 360 dsgrees, the TACAN BROW rvlll appar ,us, Mlow th. hesdlng

A tape polnUng
be BA degrees
I1 TA equals
up. Ths pos”lon of the smow tim
using Ihs ssms +I5 dsgres
5 degrees,
szsk
the hwdlng
II~ 1lw hesd!ng.
Iha srrOw Is On lo tie dght o, “m hsadlng
mfemnee
FM exsmp!a,
will

nlersncs
ona+hlrd 01 the way to the end of ihe scs,~
If 165 degrws I; SA 5 lg.5 degmes, the TACAN s”‘ow will appssr ,usI
below the heading tape but pohdlng down sway tmm ,hs taps.
If SA Is locabd to the rk&“lsd, 0‘ the hellcopter and On of the hesdlng
tape. the BROW will bs on the right *Id* o, the display polo”ng rlgh,,ls‘t.

ADF POINTER. Displayed “ndsl heading tsp. Operallon Is ssme 8s TACAN.

t

The Command Heading 1o wsypolnt poiniw Is Hw caret with the louor

“C” embedded In It When the Command HIlldIng Is ouislde of the poRlon

Y7 of the Heading
dIrectIon
is rotated
closest
Tape presently
to Uw Command
on ita side K>).
In vlw, the csnt
Heading.
p&As
In theso cssas,
In th+
ihe polnw

The Bearing 10 Waypoint pointer Is the cant. When dw Soaring lo

Waypolnr Is outside of the Hsadlng Tape prOaen”y in VIM’, tis csm,
V points In the dlrectlon
Cases. the pointer
c,osM to the waypohd
IS rDtated on ltr side (<>).
bsarlng. In these

TRANSMISSION TORQUE NUMERICS. Dlsplsyed In uppw Ml cornw,

In all modes except STAD. Numsrlcs displayed we the total of the
pi%-] lti and right toquo inputs. The lowest numbm displayed will be 13%
The box (not the numb-sm) will flash ON end OFF when b,q”o I,
2 9.5%. Two flashes per second.

c
TOROVE INDICATOR. Displayed smond the engine toqo(~ me toqo*
Indkalor displays when toqw ““merlcs an 2 40%. A,,.sr dlsplsy,
torque IndlcBlor will be removed when torque dmps b&w 37x and St
S 40% the arrowheed will point to the co,,,dwclockw,~ B,I~ of ihs
indicator scale. As torque numerics Increase, the sRov#hOsd mows
ClOckwfSs UneWy. At and show 1wX ,oq”* “w snowhssd palms
to Ihe 12:m psBon.

Figure 21-41. HUD Symbol Definitions and Descriptions (Sheet 1 of 4)

21-71 ORIGINAL
 NAVAIR 01 -Hl AAC-1

SYMBOL DESCRIPTION

'10 101
PlTCH IADDER. Indl~ales aIrcraft pitch and roll by scrolling the ladder
to, pitch and rolling the ladder in banks so that Ilnes Of the ladder
rema,” parallel lo the horizon. Displayed pitch lines are I” 5 -degree
'5 5' k,crsmen,s. Pitch angles above the horizon am indicated by sol16 lines
“4th veltloal ticks lndicatlng directlo” to mo”s ““se toward hor!zon.
Pitch angles below the horizon are lndlcated by dashed llnw with
wr,,ca, “cks ,“dica”“g directlo” to move “080 toward horizon. The
7'T-
pitch ladder is scaled 2:l with respect to the real world. HUD will
display two Ones abow the ADL and one line belOW.

L5c-- -2J

RADAR ALTITUDE NUMERICS. The ai%,ude “umerlcs display a one to tour-digit

“umber, lndlcatlng altitude in l”crem.“ts of 5 (eet. The ““Its digit
wn, only appear as “0” or “5”. For a s,gns, I” UlB range -100 to 0 feet,
the readout w,,, be “0”. For a Signal < -100 ‘sM, the ““medcs am
blanked. The “,a~,“,““, value displayed will bs 4995 hat. ” tbs radar
altkude Input signal converts to a value higher than ibls, the ““merlos
am blanked. After being blanked to1 any reason, “IS altitllde must obtain
a display value < 497.5 and 2 0 bsfors tba allkude ““merlu am
displayed again.

F,ADAR ALTITUDE SCALE AND INDICATOR. The scale Is dIsplayed rlslng

+ 200 out ol ths altitude numerks box. lbe scale appears at all akltudss
between 0 and 200 feet As sldtude Increases, the scale will dlssppear
when the altitude exceeds 225 feet The Scale will appear agal” when
a”,,“de drops below SW fest. Ths ScaIe till display altitude as a linear
seals horn 0 to 204 feet wRh scale marks at SO, 100.150 and 200 feet.
The lndlcator points to the altitude MI”& Between ZOO and 225 ‘eet, ths
pq lndlcator Is at 2w tit mark. For a Slgnal I” the range -100 ‘eat to 0 ‘est,
ths lndlcator Is st the 0 foot mah For a signal -z-IO0 test (abnormal
s radar function) no sala is show”.

LOW ALTITUDE LIMIT INDICATOR. Displayed under radar sltkude numerics

when bslow preset (D” Index on pilot RADALT) low sltlhlds llmlt

52 AIRSPEED AND GROUNDSPEED NUMERICS. Alrsp-d WI,, be dlsplsyed aa

II one to thresdiglt “umber above gmundspesd. Groundspeed Is fwtbsr
G El000 lde”tl”ed by a “G” to the Mt.

ADL BORESIGHT REFERENCE. Stationary and catwed on ADL DIsplayed In

all modes excepl Stadlamstrlc mode. Angle formed wlthln boresight
7.T rsfsrencs is 30 degrees.

d CDU

V WARMNG BOX. Displayed about the ADL when the Master Cadlo” Is
A Illuminated. When dlsplsyed symbol flashes 2 SmeS per uKo”d.

2os70.-~963
Jl759

Figure 21-41. HUD Symbol Definitions and Descriptions (Sheet 2 of 4)

21-72 ORIGINAL
 NAVAIR Ol-Hl AAC-1

SYMBOL DESCRIPTION

DISTANCE TO WAYPOINT. Shows the d&.tanw in ,,atical mlla to Iha 7D-

I- point lndlcator on the progress page.

TIME TO WAYPOINT. Shows the tlmetoqo in hours/mlnutesIsewnds to

the “TO” point Indicated on the progress page.
NOTE
The lo waypoint IS a function of groundspeed and distance and will f”qMdly
change when airspsed changes. Tlms to wypoint till “maX o”t” In a hover.

~T!ME TO HIT. Tf!4 b dlspkyed duflng laslng In the TOW or Haliflm

TIM 10 modes. In LOSL RAPID, the tlme will counf down when a Hellfire
missile Is launched.

T2 00:00:32

TIME OF DAY. Display8 CDU dms when CDU Tlmen paga TOD DSP ‘“ntiion
TOD 00:00:32 h SslecwJ on. It timer or TrH 1s wUvq ths display priority la
I-T”, 7% TE. T3 then TOD.

TS” LOS POINTER. IndIcatea where tha TSU II polrdlng On the rul
+ world with 11 scaling, WhUa lkwv b das,gnaUw~ and dudng TOW
postlaunch tha palmer Is moved ai 253 scaling to the nal world.

TOW PRE-LAUNCH RECTANGLE. DIsplayed In prebunc” mod. only. EMher Ml

or fight mlsslls Is dlsplayed depends”, upon “bslle selected.
vetudiy poamonad rectangle. scale (actor ot wea c0wed by nctawh
lo real world Is 11 In arlmuth and elwatlon.

TOW POST LAUNCH RECTANGLE. Axed hodxmtal mcWngl0 displayed 1.5

s.zcmds e&33 TOW rmrslle wggw rnlued.
Scale factor ol ares covered by rectangle to real world I‘ Z&i In azimuth
and elevation. TOW post launch wlndow Is remwed from HUD display at
who lwt.

SIDEWlNDER/SIDEARM CAGED RETICLE. Dlspkys seek@r .Mng acdUl‘“bn

vlhxlaw d 55 mns. The mtlcle will nloyo during ahrm maneuvers
due to seeker lag. All dlmanslons an In mllllndlsns.

SIDEWINDEWSIDEARM UNCAGED RETICLE. Reticle Indlcatos sseker LOS

I:, on Me real world to aid pk., In determInIng prop, tmcl‘
All dlmenslons are In mllllradlanr.

2087(LI-19b,o
.liom

Figure 21-41. HUD Symbol Definitions and Descriptions (Sheet 3 of 4)

21-73 ORIGINAL
 NAVAIR 01 -Hl AAC-1

SYMBOL DESCRIPTION

SIDEWINDER/SIDEARM HUD FOV LIMIT. BOX will appear when HUD display
limits are reached and seeker remains tracking. BOX will have an X
El overlaylng U when seeker limbs me reached.

SELECTED MISSILE SYMBOL The missile symbol will display left or right
ot the HUD ‘leld 01 view dependent upon ,“ls,yile selected. Displayed
a
for Sidewinder, Sidearm, TOW 01 Hellthe.

HELLFIRE RETICLE Shows posltlon of weker. Reticle Will flash when

0 0 launch window constraints

real world. This reticle has
am reached.
B” occlusl~”
Scaled by B lactor
zone sbmd ft.
ot 8:l to

0
HELLFIRE CONSTFIAINT WINDOW. Displayed 8dter mlsslle backing and is
located 4’ up from ADL. This corresponds to recommended launch
co”mral”ts. me 5. diameter constmblt wlndow 1s scaled 89 wlrn
respect to real world (seeker 40’ Ilmlt).

LOBL
Displays selected prlmary and alternate laser codes and qusnllly
B3 ot mlrurlles
I& and alternate
mm have been coded up. Prlmay
on the right.
II) displayed on the

(E3)
RANGE S”TlNG. Displayed In the lower dgM comer above ,he MIL
4000 sotthan as a hwdlgli number. Range depends on the pllot Input
on me gun or r%ket potentiometer. Range is In 50 - meter Incremsnls.
Range satlngs will lndlcate fmm 500 to S,wO meten.

m LASER RANGE. DIsplayed Bt lower dght ot display In llau 0,

GUN/ROCKET range setting. Displays maximum range M gego 0115890
L22lo L--- mete”, depending on which Verskm II Insbxlled. Lowest order dig3 I8
always a zam.

+50 MIL MAX

++
$
GUN Ri5lCLE. Posltloned wUcally using manual gun range knob Settlng.
Ourlng laser rangefinder opemtlon milcle will be PoMoned using
IWSW range. 15 seconds a‘ter laser rangeflndlng has been stopped the
reticle will return to msnusl range setting poshion. Dudng 15 second
+ pwk3d after stopping
OvBnldden by mselectlng
laser mngeflnder
a manual range.
Iase retI& setting may be

I PI I ~SlDESLIP INDICATOR. Qhms me pilot B” lndlcatlon ol 8ldssllp. Dces

not match the aldesllp ball during tmnslem condltlons.

Figure 21-41. HUD Symbol Definitions and Descriptions (Sheet 4 of 4)

21-74 ORIGINAL
 NAVAIR Ol-HlAAC-1

BEARING TO WAYPOINT

HEADING TAPE

GROUNDSPEED

REFERENCE

WAYPOINT TIME TO
WAYPOINT
CRDSSTRACK
INDICATOR

NAVlGATlON MODE

Figure 21-42. HUD Mode Displays (Sheet 1 of 9)

21-75
 NAVAIR Ol-HlAAC-1

l Pt’MwnCh condnl,,ts show”.

. Gunner% ISU ran& flashes H oui oi cotmmlnta
l Pilot brings l’!3U mtlclo into prelaunch constnl~ wlndow.
- =U reticle will atop flsrhlng when all con,,,&,,, .n met.
l If there Is no laser, then will be no range dIsplayed.
l ITH dIsplayed during laslng, ow nma or TOO.

TOW PRELAUNCH MODE

Figure 21-42. HUD Mode Displays (Sheet 2 of 9)

21-76
 NAVAIR Ol-Hl AAC-1

TTH 10 L4000

psiiq l -t+ )00:00:001

TOW POSTlAUNCH MODE

Figure 21-42. HUD Mode Displays (Sheet 3 of 9)

21-77 ORIGINAL
 NAVAIR 01 -Hl AAC-1

LOBL-P lTH 10 L4000

(E3)

HELWIRE MODE

Figure 21-42. HUD Mode Displays (Sheet 4 of 9)

21-70 ORIGINAL
 NAVAIR 0%Hl AAC-1

52
G 000 q 7.7

NAS OCCLUSION
WINDOW
/
ESUP
SCATOR

l Forftxulgmllrlns

. slddip Indkaof mpkm cw I Ills.

. sdNllplndkatubno(~ln~ T&b-fL
. PI&h Ladder, TACAN. ADP and croamck dclutmmd.

QUNS MODE (SHOWN AT DECLUlTER LEVEL 1)

Figure 21-42. HUD Mode Displays (Sheet 5 of 9)

21-79 ORIGINAL
 NAVAIR Ol-Hl AAC-1

HAS OCCLUSION
WINDOW
SlDESUP
INDICATOR
. For rocket flting.

range and dspmrh.

. Manual range and depmsslon will be displayed ll “0 laser range
avaIlable.
. Depnulon angle numarlm dlsplaye4 1
. SIdeslIp lndlcator nplaeu C-ck symbol In
. SIdeslIp lndlcator or C-ck not dIsplayed In _
. Plhh Ladder, TACAN, ADF and crosstrack mmaln deckdtamd.
. NAV symbols deckdtsred.

ROCKITS MODE (SHOWN AT DECLUlTER LEVEL 2)

Figure 21-42. HUD Mode Displays (Sheet 6 of 9)

21-80 ORIGINAL
 NAVAIR 0%HlAAC-1

ONLY ONE TYPE

OF SYMBOL WILL
BE DISPlAYED AT
A Il.,.2

- Pllol will verily relkle overlays targa and ronm IS co-

- Box vdll appear when display limits an reached.
. Box will have a cmdlon symbol overlayIng ll whan swkesr

l If theta is no laser, then will be no ranga displayed.

SIDEWINDER MODE

Figure 21-42. HUD Mode Displays (Sheet 7 of 9)

21-81 ORIGINAL
 NAVAIR 01 -Hl AA&l

TEST
PASS

L5- - - - --5_1 rc
NiW-C CDS X . X
/ I

IOP CHECKSUM

7
DP CHECKSUM

TEST MODE

Figure 21-42. HUD Mode Displays (Sheet 8 of 9)

21-82 ORIGINAL
 NAVAIR Ol-HlAAC-1

f.

STADIAMETRIC MODE

Figure 21-42. HUD Mode Displays (Sheet 9 of 9)

21-03 ORIGINAL
 NAVAIR Ol-HlAAC-1

10.0

ARMAMENT DATUM ONE (ADL]

Figure 21-43. HUD Reticle Dimensions (Sheet 1 of 4)

2144 ORIGINAL
 NAVAIR Ol-HlAAC-1

DIA 30.6

All dlmenslons an In mllllmdlans (mr).

GUN REllCLE

6.t

II 6.1

I I

3.4
6.1

5.1

6.1
6.1

*
All dlm6nrionr an In mllllr6dlarm (mr).

ROCKET RrnCLE

Figure 21-43. HUD Reticle Dimensions (Sheet 2 of 4)

21-85 ORIGINAL
 NAVAIR 01 -Hi AAC-1

/ ‘1
/ \
/ \
/ .\
/ \
I I
I
\ :
\ /
\ /

1 ‘\L- /

4n.1
PLACES T\
I - DIA s‘l.1 MR

t
I Al, dhlenaions am In m,,,,radla”s (In,,.

SIDEWINDER CAGED

14.0
- 4 PLACES

All dlmenslons are in mllllradlans (mr).

SIDEWINDER UNCHANGED

Figure 21-43. HUD Reticle Dimensions (Sheet 3 of 4)

21-88 ORIGINAL
 NAVAIR Ol-HlAAC-1

T
77.4 + 2.7

1 . . . .

. . . . .

Figure 21-43. HUD Reticle Dimensions (Sheet 4 of 4)

ORIGINAL
 NAVAIR 01-HlAAC-1

CIRCUIT
NI0NT
EREAFER
TAR(IBllN0
SOURCE I APPLIES
PROTECTS
POWER
CIRCUIT
TO AND
FOR

FLIR 28 vdc “0”emtl

CCD Not uwd
28 vdc “c.“ea”U
iz 28 vdc nonunn
NTS 28 vdc noneantI
VCRNTR 115 WC 0A STBY INY
NIB BLO 11s vat 0c SrBY INY
LDRS PWR 28 vdc emll

Figure 21-44. Pilot Armament Circuit Breakers (Sheet 1 of 2)

 NAVAIR 0%HlAAC-1

CIRCUIT SRE4KER BUS/POWER APPLIES POWER TO AND

SOURCE I PROTECTS CIRCUIT FOR

TURRET
DR MTR
GUN MTR
EL STOW
CONTR

WEAPON
CONTR Weapon sy”em co,“ml Including IFCU.
FIRE Weapon system trigger Mwltrol.

WING STORES
PWR weapon thing.
JEIT GNR Gunner wing stores jeltism power.
xl-r PLT Pilot wing @toma Jetuson pow.

HSS PWR HSS and IFCU.

SEC,, PWR

TURRET PWR Tuna a.2 c0nlK.l power.

HUD BLO HUD slgnal ~rocauor blower gowe,.

REF XFMR

MS PWR TOW mlnlle system power.

THCDS CONT AC power to THCDP.

Figure 21-44. Pilot Armament Circuit Breakers (Sheet 2 of 2)

21-89 ORIGINAL
 NAVAIR Ol-HlAAC-1

-LEFT NAND GRI

CAMEfU AND FILM

MAGAZINE PROVISIONS

Figure 21-45. Copilot/Gunner Armament Controls and Indicators (Sheet 1 of 2)

ORIGINAL
 NAVAIR 01 -Hl AAC-1

0
LASER RANGE
LASER CODE
LASER MODE
DISPIAY MIN RANGE
MAN

,I
0
AUTO

Figure 21-45. Copilot/Gunner Armament Controls and Indicators (Sheet 2 of 2)

21-91 ORIGINAL
 NAVAIR Ol-HlAAC-1

21.12.3 TRIGGER ACTION The

Switch. the PILOT OVERRIDE switch allows normal
TRIGGER ACTION switch on the cyclic stick is control and operation of the armament systems. The
used to slave turret movement to helmet sight pilot can disable all armament circuits by
movement and to provide a gun reticle in the fixed deenergizing the appropriate circuit breakers.
mode. A hinged guard prevents the TRIGGER
ACTION switch from being inadvertently depressed. ,..,.............
When the gunner is firing the turret by use of the CAUTION
LHG trigger, the pilot can interrupt by placing the I n...rr.......... I
WEAPON CONT switch to PILOT or FIXED or by The pilot overrride switch will disable
placing the MASTER ARM switch to STBY or NTS and should be used only in
OFF. emergencies in order to prevent
inadvertent damage to NT.5 components I
21.13 GUNNER ARMAMENT CONTROLS
AND INDICATORS Note
Gunner armament controls are illustrated in LHG MSL guard must be down for wing
Figure 21-45. Refer to armament systems for arm fire circuits to revert to the gunner
controls not covered in the following paragraphs. cyclic. I
21.13.1 Gunner Armament Control 21.13.1.2 Gunner WING STORES SELECT
Panel. The panel (Figure 21-45) is located on the Switch. The gunner WING STORES SELECT
gunner’s right console and contains controls and switch (Figure 21-4.5) selects which stores (inboard
indicators that enable the gunner to operate and or outboard) are to be fired or released, as
monitor armament subsystems.The gunner can take programmed by the pilot SCP when PILOT
armament command, provided the pilot MASTER OVERRIDE is selected.
ARM switch position is in STBY or ARM position,
through the use of the PILOT OVERRIDE switch. 21.13.1.3 Wing Rocket Delivery Unit. Two
The gunner can then fire the turret and wing stores, identical and interchangeable WRDUs are installed
1 not TOW or Sidewinder, by use of the cyclic stick in the helicopter, one on each wing. The WRDU
armament switches. provides interfacing between the NARCADS
controls and switches and the wing stations. Each
21.13.1.1 PILOT OVERRIDE Switch. The WRDU supplies the necessaryswitching and control
PILOT OVERRIDE switch is located on the gunner functions for two wing stations. In addition to
armament control panel (Figure 21-45). When in switching and control functions, the WRDUs receive
‘PILOT OVERRIDE, all pilot STORE CONTROL the firing signals from the SCP and, in turn, activate
I panel switch positions remain valid. The CP light on the fire control relays which release the actual fire
the pilot STORE CONTROL panel illuminates, pulses to the selected wing stations. Fire pulse power
GUNNER IN CONT light illuminates, and the pilot is supplied by the helicopter electrical system. The
and gunner ARMED lights illuminate. Armament
r.,rtn...r s.w
‘,-.-‘” “.a .a-,,4
. ...“” .““A ^,.“tr,.ll-A I..,
...I -.,...L”.I..I v, .I.,. ,...““,%*
L1.U&Y.,..U., WRDUs also receive jettison signals and transmit
wtth the exception of TOW, HELLFIRE, and jettison signal pulses to selected wing stations.
Sidewinder (if installed). The TSU is disabled When in PILOT OVERRIDE, the armament
during PILOT OVERRIDE operation; however, the system is armed and may be fired if MASTER ARM
turret can be controlled by the HS. The gunner can switch is in STBY or ARM position.
then fire the turret by depressing the cyclic
TRIGGER ACTION and the TRIGGER TURRET The gunner, while in PILOT OVERRIDE, may
FIRE switches. Wing stores can be released or fired select but not fire dissimilar stores if dissimilar
by placing the gunner armament control panel stores are loaded on opposite inboard or outboard
WING STORES. SELECT switch in INBD or stations. It is essential to place the PILOT
OUTBD and depressing the cyclic WING ARM OVERRIDE switch to the override position prior to
FIRE button. When the gunner places the WING placing the wing stores select switch to either INBD
STORES SELECT switch to INBD, stations 2 and 3 or OUTBD position. Placing the WING STORES
are selected; when placed to OUTBD, stations 1 and SELECT switch to either INBD or OUTBD position
4 are selected. Placing the switch to OFF deselects prior to placing the PILOT OVERRIDE switch in
all previously selected stations. The OFF position of the override position could result in deselecting the
21-92 ORIGINAL
 NAVAIR Ol-HlAAC-1

desired weapons station on the NARCADS and The neodymium YAG laser operates on a
preventing delivery of the desired ordnance. wavelength of 1064 nanometers. The laser energy
can be usedfor rangefinding or be coded for guiding
.*.nrr....r....r laser directed munitions. The laser designating and
CAUTION ranging system (LDRS) is mounted on top of the
f . .. . . . ..*..r..r i TSU.
m The PILOT OVERRIDE switch
will disable the NTS and should be used The observationfunction enablesthe flightcrew to
only in emergencies in order to prevent locate and sight targets. It includes day vision optics
I (DVO), television camera (TVC), and thermal
inadvertent damage to NTS components.
imagery (FLIR). Selected video (FLIRITVC) is
displayed on both the multifunction display (MFD)
21.14 m NIGHT TARGETING SYSTEM and the CRT.
The TVC operates in the visible light spectrum
and produces a black and white video image. The
FLIR operates in the infrared spectrum sensing
Laser operation is involved in performing energy in the infrared wavelength range. The!
the following tests. Standard laser germanium window is opaque to most light, but
precautionsin ANSI 2136.1-1986 must be passeseight wavelengths. The FLIR detector strip is
followed. Wear appropriate goggles cooled so that detectors will measure the IR energy
during laser operation. that passes through the germanium window. The
FLIR IR energy is scanned across a 120-element
21.14.1 Operation. The Night Targeting System detector strip that transmits a signal to the FLIR
(NTS) is a fire control system providing the electronic box (FEB). The signal is then processed
flightcrew with the ability to detect, acquire, track, into a two dimensional video image for display on
lock on, range, and designate targets under day, the CRT or MFD.
night, and adverse weather conditions. The VCR can record on either SVHS or standard
In accomplishing these functions, the NTS in VHS tapes. The VCR automatically senses which
conjunction with the existing M-65 TSU and tape is installed and will record high resolution on
armament system incorporates the following SVHS tapes and standard resolution on VHS tapes.
functions: If SVHS tapesare used, then an SVHS VCR must be
used for playback.
1. Weapon Aiming
2. Observation
3. BIT and In-Flight Boresight
Forcing the VCR tape release button or
4. Line of sight (LOS) Stabilization and knob to remove a tape from the VCR will
Steering result in damage to the tape eject
5. Automatic Tracking (Lock On) mechanism. To remove a tape from the
VCR, the STOP button on the cockpit
6. Display control unit panel (CCUP) must be
7. Coordinate Computation pressedprior to turning off power to the
NTS.
8. Automatic Controls
Note
9. Manual Controls.
If MFD blanks (turns off) during playback
The weapon aiming function enables the of recorded video, cycle OFF/N/D
flightcrew to direct fire accurately to a specified (power) to OFF, then ON.
target. The weapons aiming portion of the NTS
consists of laser designation (for HELLFIRE The built-in test (BIT) function is designed to
missiles and other laser-guided weapons), laser detect failures and to isolate faults in NTS on
rangefinding, Xenon Error detection (for TOW ground, aboard ship, and in flight. Extended BIT
missiles), and gimbals direction (for M-197 gun). starts upon command from the copilot/gunner by
21-93 ORIGINAL
 NAVAIR Ol-HIAAC-1

pressing the BIT button on the THCDP (initiated panel (THCDP), optical relay tube (ORT), sight
BIT) or when the system is powered on. Periodical hand control (SHC), and control panels.
BIT executesthe entire time the NTS is in operating
mode. Each subsystem performs autonomous The NTS is a modification and an enhancementof
extended or periodic BIT and reports a diagnostic the M-65 system. The discussion and descriptions
messageto the processor electronic box (PEB). The that follow refer to those functions that are addedto
PEB software analyzes the NTS status and displays or modified on the M-65 system. The additional and
BIT results on the CRT/MFD to the subsystem level modified hardware devices are sorted according to
functions and diagnostic failures. During the the system functions.
boresight process, NTS will enter initiated BIT by
pressing the BIT button on the THCDP. After 21.14.1.1 Aiming Function Hardware.
initiated BIT is complete, NTS will complete the Additions to the aiming function include adding the
boresight process. laser designating and ranging system (LDRS). The
LDRS provides coded laser information for the
The boresight function is designed to accurately HELLFIRE or other laser-guided weapons. The
align and boresight the different sensorsand optical other weapon aiming devices, goniometer (for
subsystems of the NTS. Boresight is conducted on TOW) and gimbal direction (for gun), are not
the ground or airborne after the FLIR detectorshave altered.
cooled by pressing the boresight (BRST) button on
the CCUP. 21.14.1.2 Observation Function Hardware.
The FLIR system provides the thermal image. A TV
Note camera replaces the standard TSU 16-mm gun
Successful boresight is optimized when camera and provides the day television image to the
conducted on the ground. Successful MFDICRT. These two systems are added to the
airborne boresight is optimized at night at existing DVO, which maintains its performance.
90 knots straight and level flight.
Airborne boresight may require up to 21.14.1.3 Boresight Function Hardware. The
three attempts to pass. boresight subsystem automatically aligns the
goniometer LOS and the LDRS LOS to the FLIR
The stabilization and steering function allows the and TVC LOS.
flightcrew to aim the system LOS to track targets.It
includes manual and automatic tracking and slaving The boresight subsystem includes the collimator
functions as well as standard TMS motion that produces a common source for the goniometer
compensation. and FLIR. The boresight subsystem also transforms
the laser radiation from a common source with the
The display function provides the interface required wavelength for the FLIR and for the TVC.
between the aircrew and the observation function, It This subsystem contains a comer cube assembly that
contains direct view through the normal TSU optics, transfers all the radiation sources to or from the
a FLIR/TV video, or a recorded VCR image through FLIR. collimator, goniometer. and LDRS. The TV
the MFDKRT. There is also an alphanumeric tracker enablesthe automatic boresight procedureby
information system that allows the aircrew to measuring the location of the common sources and
monitor the system status. aligning the LDRS and FLIR reticle to them. These
sources are already aligned to the goniometer and
The coordinates computation function provides DVO/TVC reticle. The original boresight between
the aircrew with target range and magnetic azimuth. the DVO retitles and the goniometer is unaffected.
After integration with the TNS, it will provide target Boresight function will be initiated by command
coordinates and present position coordinates. from the BRST switch on the CCUP, and may take 1
Control functions provide the aircrew with the up to 100 seconds to complete.
ability to use all system functions. The automatic
command and control function contains servo 21.14.1.4 Steering Function Hardware. The
controls, system operational logic, symbol generator, gimbals of the system are inertially stabilized and all
communication control and data computations. the subsystems are mounted to them. The stabilized
Manual command and control function contains: left LOS of the sensors are designed to allow the
hand grip (LHG), TOW/Hellfire control display operator to distinguish and engage targets.
21.94 ORIGINAL
 The operator can acquire and track targets by The CCUP performs the following functions:
driving the gimbals in elevation and azimuth through
the steering devices. The existing SHC provides I Organizes all electrical signals
manual tracking while the addition of the TVT 2. Converts electrical signals to serial data bus
provides the automatic tracking feature and is
engagedby a control on the LHG. The features of communications
the HSS remain unchanged. 3. Controls all status signals
4. Controls the VCR
21.14.1.5 Display Function Hardware. The
NTS usesa CRT/MFD to display video signals from The SCA has been modified and in addition to its
the FLIR, TVC, or VCR. The CRT is attached to the original purpose,now performs these new functions:
existing ORT. The addition of a channel selector
switch to the LHG allows the operator to choose 1. Improved stabilization of the TSU gimbals
between the DVO and the video images. A manual
channel selector handle is incorporated on the right 2. Autotrack capability
side of the ORT for backup in the event of electrical 3. Scales the HUD gunner TSU reticle to
control failure. Rotating the channel selector handle indicate post launch constraint limits of the
aft selectsDVO and rotating it forward selects video modified TSU.
imaging. There is a seven segment alphanumeric
display area and four caution lamps inside the ORT. The MCA has been modified to allow operation of
The M-65 TSU ATTK, RDY, and GUNS indicators the TOW II/IIA to its design envelope.
are no longer mechanical flags, but are LED displays
A, R, and G mounted on fixed flags. These 21.14.1.6 Manual Controls Hardware. This
annunciatorswill also be displayed as ATTK, RDY, group of devices is the interface between the
and GUNS video on MFD. electrical components and the operator. These
components additionally allow the operator to
21.14.1.6 Coordinates Computation Function control all the system functions that require input
Hardware. The range finder target designator from the gunner. These manual controls and their
laser (RFTDL) provides the range to the target. The functions are as follows:
-PC,, ___..:>~ t:., XL’ ,!evation and azimuth
-II rlY..““a
angles. The heading gyro’ rovides the aircraft 1. LHG contains the switches that control the
heading. The TNS providesP the present aircraft most necessary weapon system aiming
position (in LAT/LONG), pitch, and roll. The PEB functions (Figure 21-46).
performs the coordinatescomputation. 2. LRP contains an OFF/DISPLAY switch,
minimum range setting potentiometer and
21.14.1.7 Automatic Controls Hardware. All the gunner emergency UHF selector switch
of the new and modified electronic boxes that (Figure 21-47).
provide automatic control are listed below. The PEB
contains the following functions: 3. THCDP performs all of previous functions
and supplies some signals and functions to
1. System CPU the NTS.
4. CCUP contains all switches for operating
2. Operational logic the VCR, ORT, CRT, boresight and status
lights (Figure 21-48).
3. Boresight procedure
5. LCP is used to manually set LDRS
4. Tracking loops designation codes and to control the display
of the detailed NTS BIT on the CRT when
5. Special computation (coordinates) when the LASER MODE select switch is in the
integrated with TNS MAN position (Figure 21-49).
6. Video signal symbols 6. Laser LAST/FIRST switch is used to
manually select range based on laser pulse
7. System BIT control energy return.
21-95 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHANNEL SELECT LEVER SEVEN SEGMENT DISPLAY FOCUS KNOQ

(RIGHT SIDE)

TELESCOPIC SIGHT UNlT

LOCATION: GUNNER STANON

TRIGGER COVER

FUR FOCUS

MSL TRIGGER

IASER DES
I U%i
(BENEATH COVER)

(GUARO NOT SHOWN)

AUTOTRACK

TVC - LIGHT LEVEL CONTROL

FUR - MAN/AUTOOAIN/lEVEL
ACTION-f ‘\\‘A j+
‘SPARE SPACE WITH COVER
v\ .~ \&A I
w &M SWITCH

\b,SER DES. (GUARD NOT SHOWN)

LEFT HAND GRIP

I Figure 21-46. Left Hand Grip

21-96 ORIGINAL
 NAVAIR Ol-HlAAC-1

/ LASER RANGE
DISPLAY HIN RANGE

UHF WARD SWrrCH

(BENEATH COYER)
@ @,@

OFF SET
/

LRP
NOMENCLATURE

MIN RANGE/SET (knob) INC - Cloclwi~ movement increa8~s minimum range recognized by the RFTOL.
- Adjustment range is 250 to 6000 meters.

DISPLAY/OFF (switch) OISPLAY - Turns ORT seven sagmmt and vidso symbdogy m,n,mum range display ON.
During lasing, targe, range is displayed “greater than MIN RANQE Setting.

OFF -Turns OR1 seven segment and video symbology mlnlmum range display OFF.

UHF GUARD (SMch) Push Up - Gunner selects GUARD channel on command and tactlcbl UHF radios.

Figure 21-47. Laser Range Panel

21-97 ORIGINAL
 NAVAIR Ol-I-HAAG1

CCUREY wsmow
NOMENClAlURE ACTION NNCTION

REC Swlbh PFD9a _ vcRNwfrb~pnlhwnlvcorPuR

w lndbltw - Illumlnatn wimn VCR b In REC moda

f-Y- - VCRwllltivwaodgnaIfwdbPbYlmCRY.
uom EfEtO@ - Illumlrmtu rrhm VCR b ln PLAY mod&

SYOPSWlldl - ~VCRq.,.,b”ngudl”.otCCU~~otopntiD~
uom EiEhC4 - Illuml~I~ when VCR b In !SlOP mod..

PAUSE swhh Pm88 - F,,.z.,I~onCRYr*nVCRbbPUYwRECmda.

PAUSE funUbn b ownWcbnmfbrSmlmbewby
PnuinpuY--luy.
uom mdbetot - Ill,,mMtawwhan VCR b ln PAUSE n%Dd..

Figure 21-48. Cockpit Control Unit Panel (Sheet 1 of 3)

21-98
 NAVAIR 01 -Hl AAC-1

ecu
NOMENCLATURE POSIl7ON/ACTfON FUNCTlON

FFW Swbch When In Play 0, Pawe:

pre** one time -VCR beg,“‘ hsf toward s.a,ch.
Prea lw1ce -VCR b@ns fan fomard mods.
Pmsa thres “rnllll -VCR gow back M fast loward seanb.
wm lndlcalor Illumlnaws when VCR is In FFW mode, w In foward search
together wit” PLAY light.

-Switch When In Play o, Search:

PI#a
wi IndlMor

+swnch Plea
Light f”dlCIltW

NTS FAlL SWltCh

ugm
LSRARMsgm
L HOT light IndlWtOl

L OFF llghl lndlcator

ERT (outsIde knob) - I”CMJSas and decraaws brlghtn”. of fh Image displayed o,, th. CRT.
CONT (fnsldo knob) - Lcmas~ and decreases contmsl of SW Image displayed on SW CRT.

DIST q RT (conmdric knob) ORT (outside knob)

CRT (Inaide knob)

ERST Switch
ugm

Figure 21-48. Cockpit Control Unit Panel (Sheet 2 of 3)

21-99 ORIGINAL
 NAVAIR Ol-Hl AAC-1

ecu
NOMENCLATURE POSITIONIACTION WNCTfON

REW And -switches Press simultaneously -Event mark search (reverse)

FFW And + switcher

-Switch

-And REW switches

+ Switch

+ And FFW switches

Figure 21-48. Cockpit Control Unit Panel (Sheet 3 of 3)

21.14.2 Display Function. There are two types 2. Rotating the channel selector lever on the
of displays: sensor images and mission/system data. right side of the ORT aft selects DVO and
These displays are combined on the video image. rotating this selector lever forward selects
video imaging. The switching action
21.14.2.1 Sensors image Display. The sensor performed using this selector lever is
image display function is divided into the following mechanical and will operate even if the
subfunctions: system central processing unit (CPU) has
1. Channel selection failed or system power is off.
2. FOV selection
21.14.2-l .2 Video image Selection. The
3. VCR control choice of video image selection is between TV
A nvrl a+tment cameraand FLIR. The channel selector switch of the
5. CRT adjustment LHG is used for this function. Pressing the channel
selectorswitch to the right while the DVO channel is
6. FD adjustment selected will select the video channel. Pressing the
7. Eyecup adjustment. channel selector switch to the right while the video
channel is selected will select between FLIR and
21.14.2.1.1 Channel Selection. The gunner TVC image alternately.
can select either direct view or video image for
visual input from the TSU. The MFD only displays Changing the channel from DVO to CRT will
video images. There are two ways of making the result in TVC image being displayed. Upon initial
selection: power-up, video displayed to the CRTlMFD or VCR
1. Pressing the channel selector switch on the will default to the channel that was in operation at
LHG to the left selects DVO image while power-down. The video image selection is
pressing it to the right selects video image. controlled by system CPU. If a system failure occurs
This switching action is momentary, that inhibits video selection, the FLIR video image is
requiring less than 1 second to complete. displayed.
21-100 ORIGINAL
 NAVAIR Ol-HlAAC-1

I LASER CODE LASER MODE 1

AUTO

LCP

LCP
NoMENcLAluRE FUNCTION

LASER CODE XXXX - Four pushbuttons sdect laser codes and maintenance codes.
(pushbuttons)

AIM -Causes all system function faiiureo to LRL! level to be

displayed on CRT.

B2xx - CRT symbology will detail failures of each LRU and SRUS.
- +I- pushbuttons on the CCU allow selection of LRU pages.

CBXX - Causes all system failures from a non~olatiio memory to LRU

ievei to b-a displayed on CRT.

NOTE
Use only authorlutd maintenance codes. Use 01
unauthorized codes can adversely affect FUR
and laser boresight accuracy.

D444 - Erases the information written in the nonvolatile memory.

LASER MODE MAN - Enables laser code and maintenance codes to ba selected by the LCP.

AUTO -me LDRS laser code will be selected by the THCDP priority missile code.

Figure 21-49. Laser Code Panel

21.101 ORIGINAL
 NAVAIR Ol-Hl AAC-1

If one of the video sensors,TV camera or FLIR, is (1) PLAY - Pressing this switch
powered off or disconnected, a uniform image is causes VCR to play video tape,
displayed instead of the image normally received and recorded image will be
from that source. displayed on CRT/MFD overriding
all other video signals from TVC
The VCR functions may be selectedby the use of or FLIR. Channel must be in CRT
controls on the CCUP. Polling the trigger or firing to view playback or search the
the laser will override the CCUP controls and the video tape.
VCR will begin recording.
(2) STOP - Pressing will stop VCR
21.14.2.1.3 VCR Display. operation from any mode. The
display on the ORT will return to
I. Inputs to VCR - With channel selector in the video image of the previously
the CRT position, the VCR records the same selected sensor, TVC, or FLIR.
video that is being displayed through the
ORT. If the channel selector is in the DVO (3) PAUSE-With VCR in the PLAY
position, the VCR will continue to record mode, pressing this switch will
from the last video source that was being freeze the image on the CRT/MFD.
displayed on the CRT/MFD before the The VCR will automatically return
selection was made to DVO. The audio to the previously selected mode
recorded is determined by gunner CSC after being in PAUSE for 5 minutes
panel selection. or will perform the required
function if another function is
2. Controlling the VCR -Control of the VCR selected.
may be either automatic or manual at the
discretion of the gunner. (4) REW - From the PLAY mode,
a. Automatic Controls. first press will cause VCR to fast
reverse search. Video will be
(1) Record - This function will be displayed from tape and PLAY and
placed in operation regardless of REW lights are illuminated.
previous selection whenever the Second press will cause fast
trigger or laser designator switches rewind. No video will be seen and
on the LHG are pressed.Recording REW light is illuminated. From the
will continue until the STP button STOP mode, pressing the REW
is pressed on the CCUP. When a key one time will cause VCR to
missile is present, firing a Hellfire fast rewind, no video will be seen,
missile using the MSL switch on and the REW light will be
LHG or either WING ARM FIRE illuminated. During fast rewind,
switches will cause the VCR to the CRTIMFD will display TVC or
automatically record. The firing FLIR as selected.
also causes an event mark and TR
to display on the MFD. (5) FFW - From the PLAY mode,
first press causes fast forward
(2) Event Mark - An event mark is search, video will be displayed
placed on the tape for 3 seconds from the tape, and PLAY and FFW
whenever the trigger or laser lights are illuminated. Secondpress
designation switch is pressedwhile causes fast forward mode, video
the VCR is recording. The event will not be displayed from the tape,
marks are incrementally displayed and FFW light will be illuminated.
in the upper left corner of the CRT! From STOP mode, pressing the
MFD. FFW key one time will causeVCR
to fast forward, no video will be
(3) Stop - When the cassettereaches seen, and the FFW light will be
its end the VCR stops
automatically. illuminated. During fast forward,
the CRT/MFD will display TVC or
b. Manual Controls - CCUP. FLIR as selected.
21-102 ORIGINAL
 NAVAIR Ol-HlAAC-1

(6) ‘I-1’- Decreases VCR speed in 21.14.2.1.4.1 MFD Adjustment. The MFD is
PLAY and SEARCH modes. The adjusted using the BRT and CONT controls on the
indicator light in this button will MFD. Adjustments are made as follows:
illuminate and remain illuminated
as long as VCR speed is below 1. Switch to FLIR channel.
normal. 2. Press SYM (declutter) switch, hold 3
seconds.
(7) “+” - Increases VCR speed in
PLAY and SEARCH modes. The 3. FLIR gray scale image appearson MFD.
indicator light in this button will
illuminate and remain illuminated 4. Adjust brightness and contrast as preferred.
as long as VCR speed is above 5. Press SYM (declutter) switch.
normal.
6. FLIR gray scale image disappears from
(8) CCUP indicator lights are tested by MFD.
placing the gunner CAUTION
panel TEST switch momentarily in 21.14.2.1.5 TVC Adjustment. Focus
the TEST position. adjustments of the TVC are accomplished as
follows: Adjust ORT DVO HI mag focus to infinity.
(9) REW and “-” - Searches Switch CRT channel to TVC. Adjust TVC FOCUS
backward for the nearestelectronic knob on TVC. Adjust brightness and contrast using
event mark. VCR enters into knobs on CCUP.
playback mode when that event is
reached. The five most recent
electronic event marks shall be 21.14.2.1.6 Data Displays. The two types of
retained as long as the system is data displayed to aircrew by NTS are system and
powered. mission data. This data is displayed in the form of
video images, four (seven segment) digits in ORT,
(10) FFW and “+” - Searches and by status and caution lights on system panels.
forward for the nearestelectronic These two types of data are further divided into two
event mark. VCR enters into groups: FLIR (presented during FLIR observation)
playback mode when that event and system data which can be dontrolled by
is reached. The five most recent command from the gunner (figures 21-50 and 21-
electronic event marks shall be 51).
retained as long as the system is
powered. I. FLIR messages.
a. HOT DET - Indicates a hot FLIR
21.14.2.1.4 CRT CRT has only
Adjustment. detector element. FLIR is not
brightness and contrast adjustments, which are operational when this messageappears.
accomplished using BRT and CONT controls on
CCUP. Adjustments are made as follows: Note
1. Adjust ORT focus. After initial power-up of NTS, a normal
cooling period of 3 to 5 minutes is
2. Switch ORT channel to FLIR. required before FLIR is operational.
Under certain conditions, it may require
3. Press SYM on declutter switch, hold 3 up to 10 minutes for FLIR to become
seconds. operational.
4. FLIR gray scale image appearson CRT. b. MANUAL GAIN/LEVEL - Manual
GAIN/LEVEL is indicated by the word
5. Adjust brightness and contrast as preferred. MAN. Bar graphs show relative gain
and level in the manual mode. Bar
6. Press SYM on declutter switch. graphs will disappear 5 seconds after
7. FLIR gray scale image disappears from adjustment, but will reappeareach time
CRT. manual adjustments are made,
21-103 ORIGINAL
 NAVAIR 01-HlAAC-1

b. YELLOW
f. GREEN

SEVEN SEGMENT DlSPLAV

NOT TO SCALE
DVO HI MAG RETICLE

Figure 21-50. ORT Display in DVO Mode

c. FOCUS REFERENCE INDEX - Gives This function will be incorporated when
gunner a reference at which the FLIR is integrated with TNS.
focused. Focus reference is represented
by one or two digits ranging from 5 f 5 d. FLIR polarity and AUTOTRACK status
(near focus) and 90 f 10 (far focus). - A bar graph indicates AUTOTRACK
This index appears while the focus is quality and FLIR polarity. The large bar
engaged,and disappears3 secondsafter graph shows FLIR polarity. One small
release of the focus switch. bar adjacent to the large one indicates
medium autotracking quality. Two small
d. ZOOM - Zoom indication appears bar graphs, one on each side of the large
when zoom is activated with FLIR in one, indicate good autotracking quality.
narrow FOV. When neither of the two small bar
graphs is present, autotracking quality is
e. FLIK RETICLE - A distinct and poor.
different FLIR displayed for each of
three different FOV screens. e. Weapon Select - Indicates weapon
selected: TOW, GUN, or HF.
2. Other Messages.
f. DES - Displayed during laser
a. TSU magnetic azimuth - A 180 scale designation.
indicating TSU magnetic azimuth.
Below the scale is a digital indication of !c System Power - ON Time. An elapsed
turret magnetic azimuth. time counter presenting time from NTS
power up until power off.
b. Aircraft heading-A marker indicating
aircraft magnetic heading. h. TR - Displayed during TOW/GUN
trigger pull. I
c. Target Direction -A marker indicating
calculated relative direction from i. Event Mark - Each press of the trigger
helicopter to a selected target position. or designation switch will increment the
21-104 ORIGINAL
 NAVAIR Ol-HlAAC-1

EVENT TSU MAO. AZ A& PIIn

ZOOM~OV MARK NO, (SCALE tf40 INO.) HEAl IING POLARIN AUTOTRACKING OUALlTV
FOCUS

TRIGGER, ylf9

DESlGNAllON INDlCAllON
AUTOTRACKING WINDOW
FUNCTlON FAlLURES
FUR RETlCLS (NFOV)

READV IND.
HF MISSILE SEEKER
(LOBL MODE ONLY)
TARN3 RANGE (MISSIUZ IN CONSlRAlNTS)
K
OR MIN. RANGE

GAINREVEL
REF. SCALES
HOT DETECTOR (ONLY IN MANUAL
CONTROL MODE)

FUR MANUAL
GAINAEVEL IND.
FAtL INO. FIELD OF REGMD BIT \No.
MESSAGE

SYMBOLS CAPABIUTY WITH FLIR AS IMAGE SOURCE

NOTE: All symbols shown Will not be dlsplqed at ,he u,,,e +lm,.

Figure 21-51. MFDKRT Symbols Capability (Sheet 1 of 2)

21-105 ORIGINAL
 NAVAIR Ol-HlAAC-1

TE4J MAG. AZ a/C

(SCALE /yND IND.) HEADING AUTOTRACKING OUALllY
/
WEAPON MODE IND.
TOW GUN HF

DESIGNATlON INDICATION

/ AUTOTRACKINQ WINDOW

READY IND.
SORESIGHT IND.
TARGET RANGE
OR MIN. RANGE
OR INTERLOC-
ON (35WNLC, t= -3.. \ 1LJ. ) ’ DVO/lVC RETICLE (NFOV)

I\\ I-\ I - . NC MAN LIGHT

’ LEVEL CONTROL IND.
LASER CODE--
r REC F IL
VCR MODE
(RECINO REC)/ No vAL ‘ODE
t HF MISSILE SEEKER
STATUS FAIL IND. FIELO OF REGARD (LOSL MODE ONLY)
MESSAGE
(MISSILE NOT IN CONSTRAINTS~
I SYMBOLS CAPABIUN WITH FLIR AS IMAGE SOURCE

! NOTEz All symbols shown will not k, dIsplayed at the same Ume.

Figure 21-51. MFD/CRT Symbols Capability (Sheet 2 of 2)

21-106 ORIGINAL
 NAVAIR 01 -Hl AAC-1

event counter by one. These event marks (2) NO VAL BRST - Displays if
are viewed on the CRT/MFD symbology NTS is placed into service before
and during playback. completing boresight.

j. lTH - Displays the time required for a (3) NO VAL CODE - Displays if a
TOW or HELLFIRE missile to hit the valid laser code has not been
target. Displayed during rangefinding entered.
and designation. t. REC - Displayed while the VCR is
recording. It flashes at the frequency of
k. ATTK - M-65 operational mode. In one Hz in PAUSE mode.
HELLFIRE mode, A’ITK indicates that
the missile has been selected, armed, “. NO REC - Displayed while VCR is
and has accepted the laser code not recording.
provided by the THCDP. v. BRST - Displayed during boresight
1. RDY - M-65 operational mode. In process.
HELLFIRE mode, RDY is displayed w. BIT - Displayed during BIT process.
when HELLFIRE LOBL prelaunch
constraints are met. x. Field of Regard - Indicates LOS
position relative to its field of regard.
m. Laser Range - Displays distance from
helicopter to target during rangefinding Y. MAN -In TVC channel, indicates that
sight level control is in manual mode.
and for 5 seconds after trigger is
released.If no valid return is received, 21.14.2.1.7 Control of Video Data Display.
the display shows “----“. INLC is Brightness and contrast may also be adjusted for
displayed if laser firing is attempted clarity with knobs on CCUP. Under normal
with any safety interlock not in place. conditions, the ORT displays are controlled by
n. Laser Code - Dtsplays the laser code CCUP including brightness. Under conditions of
received by LDRS. failure, however, it may occur that there is no
display (seven segmentor four indicator lights) at all
0. Present Position - Coordinates when on the ORT.
integrated with TNS.
21.14.2.1.8 ORT Display in all Modes. The
P. Target Coordinates - Not used. ORT display contains four digits (seven segment)
and four indicator lights (figure 21-50). A focus
9. Autotrack Indication - Four dots are knob for the ORT is located on top of the ORT
placed around the target during under the eyepiece assembly. ORT brightness is
autotrack mode. In predictor mode, the adjusted using the DISP/BRT ORT knob on the
dots will blink. CCUP. Two adjustment ranges are available. The
range is a function of the gunner caution panel
r. BIT Message - Displays FAIL when BRIGHT/DIM selector. Brightness of the display in
any failure is found during BIT. The the dim range allows dimming of the display to zero.
FAIL indication in the ORT will
illuminate as well as NTS FAIL light on 21.14.2.1.9 ORT Seven Segment Display.
CCUP. The following list describes the announcements
s. Status Messages: which are presentedon the seven segments during
NTS operation:
(1) NO FL BRST - Illuminates when 1. 8888 - Displayed during the first two
FLIR boresight does not complete secondsafter system starts initiated BIT.
during boresight process. If HOT
DET is also displayed, gunner must 2. TEST - Displayed during BIT process.
initiate boresight after FLIR 3. BRST - Displays during boresight process.
detector elements have cooled
sufficiently to extinguish HOT 4. GO - Displayed for 2 seconds after
DET display. boresight is completed, in case of no failure. I
21-107 ORIGINAL
 NAVAIR Ol-HlAAC-1

5. FAIL - Illuminates if the NTS system fails seconds of BIT. Four indicator lights in the ORT
boresight. This will be displayed in addition indicate status as follows:
to the failure indication on the CCUP. If the 1. Red (upper right) - Illuminated during
laser is used, the fail indication will be OFFSET mode
replaced by the laser range for 1.5 seconds,
then return to FAIL message. 2. Yellow:
6. FLIR - Displayed after boresight initiation a. Steady - Laser hot indication
if the FLIR detectors have not cooled
sufficiently for the automatic boresight b. Blinks - Laser automatic shutoff.
procedure to be completed. If the detectors 3. Green - Multiple laser target returns. The
will not cool during 10 minutes, the display range that appears in the ORT and CRT
will change into FAIL. shall be in agreementwith the FIRST/LAST
switch.
Note
4. Red (upper left):
Pressing the NTS FAIL switch twice on
the CCUP will remove the FAIL or FLIR a.Steady - System is in the
indication from ORT display and return to AUTOTRACK mode.
the operational display. b. Blinks-System is in the PREDICTOR
7. XXXX - Laser Range - Displayed during mode.
range finding and for 1.5 seconds after All the indicators will be lighted during the first 2
lasing stops. If the range is above 10 seconds after the system starts the initiated BIT.
kilometers, the display format is XX X with Indicators will blink at the rate of 2 times per
resolution of 100 meters. If ranging while second.
minimum range display is on, display
presents range for 1.5 seconds and then 21.14.2.1.11 CCUP Display. The CCUP
reverts back to minimum range. contains status lights and control switches. On the
8. ---- - Displays in case there is no valid bottom half of each VCR control switch, there is a
return during rangefinding. light that indicates if that function is active. The
VCR control switches and indicator lights are
9. XXX - Turret magnetic azimuth, a default covered in detail in the VCR section. The remainder
display will appear if none of the other of the caution lights are:
modes is displayed.
1. NTS FAIL - Indicates any NTS failure.
IO. XXXX - Minimum laser range, as set on Does not include any failures of the original
LRP, during rangefinding and for 1.5 M-65 system. Depressing this switch will
seconds after lasing stops when minimum display a list of functional failures on the
range display is on. existing video display. Depressing the
-...:.-I- cl
JWIILLI I --.--..A
O.,~~,,Y.:-”
LI..,L.._..I
....a rl:-r:..nm
1......1....- +I.-
...- I;*,
1.“.
Il. L-XX - Count up time (elapsed time) of functional failures and all other BIT fail
during laser designation. The count up indications such as indicator lights on
time is in seconds. CCUP (FAIL) and FAIL display on the
12. L-XX - Countdown time to missile video display.
impact during TOW or HELLFIRE flight. 2. LSR - Laser energy is being transmitted.
This will occur only if the target has been
lased (rangefinder or designation) within 3. ARM - Laser has been powered up, al1
10 secondsof a missile launch. When the interlocks are engaged,BIT is completed, a
countdown time has reached 0, the display valid code has been entered, and system is
continues to show 0 up to 3 secondsand operational.
then switches to the previous display 4. L.HOT - Laser is hot and if lasing
before missile fire. continues, LDRS may shut down.
21 .14.2.1.10 Indicator Lights. All four 5. L.OFF - Laser overheated and shut down
indicator lights will be illuminated during first 2 to avoid damage to the LDRS.
21-108 ORIGINAL
 NAVAIR 01-Hl AAC-1

6. CCUP indicator lights are tested by - Narrow and narrow with zoom FOV (figure
momentarily placing gunner CAUTION 21-52)
panel TEST switch in the TEST position.
- Medium FOV
21.14.2.1.12 Pilot Indications.
- Wide FOV.
1. LASER ARM -Indicator light. Illuminates
in addition to LASER ARM indicator on 21.14.2.1.13.1 MFDKRT Displays Presented
CCUP. The indicator is attached to the during FLIR Observation.
glareshield.
2. LASER ON - Indicator light. Illuminates 1. HOT DET - In lower-left display area,
during lasing. The indicator is attached to indicates a hot FLIR TIS detector. FLIR is
the glareshield. not operational when this messageappears.
3. HUD - During lasing (rangefinding or Note
designation) the HUD will display the range
that comes from the laser. TOW post-launch After initial power-up of NTS, a normal
contraints rectangle/laser constraints cooling period of 3 to 5 minutes is
rectangle is displayed during laser required before FLIR is operational.
designation. Rocket and gun retitles will be Under certain conditions, it may require
automatically adjusted for the laser range up to 10 minutes for FLIR to become
during rangefinding mode and for 15 operational.
secondsafter lasing has ceased.
2. MANUAL GAIN/LEVEL - FLIR manual
!1.14.2.1.13 MFDKRT Display. gain/level adjustment is indicated by the
word MAN in the lower-right corner of the
The two types of data displayed to aircrew by
JTS are system and mission data. This data is display area. Two bar graphs in lower-right
lisplayed in the form of video images and by status corner of display area show relative gain
.nd caution lights on system panels. These two types and level in the manual mode. Bar graphs
if data are further divided into three groups: FLIR will disappear 5 seconds after adjustment,
presented during FLIR observation), TVC but will reappear each time manual
presented during TVC observation), and system adjustments are made.
lata, which can be controlled by command from the
:unner (figure 21-51). 3. FOCUS REFERENCE INDEX - In the
upper-left display area, gives gunner a
1. Hot Detector - Illuminated while the TIS reference at which the FLIR is focused.
detectors are hot. Focus reference is representedby two digits
2. Manual Gain/Level - Two bars for gain ranging from 5 *5 (near focus) and 90 ltl0
and level indication. The display will appear (far focus). This index appearswhile focus
in manual mode during gain and level is engaged, and disappears 3 seconds aftet
adjustment. 5 seconds after releasing the releaseof the focus switch.
gain/level switch, the two bars will
disappearand only the MAN indication will 4. ZOOM - Zoom indication in upper-left
corner of display areaappearswhen zoom is
be displayed. activated with FLIR in narrow FOV.
3. Focus Reference Index - Two digits
present the focus absolute position (from 5. FLIR Reticle - Three types of reticler
near to infinity). The indication is displayed display with the FLIR image (figure 21-52):
each time the focus switch is used in AUTO
or MAN and disappearsafter 3 seconds.
- Narrow and narrow with zoom FOV
4. Zoom Indication - Displayed when the
FLIR is set into narrow FOV with zoom. - Medium FOV
5. FLIR Reticle - Three types of retitles - Wide FOV.
display with the FLIR image:
21-109 ORIGINAL
 NAVAIR 01-HlAAC-1

A
T
T
K

MAN

1550
REC

Figure 21-52. FLIR Reticles With Typical Symbols (Sheet 1 of 4)

21.110 ORIGINAL
 NAVAIR 01-HlAAC-1

r 1
r 7
L J

I- 1

Awe
NOVALOODE

WIDE FDV

Figure 21-52. FUR Retides With Typical Symbols (Sheet 2 of 4)

21-111 ORIGINAL
 NAVAIR Ol-HlAAC-1

r --I ’
L ' J

,834 HOT DET

Figure 21-52. FLIR Reticles With Typical Symbols (Sheet 3 of 4)

21-112 ORIGINAL
 NAVAIR Ol-HlAAC-1

1
25

4-L'
WINDOW OF 8x8 PIXELS
-I

L-----=-I

* loM’LS
-

NARROW FOV REblCLE

NOTE: AIL NUMBERS ARE IN URAD

Figure 21-52. FLIR Retitles With Typical Symbols (Sheet 4 of 4)

21-113 ORIGINAL
 NAVAIR Oi-Hl AAC-I

21.14.2.1.13.2 MFDKRT Displays Presented connected to NTS, time shall be updated

juring TVC Observation. from Tactical Navigation System and cannot
be adjusted from NTS controls. Display is in
I. MANUAL GAIN CONTROL - In TVC upper-left corner.
channel, the word MAN indicates that
camera brightness control is in manual 7, TR - Displayed during TOW/GUN/
mode. Display in lower-right corner. HELLFIRE trigger pull while pressing LHG
2. TVC/DVO Reticle - Reticle displayed in switch. Display is in upper-left corner.
TVC image. 8. Event Mark - Each press of the trigger or
designation switch will increment the event
21.14.2.1.13.3 General MFD/CRT Displays. mark counter by one. These event marks are
I TSU magnetic azimuth - A 180” scale viewed on the CRTlMFD symbology and
indicating TSU magnetic azimuth. The during playback. Display illuminates for
azimuth tape moves. Below the scale is a approximately 10 seconds in upper-left
three-digit indication of turret magnetic corner next to TR.
azimuth. 9. TTH - Displays the time required for a
2. Aircraft heading - A marker indicating TOW or HELLFIRE missile to hit a target,
aircraft magnetic heading below the azimuth Displayed during laser operation. In casethe
tape. laser indicates No Valid Return, the TTH
will display “----“. The display shall be
3. FLIR polarity and AUTOTRACK status- deleted 15 seconds after lasing stops.
A bar graph in upper-right corner of display Display is in upper-left corner. Upon missile
area indicates AUTOTRACK quality and launch, ‘ITH will count down to 0, remain at
FLIR polarity (white hot or black hot). The 0 for up to 3 seconds,and then disappear.
large bar graph shows FLIR polarity. One
small bar adjacentto the large one indicates 10. ATTK - When in TOW mode, indicates
bad autotracking quality. Two small bar M-65 attack mode. In HELLFIRE mode,
graphs, one on each side of the large one, A’ITK indicates that a Hellfire missile has
indicate good autotracking quality. Figure been selected and armed and has accepted
2 l-53 shows symbol possibilities. the laser code provided by the THCDP or
LCP. Display is in left center.
Note 11. RDY - When in TOW mode, indicates
While the system operates without M-65 ready mode. In HELLFIRE mode,
autotracking or during prediction, only the RDY is displayed when ATTK conditions
center block appears. are met, the THCDP is set to LOBL mode,
and the Hellfire missile detects a laser spot.
During autotrack with TVC, the center Display is in right center.
block appearsin black. 12. Laser (Target) Range/Minimum Range/
4. Weapon Mode - indicates weapon TNTTr
I..-..,P _..-.__.._..
Tnrlirltinn - Dicnlavc
---r--J 2 five-dipit
selected: TOW, GUN, HF (HELLFIRE). range (5 meter resolution) from helicopter
GUN indication blinks when the Gun LOS to target during laser range finding or
and turret LOS are out of coincidence. designation. If No Valid Return is
Display is in upper-right corner. received, indication will be “----“. INLC is
displayed if laser firing is attempted with
5. DES - Displayed during laser designation. any safety interlock not in place or with
The indication displays together with TOW missile in flight. While range is
LASER ON indication in pilot cockpit.
displayed, switching on minimum range on
Display is in upper-right corner. LRP causes display to present minimum
6. System Clock- Display presenting local or range. If ranging while minimum range
Zulu time which can be adjusted by gunner/ switch is on, display presents laser range
copilot using code D888 on LCP and VCR for 1.5 seconds and then reverts back to
buttons on CCUP. When system is powered minimum range. Display is in lower
on, time starts counting from 0O:OO:OO until center. Range display can be eliminated by
it is adjusted. When the NAV bus is pressing SYS switch on LHG.
21-114 ORIGINAL
 NAVAIR 01.HlAAC-1

ORT display and the NTS FAIL indication

13. Laser Code - Displays the laser code on the CCUP. The FAIL indication blinks
received by RFTDL from the THCDP or at one pulse per second. Display is in
LCP. Display is in lower-left corner. lower-right corner.
14. Present Position Coordinates (A/C
Coordinates)- Display indicates present 18. Status Messages: Display is in lower-left I
position coordinates in LATILONG. comer.
Display is in lower-right corner.
a. NO FL BRST- Illuminates when FLIR
15. Target Coordinates - This display boresight does not complete during
indicates the coordinates of the lased boresight process. If HOT DET is also
target. Coordinates display during lasing displayed, gunner must initiate boresight
and remain displayed until the laser is after FLIR detector elements have
used again, at which time the updated cooled sufficiently to extinguish HOT
coordinates will be displayed. Display is DET display and to complete system
deleted by pressing SYM switch on LHG. boresight. This message displays
Display is in lower-right corner. together with FLIR indication in ORT.
16. Autotrack Indication - Four dots are
placed around the target during autotrack b. NO VAL BRST - Displays if NTS did
mode. In predictor mode, the dots will not complete the boresight process or if
blink. In offset mode, the four dots move boresight was not performed upon NTS
and track the target. power up.
17. FAIL Indication - In case of failure in c. NO VAL CODE - Displays if a valid
one of the NTS units (LDRS, TSU, PEB, laser code has not been entered.
CCUP, TVC, CRT, FEB, or VCR), the
display indicates FAIL and is lit in 19. VCR Mode: Display is in lower-left
addition to the FAIL indication on the corner.

0 - FLIR WHITE “QT.

- FLIR SLACK HOT.

d oRil - BAD AUTOTRACK QUALITY.

rhOR
n -GOOD AUTOTRACK QUALITY.

NOTES: 1. WHILE SYSTEM OPERATES WlT”O”T AUTOTRACKING OR DURING PREDICTION,

ONLYTHECENTERSLOCKAPPEARS.

2. DVRING AUTOTRACK WITH T”C, THE CENTER BLOCK APPEARS IN SLACK,

WHILE THE SIDE BLOCKS APPEAR WHITE.

Figure 21-53. FLIR Polarity and Autotrack Status

21-115 ORIGINAL
 NAVAIR Ol-HlAAC-1

a. REC - Displayed while the VCR is 7. TR - Displays during TOW/GUN trigger

recording. It flashes at the frequency of pdl.
one Hz in PAUSE mode.
8. Event Mark - Each trigger pull or laser
b. NO REC - Displayed while VCR is designation will cause an automatic event
not recording. mark and increase the counter by one.
20. BIT/BRST Indications: Display is in lower 9. TTH - Time to hit, displayed during laser
center. operation, the time for TOW or HELLFIRE
to hit a target. If the laser indicates NO
a. BIT - Displayed during BIT process. VALID RETURN, the TTH will display “--
b. BRST - Displayed during boresight ,,
process.
10. Function Failures-Displays NTS system
21. Field of Regard (FOR) - Displays failures after pressing NTS FAIL switch/
direction of selected sensor LOS as light once when illuminated. Pressing NTS
compared to TSU mechanical limits. The FAIL switch/light a second time will
symbol shall provide real-time vertical and extinguish functions failures list.
horizontal reference to sensor location in
the FOR for the gunner/pilot. Display is in 11. ATTK - Indicates M-65 attack mode.
lower center. Indicates that a HELLFIRE missile has
been selected and armed, and has accepted
22. Missile in Constraints Indication - the laser code provided by the THCDP or
Displays a fixed-size circle in the center of LCP.
FOV in LOBL mode when a selected
missile detects a laser spot and the aircraft 12. RDY - In TOW mode, indicates all
is in prelaunch constraints mode. The prelaunch constraints have been met. In
circle becomes dashedwhen the aircraft is HF LOBL mode, with solid laser energy
not in prelaunch constraints mode but the received circle, indicates prelaunch
missile still detects the laser spot. constraints have been met. In HF LOBL
mode with dashed laser energy received
21.14.2.1.14 MFDICRT SymbologylMessage circle, indicates prelaunch constraints are
Description. not met. In HF LOAL mode, indicates
prelaunch constraints are met.
1. TSU Magnetic Azimuth - A 180” scale
presenting the TSU turret magnetic azimuth. 13. Laser Energy Received Circle-See RDY
The azimuth tape moves. Below the index is flag description for HELLFIRE LOBL
a digital readout of turret magnetic azimuth. modes.
2. Aircraft Heading - A marker that indicates 14. Laser Range - Displayed during
the aircraft magnetic heading. rangefinding and designation. The range
..m
. . . . . k,n
1" Air"hrr~d
-.I l-s-2 fnr 5 yrcg.rls &,y Incw
-- ---
3. FLIR Polarity and Autotrack Status - The trigger is released. In case the laser
center block represents the FLIR polarity. indicates NO VALID RETURN during
The two side blocks represent autotrack lasing, the indication will be “-“. In case
quality from the TVT. Figure 21-53 shows one of the interlocks is not connected,
symbol possibilities. pressing the laser switches on the LHG
4. Weapon Mode - Indicates weapon (DES or RF) will causeINLC to appearon
selected: TOW, GUN or HF (HELLFIRE). MFD/CRT.
5. DES - Illuminates during laser 15. Laser Code - Displays the laser code
designation. The indication displays which is received by the LDRS.
together with LASER ON indication in pilot
cockpit. 16. Autotrack Indication - Four dots around
the target during autotrack mode. In
6. System Power On Time - A counter timer predictor mode, the four dots blink. In
presenting elapsed time from 0O:OO:OOof offset mode the four dots move and track
NTS operation. the target.
21-116 ORIGINAL
 NAVAIR 0%HlAAC-1

17. FAIL Messages - In case of a failure in 3. FLIR (MFD/ORT).

one of the NTS units, LDRS, TSU, PEB,
CCUP, TVC, CRT, FEB, or VCR. The All three sources operate together, but only one
display indicates FAIL and it is lit in may be observed at a time through the ORT. The
addition to the FAIL indication on the control of the TV camera and the DVO is selection
ORT display and the NTS FAIL indication of wide or narrow FOV using the channel selector
on the CCUP. The FAIL indication blinks switch on the LHG. The TV camera sees the same
at one pulse per second. reticle as the DVO. Figure 21-52 shows the flL+ITOW
18. MAN - Displays while system is FOV with default symbols displayed.
operating in TVC channel and the camera The FLIR is placed into operation from the CRT
operatesin manual brightness control, and mode. Momentarily moving the five-position switch
while in FLIR for 3 secondsafter releasing FLIR POLARITY/FOV/CHANNEL SELECT to
manual level/gain control. CRT one more time after the system is already in the
19. REClNO REC - REC Indication - CRT mode will place the FLIR in operation. The
Indicates that VCR is in the record mode. FLIR has three optical FOVs which are selected as
When the VCR is in the PAUSE mode required using the FOV selector switch on the LHG.
during recording, the REC indication will When the FLIR is placed in operation initially,
flash. medium FOV is displayed. Pressing the switch up
NO REC Indication -Indicates that the VCR is narrows the FOV and increases magnification, and
not recording. pressing it down widens the FOV and decreases
magnification. In the FLIR narrow FOV, a two to
20. FOR - Displays the direction of the one electronic zoom is available.
selected sensor LOS as compared to TSU
mechanical limits. The zoom function is activated by momentarily
The symbol shall provide the vertical and moving the five-position FOV and CHANNEL
horizontal reference to sensor location in the SELECT switch to HI one more time after the
FOR for the gunner. system is in the narrow field of view. The zoom
function is automatic and fixed at 2:l magnification.
21. BIT/BRST - BIT Indication - Displays The zoom does not have intermediate ranges
during the system BIT process. available and the gunner has no other control over
BRST Indication - Displays during boresight. the zoom. FLIR polarity (white hot or black hot) is
selected by pressing the five-position FOV and
22. Status Messages - Displays NTS status CHANNEL SELECT switch momentarily.
messages:
NO FLIR BRST - Illuminates when the FLIR Manual or automatic focus of the FLIR is
boresight is incomplete during boresight process. available using the FOC switch on the LHG.
This indication, in conjunction with the HOT Pressing the FOC switch on the LHG momentarily
DET, tells the gunner that the FLIR detector will place the FLIR in automatic focus mode. If the
elements have not cooled sufficiently to FOC switch is moved momentarily to FR, the focus
complete boresight. The NO FLIR BRST will change to objects farther away. Focus changes
messagedisplays together with FLIR indication continuously to the end of the focus limits as long as
in the ORT. the switch is held. If the FOC switch is momentarily
NO VALID BRST - Illuminates if the system moved to NR, the focus will change to objects
did not perform the boresight process. closer. The relative focus of the FLIR is displayed in
the upper left comer of the CRT/MFD while the
NO VALID CODE - Displays in case of no focus switch is engaged, and disappears3 seconds
valid laser code. after releasing the focus switch. Figure 21-52 shows
the display of each FLIR FOV with typical symbols
21.14.3 Observation Function. The three occurring with each display. Each FLIR FOV has a
image sources available to the gunner are:
unique reticle with the peripheral symbols being
1. DVO common. Narrow field of view and zoom are the
2. TV Camera (MFD/ORT) same.

21-117 ORIGINAL
 NAVAIR Ol-HIAAC-1

TVCrnVO FLIR TSU RATE

TSU RATE
NARROW ZOOM

NARROW

&IITWifITH-ACTION
MEDIUM
~Az~;;JITHOUT-ACTION

FAST

FAST

Figure 21-54. Automatic Action During Channel Selection

21.14.3.1 Automatic Action During Channel Note
Selection. If the channel is changed between
TVC/DVO and FLIR, the system will automatically . Once autotracking is in operation, any
change to the appropriate FOV and TSU slew rate attempt to change channel or FOV will
for the selectedchannel. When the system is in FLIR caus; an automatic switch back to
manual mode.
medium FOV, the TSU tracking rate will dependon
the ACTION switch. Pressing the ACTION switch . The autotracker will continue to track
in FLIR medium FOV will result in TSU slow track from either the FLIR or TV mode if the
rate, and releasing the ACTION switch will cause channel select switch is pressed left to
the system to default back to fast track rate (figure select DVO in the ORT, because the
MFD mode displayed does not change
21-54). i;; ::,is cast.
. If autotracking in FLIR, switching to
21.14.3.2 Steering the Gimbals - Autotrack
DVO and back to video will switch
Mode. The TSU gimbals have an autotrack mode MFD to TV from FLIR and autotrack
of operation in addition to the original modes of will be lost.
operation which remain unaffected by the addition
of NTS (figure 21-55). The autotracker is a video 1. ACQ/TRWSTOW switch on the SHC must
tracker or TVT that works off both TVC and FLIR be in the TRK position.
signals. 2. The AUT TR switch must be pressed in
momentarily on the LHG. Autotracking will
begin immediately.
Autotracking may be performed in all THCDP
1 ..
Aojustment of the difference between the aiming
modes, using all FOVs in DVO, TVC, or FLIR.
Using Autotrack mode requires meeting the point of the gimbals LOS and autotrack centroid
following conditions: (offset) may be made in the autotrack mode by:

21-118 ORIGINAL
 3-
NAVAIR Ol-HlAAC-1

ELAPSED TIME
OF NTS OPERATlON
TSU MAG. AZ
ISCALE AND IND.)

l -------
-.
AK
HEADING

: /
AUTOTRACKING
INDICATlON

-WEAPON

-
TOW,

;y;;;;ACK
GUN,
MODE
HF
OUALITV

IND.

I
- TVC RETICLE

AUTOTRACK WlTHOUT OFFSET

TSU MAG. AL
(SCALE AND IND.) ~&DING

AUTOTRACKING GUALITY
INOICATlON
/
ELAPSED TlME
OF NTS OPERATlON
-WEAPON MODE IND.
TOW, GUN, HF

- AUTOTRACK
WINDOW WITH
OFFSET

- TVC RSTlCLE

FlELD OF REGARD
\I

AUTOTRACK WITH OFFSET

Figure 21-55. TVC and FLIR Optical Indications and Symbols (Sheet 1 of 2)
I

21-119 ORIGINAL
 NAVAIR Ol-HlAAC-1

TS” MAG. AZ NC
(SCALE AND IND., HEADING FLIR POLARIN

ELAPSED TIME
OF N-B OPERATION-
356 I, GUN, HF
,E IND.

AUTOTRACK
WINDOW
. .

FIELD OF REGARD \

AUTOTRACK WITHOUT OFFSET

TSU MAO. AZ NC
(SCALE AND IND.) HEADING FUR POl4UTY
/
-
AUTOTRACKING QUALITY
, INDICATION
ELAPSED TIME
oo:oo:tm il
OF NTS OPERATION -
I _ WEAPON MODE IND.
TOW, GUN, HF

- AUTOTRACK
WINDOW WIYH
OFFSET

- FUR RETICLE

FIELD OF REGARD \

AUTOTRACK W”l, OFFSET

Figure 21-55. TVC and FLIR Optical Indications and Symbols (Sheet 2 of 2)

21-120 ORIGINAL
 NAVAIR 01-HlAAC-1

1. Press the OFFSET switch momentarily on 3. If the TV tracker recovers the target and
I the LHG. The right red light in the ORT will locks on, the system returns automatically to
illuminate. the autotrack mode.
2. Adjust the amount of offset by using the
stick on the SHC to steer the reticle off the 21.14.3.3.2 Stopping Prediction Mode.
autotrack point. There is an offset limit that Prediction mode may be stopped by:
is one-fourth of the field of view. 1. Pressing the AUT TR switch on the LHG.
To exit the OFFSET mode, the gunner pressesthe
OFFSET switch one more time. The OFFSET will 2. Pressing the stick of the SHC to half of the
cancel within 1 second. maximum speedin any direction (while the
system is not in OFFSET).
To stop autotracking and place the system in
manual mode, the gunner may: 3. Moving the ACQ/TRK/STOW switch from
the TRK position
1. Press the AUT TR switch on the LHG.
4. Changing displayed channel.
2. Pressthe stick of the SHC equivalent to half
of the maximum speed in any direction 5. Changing FOV.
(except while adjusting OFFSET).
21.14.4 Laser Modes. The laser has three modes
3. Move the ACQlTRKlSTOW switch from of operation.
the TRK position.
4. Change FOV. 21.14.4.1 Rangefinding. Rangefinding is
defined as measuring the distance between the
5. Change channel from FLlR to TVC or from helicopter and the target. The gunner can measure
FLIR to DVO or vice versa. range to the target by continuously pressing the LRF
switch on the LHG. The minimum range
21.14.3.2.1 I n d i c at i o n s During potentiometer and the laser LAST/FIRST function
Autotracking. The following events occur when are provided to assist the gunner in obtaining
autotracking function is selected: accurate range information in the event of multiple
laser returns during rangefinding. The gunner may
1. Four dots appear forming a square around
the aiming point on the current video image. control the selected minimum range to the target
with the potentiometer on the LRP. The LDRS will
2. The right red indicator light in the ORT ignore laser returns at ranges less than that selected
illuminates. by the gunner. The gunner may choose first or last
laser pulse logic. If FIRST is selected, the laser
3. An autotracking quality indicator appearson remm that will be used for range computation will
the upper right side of the video image. be the first return pulse received that exceeds the
minimum range setting selected on the LRP. If
21.14.3.3 Prediction Mode. When the system is LAST is selected, the laser retllm that will be used
autotracking and the TV tracker loses the target for for range computation will be the last return pulse
any reason,the system will automatically go into the reckived. The techniques used for multiple laser
prediction mode. The prediction mode will result in return will vary depending on the target relationship
the TVT maintaining the last known slew rate. to the terrain and vegetation along the line of sight.
21.14.3.3.1 Indications During Prediction 21 .14.4.2 Designation and Designator
Mode. The following events indicate the system Coding. Designation provides coded laser energy
has defaulted to the prediction mode: for guiding HELLFIRE missiles and other applicable
1. The four boundary dots will blink. munitions. Laser designation may be selectedby the
gunner by pressing the LASER DES switch on the
2. The quality indicators for TV camera image LHG. Designation begins immediately upon
indicate poor quality. On the FLIR image, pressing the switch; however, it requires 3.50
only the FLIR polarity indicator remains, seconds to achieve full performance from the laser
which indicates poor quality of autotracking. beam.
21-121 ORIGINAL
 NAVAIR Ol-HlAAC-1

The two sourcesfor coding the laser system are as Note

follows: Laser may be fired using any channel and
1. The code may be set using switches on the in any FOV. Designation and
THCDP. Codes are sent at the same time to rangefinding will continue as long as
the missiles and the LDRS on a 1553 data applicable switch is being pressed.If any
bus. To enable the LDRS to use this code, interlock is not in place and lasing is
the laser MODE SELECT switch on the being attempted, the video symbology
LCP must be in the AUTO position. The will display INLC in place of range
LDRS will operate on the selected priority information.
(bracketed) missile code.
2. The code may be set using pushbutton 21.14.4.5 Internal Conditions. Some internal
switches on the LCP. This code is sent to safety interlocks that are controlled by the system,
the LDRS on an RS-422 serial data bus and may cause cessation of lasing are as follows:
without any relation to the current THCDS
missile codes. To enable the LDRS to use 1. Limits of gimbal rotation (elevation up 20°,
down 50”, or azimuth, electrical limits +87”,
the manually selected codes, the laser
-90’) are exceeded.
MODE SELECT switch on the LCP must be
in the MAN position. 2. During boresight - While boresight
position (down 60”) is not exceeded.
21.14.4.3 Designation During Boresighting.
Boresighting is the alignment performed between 3. Communication failure - If there is a
laser beam and TSU line of sight. The system fires communication failure between LDRS and
the laser automatically during the boresighting PEB or between CCUP and PEB for more
process. Either the cover on the DVO must be in than 150 milliseconds.
place or the helicopter enginesmust be running with
either generator on line and the ACQ/TRWSTOW 4. LASER OFF - If the temperature in the
switch in the STOW position, or the system will not laser reachesits threshold.
fire the laser. As an additional safety measure, the If any one of these interlocks is not in place, the
laser cannot be fired unless the elevation gimbal is laser will not perform rangefinding or designation.
in the -60 position (looking down). While the laser is If, during rangefinding or designation, any one of
firing, DES will appear in the upper right corner of these interlocks is violated, Iasing will be stopped
the CRT display and the LASER ON caution light immediately.
will illuminate in the pilot cockpit.
21.14.5 Displays During Rangefinding,
21.14.4.4 Interlocks. In rangefinding and Designation, and Boresighting.
designation modes, the following interlocks must be
engaged before laser can be fired:
21.14.5.1 Video Image Displays. Figure 21-56
i. -I.^...^ ..,y.wLn
r,,vn., ..- :-.., ..:rlar.
..“I” :.,.,rar
..... b-y “nrl
-..- ..mlhnlr
” ,...-- _- Aicnlavai
---r--J --
during laser operation.
2. The TSU filter select lever must be in the
LASER position, 21.14.5.2 Seven Segment Display. The
following displays will be seen on the seven
3. Laser remote LAST/FIRST/OFF switch segmentdisplay:
must be in the FIRST or LAST mode.
1. L-XX - Count up during designation (up to
4. Engine must be running with one or both 99 seconds).
generators on line or the DVO window
cover must be installed. 2. L-XX - Count down time to hit target after
5. SHC ACQ/TRWSTOW switch must be in firing a TOW or HELLFIRE missile if the
the TRK position. missile is fired within 10 seconds after last
range measurement.
6. Master ARM switch must be in the ARM
position. 3. - - No valid return of laser.
21-122 ORIGINAL
 NAVAIR Ol-HlAAC-I

TARGET TSUMAG.AE AK
DlRECTlON (SCALE AND IND.) HEADING
WENT
MARK NO.
/ /

l - - FLIR POLARITY

c -WEAPON MODE IND

7 \ DESIGNATION
TIME TO INDICATION
HIT TARGET

ELAPSED TIME OF /
NT-S OPERATION

t+ I
I
TARGET RANGE-,

3540
LASER CODE- 1550
REC
t:l

SYMBOLS ON CRT USING FLIR SENSOR AS IMAGE SOURCE DURING LASING

TARGET TSU MAO. AZ AIC

OlRECTlDN (SCALE AND IND.) HEADING
EEYNo.
/ /

\
TR 12
. l-n--21 WEAPON MODE IND
TIME TO m:i2:34 DESlGNATlON
HIT TARGET
INDlcAnoN

ELAPSED TIME OF
NTS OPERATION
LASER SPOT TRACKER

TARGET MNGE\zv-

3540
LASER CODE -- 1550
REC

SYMBOLS ON CRT USING TV CAMERA AS IMAGE SOURCE DURING LASlNG

zr’”

Figure 21-56. Video Images and Symbols Displayed During Lasing

21-123 ORIGINAL
 NAVAIR 01.Hl AAC-1

4. XXXX - Laser range appears during I. ATTK - When in TOW mode, indicates
rangefinding or designation and disappears M-65 attack mode. In HELLFIRE mode,
1.5 seconds after lasing has stopped. A’ITK indicates that a Hellfire missile has
been selected and armed and has accepted
5. XXXX - Minimum range as set by the the laser code provided by the THCDP or
LRP. LCP. Display is in left comer.
21 .14.5.3 Indicator Lights. 2. RDY - When in TOW mode, indicates M-
65 ready mode. In HELLFIRE mode, RDY
1. ORT. The following indicator lights are is displayed when ATTK conditions are met,
visual signals that require gunner’s the THCDP is set to LOBL mode, and the
attention: Hellfire missile detects a laser spot. Display
a. The steady yellow lamp indicates that is in right center.
LDRS has reached its first temperature 3. TR - Displayed during TOW/GUN/
threshold and the gunner should stop HELLFIRE trigger pull while pressing LHG
lasing. switch. Display is in upper-left comer.
b. The flashing yellow lamp indicates that 4. Weapon Mode - Indicates weapon
temperature of LDRS has reached its selected: TOW, GUN, or HF (HELLFIRE).
final threshold before damage and the GUN indication blinks when the Gun LOS
laser will automatically shut off. and Turret LOS are out of coincidence.
c. Multiple laser rehrms are detected when Display is in upper-right comer.
the green lamp lights. 5. TTH - Displays the time required for a
2. CCUP. The following indicator lights are TOW or HELLFIRE missile to hit a target,
visual signals that require gunner’s Displayed during laser operation. In casethe
attention: laser indicates No Valid Return, the TTH
will display “----“. The display shall be
a. LASER HOT - Same as ORT display. deleted 15 seconds after lasing stops,
Display is in upper-left comer. Upon missile
b. LASER OFF - Same as ORT display. launch, TfH will count down to 0, remain a~
c. LSR ARM - Indicates that all 0 for up to 3 seconds,and disappear.
interlocks are operational and the LDRS 6. Missile in Constraints Indication -
is ready to fire the laser upon command. Displays a fixed-size circle in the center 01
3. Pilot Indications. The following indicator FOV in LOBL mode when a selected
lights are visual signals that require pilot’s missile detects a laser spot and the aircrafi
attention: is in prelaunch constraints mode. The circle
becomes dashedwhen the aircraft is not in
a. LASER ON - Caution lamp which prelaunch constraints mode but the missile
lights each time the LDRS fires the still detects the laser spot.
laser mcluctmg boresightmg.
b. LASER ARM - Caution lamp that
lights in conjunction with ARM
indicator light in CCUP.
c. RANGE appearson HUD display during
designation and rangefinding. Range is
precededby the letter L.
d. HUD TOW post launch comstraints
rectangle is displayed during lasing.

21.14.6 Weapon Guidance. The video image

displayed to the gunner during operation with NTS
installed (figure 21-56) has additional information as
follows:
21.124 ORIGINAL
 NAVAIR Oi-HlAAC-1

21.15 ARMAMENT PREFLIGHT 8. Firing voltage connector- CONNECTED.

PROCEDURES
9. Gun quick-release pins - INSTALLED
21.15.1 Before Exterior Check - ALL (ring up).
ARMAMENT. 10. Feeder retaining pins - SAFETY
WIRED/SECURED WITH LOCK CLIPS.
11. Muzzle clamp - SECURE.
12. Barrel tompions - REMOVED.
l Personnel shall remain clear of the gun 13. Booster motor cable - SECURE.
and the turret travel area when
helicopter electrical circuits are 14. ROUND REMAINING counter - SET.
energized. 15. Left ammunition bay door - CLOSED.
l Personnel shall remain clear of the
hazardousareasof loaded weapons. 21.15.2.3 Wing Stores.
l Helicopters with loaded weapons shall 1. Fuel tanks or weapons loaded (outboard
be pointed toward a clear area. racks) - CHECK.
1. MASTER ARM switch - OFF. 2. TOW ACTIVATE SW - As required.
2. LAUNCHER ARM switch - OFF. 21.15.2.3.1 Ejector Racks.
3. PILOT OVERRIDE - OFF. 1. Safety stop lever - LATCHED POSITION
4. THCDP OFFlBRT switch - OFF. (inboard racks).
5. ALE-39 ARM - SAFE (down). 2. Ground safety pins - INSTALLED
(outboard racks).
6. ALE-39 PWR - OFF.
3. Breech caps - SECURE.
7. AIM-9 Mode Select switch - OFF.
4. Sway brace pads - ADJUSTED IN FIRM
21.15.2 Exterior Check - ARMAMENT CONTACT WITH STORES (jamnuts
PREFLIGHT. secure).

21.15.2.1 TSU. 21.15.2.3.2 ALE-39 Dispensing Pods.

1. TSU movement - FREE. 1. Dispenser module - INSTALLED.
2. TSU germanium window - CLEAN. 2. ARM/SAFE handle - SAFE.
3. TSU optics - CLEAN. 21.15.2.3.3 Practice Bombs/Practice Multiple
Bomb Rack.
21.15.2.2 Ml97 Gun System.
1. Safety pin (Mk 106)- INSTALLED.
1. Booster motor - ELECTRICALLY
CONNECTED. 2. Safety block with safety pin (BDU-33DiB)
- INSTALLED ON FIRING PIN.
2. Feed chute - INSTALLED.
3. PMBR adapter harness -
3. Ammunition box security pins - ELECTRICALLY CONNECTED.
INSTALLED.
4. PMBR station selector switch - SAFE.
4. Right ammunition bay door - CLOSED.
5. Elevation brake - ON (down position). 21.15.2.3.4 CBU-55 Fuel Air Explosive
(FAE).
6. Safeing connection - DISCONNECTED.
1. FMU-83/B fuze - INSPECT.
7. Gun drive motor - ELECTRICALLY
CONNECTED. a. Fuze cover - REMOVED.
21-125 ORIGINAL
 NAVAIR Ol-HlAAC-1

b. Fuze delay - SET. e. Cartridge and flare fuze timer setting -

NOTED.
c. Fuze safety pin - REMOVED.
f. Nose fairing - INSTALLED/SECURE.
2. Tail fin thruster safety pin - REMOVED.
3. Arming wire extractor - CONNECTED. 21.15.2.3.6 LAU 10/61/68 Rocket Launchers.
4. Fins - SPREAD/LOCKED. 1. Launcher safety pin - INSTALLED.
5. Leak detector - SAFE. 2. Launcher - NOT ELECTRICALLY
CONNECTED.
6. Overall condition - CHECK.
21.15.2.3.9 TOW Launchers and Missiles.
21.15.2.3.5 Mk 77 Mod 2l4 Fire Bombs.
1. Launchers- INSPECT:
1. Fire bomb - NO LEAK OR DAMAGE.
a. Forward and aft suspension lugs -
2. Fire bomb to parent rack attachment - SECURE.
SECURE.
b. Sway brace pads - FIRMLY
21.15.2.3.6 GPU-2/A Gun Pod. AGAINST BOLTS.

1. Helicopter adapter cables - C. Lower launcher forward and aft

DISCONNECT. attaching points - SECURE.

2. Fire volts accessdoors - OPEN. d. Electrical connectors- SECURE.

3. Battery cable - CONNECTED. e. Jettison quick-disconnect lanyard -

ATTACHED.
4. Drum - LOADED.
2. Missiles - INSPECT:
5. Overall condition - CHECK.
a. Missile container front ring -
SEATED.
21 .15.2.3.7 Flare Dispenser.
1. SUU-44/A - INSPECT b. Hinged center gate - SECURE.
c. Debris director captive locking pins -
a. Detent safety pin - INSTALLED.
SECURE.
b. Dispenser - ELECTRICALLY d. Note number and location of installed
CONNECTED. missiles.
c. Shear latches - INSTALLED. 3. TOW ACTIVATE SW - ON (up). I
d. Shear pins - INSTALLED FROM
TnD
--., EMlYz laF\TT
-..-- ua..
..a. 31 15 9- ._..
___.__ !? lfl - HFI
.._~~~~I FIRF I nunchnrs and
Missiles.
e. Cartridge and flare fuze timer setting -
NOTED. 1. Launchers - INSPECT:
f. Nose fairing - INSTALLED/SECURE. a. SAFE/ARM switch - SAFE.
2. SUU-25FtA - INSPECT. b. Forward and aft suspension lugs -
SECURE.
a. Safety switch safety pin -
INSTALLED. C. Parent rack sway braces-ADJUSTED.
b. Dispenser - ELECTRICALLY d. Rail latches - LATCHED (with or
CONNECTED. without missiles loaded).
c. Retaining links - CLOSED. e. Electrical connector - SECURE.
d. Shear pin - INSTALLED, ENDS f. Ejector foot/hoist adapter plug -
BENT. FLUSH.
21-126 ORIGINAL
 NAVAIR Ol-HlAAC-1

g. Jettison quick-disconnect lanyard - IN c. WING STORES SELECT - OFF,

PLACE.
6. ACQITRWSTOW - STOW.
2. Missiles - INSPECT:
I. THCDP BRT - OFF.
a. Missiles - SEATED.
8. MASTER ARM - OFF.
b. Holdback latch - LATCHED.
9. WEAPON CONTROL - FIXED.
c. Seeker dome - SECURE,
d. Note number and location of installed 10. Store Control Panel - SET.
a. BOMB ARM - SAFE.
1 3. TO:::;“,, SW-ON (up).
b. QUANTITY - O/O.
21.15.2.3.11 AIM-9 (Sidewinder) Launchers 11, Armament circuit breakers - UP/
and Missiles. INBOARD.
(except HUD, AIM-9, and TURRET EL
1. Launchers - INSPECT:
STOW)
a. Parent rack adapter cable -
CONNECTED. 12. LAUNCHER ARM - OFF.

b. Launcher detent wrench safety pin - 13. EMERGENCY JETTISON SELECT -

INSTALLED. OFF.

C. Launcher detent hold down pin - 14. Canopy removal system safety pins -
INSTALLED, NOT BINDING. INSTALLED.
d. Pylon adapter and launcher - 15. AIM-9 Mode Select - OFFISTBY (as
CONDITION, SECURITY. required).
2. Missiles - INSPECT: 16. ALE-39 - SET.
a. Motor SAFE/ARM mechanism -SAFE a. ARM - SAFE.
(as applicable).
b. PWR - OFF.
b. Missile dome/antenna covers -
INSTALLED. c. CHAFF DISP and CONT circuit
breakers - OUT.
c. Missile umbilical Plug -
CONNECTED. 17. Radar Altimeter - OFF.
d. Missile umbilical block pins - 18. Transponder - STBY.
SECURED.
19. TACAN - RECENE.
e. Upper fin trailing edges - ENGAGED.
20. TNS Doppler - OFF.
f. Rolleron covers - REMOVED.

21.15.3 ArmlDearm Procedures. Note

1. Appropriate If no AIM-9/AGM-122, go to step 37.
Arming Heading - ASSUME.
2. EXT Lights - As required. 21. AIM-9 CCU push-to-test - PRESS.

3. Throttles - OPEN, . . . . . . . ..8S......

CAUTION
4. VCR - STOP. I . ..wIIwII...... I
5. Gunner Armament Control Panel - SET. If STBY AC FAIL LIGHT on CCU
a. PILOT OVERRIDE - OFF. illuminates, do not remove yellow boots
from missile. Do not proceed with AIM-9/
b. TURRET DEPR LIMIT - LIMIT. AGM-122 test.

21-127 ORIGINAL
 NAVAIR Ol-HIAAC-1

22. AIM-9 boots - REMOVE AND STOW. c. HUD symbology cages.

23. AIM-9 ARM - ARM. 33. AIM-9 CCU STA-I - DESELECT.
34. Repeat steps 27. through 33. for STA-4.
Note
Placing AIM-9 ARM switch to ARM does Note
not energize any firing circuits, provided If both AIM-9/AGM-122 stations are
the remaining weapon system circuit
selected, STA-4 MOAT will be
breakers and MASTER ARM switch ineffective, as STA-1 has audio and
remain OFF. Allow 60 secondsfor AIM-9 symbology priority.
cooldown prior to tone check.
35. AIM-9 CCU STA-1 - SELECT.
24. AIM-9 CCU STA 1 and STA 4 -
SELECT. . . . . ..**.........
25. AIM-9 VOL control knob - SET. CAUTION
i **...$8.......*. i
26. HUD symbology - CHECK CAGED. Damage to missile seekers can occur if
not selected before flight because seeker
Note heads default to the uncaged mode when
The purpose of the AIM-9/AGM-122 deselected.
missile on aircraft test (MOAT) is to 36. AIM-9 ARM - OFF/STANDBY (missile
ensure that missile circuits function when test complete).
an IR/RF stimulus is provided and to
ensure the proper HUD symbology is 37. FORCE TRIM - ON.
displayed. 38. HOT MICNOXICSC - ON/SET.
21. Ordnance crew - STEP INBOARD FOR 39. Hands in full view of ground personnel.
STA-I MOAT.
28. Tone generator - ACTIVATED. Check [WARNlNG)
clear tone (AGM-122)/strong growl (AIM-
9).
AI1 armament control switches except
29. Ordnance crew - Move Tone Generator AIM-9, HUD, and EL STOW circuit
(L/R/U/D). Check fuzzy tone (AGM-122)/ breakers shall be in OFF, SAFE, or
weak growl (AIM-9). NORMAL position during arming
30. Collective CAGE/UNCAGE switch - procedures.
UNCAGE.
21.15.4 After Arming.
Check the following:
:. TTrvr
11” I
N”TYt2
I,.1AY1
*lx2
v. -
a. Audio tone clear/strong.
2. RADAR altimeter/TACANiTNS Doppler -
b. UNCAGE light on CCU illuminates. ON.
c. HUD symbology uncages, reticle tracks Transponder - As required.
3.
outboard.
4. NARCADS - SET.
31. Ordnance crew - STEP INBOARD.
Check HUD symbology remains uncaged, a. Weapon Registration Thumbwheel -
reticle tracks outboard. As required.
32. CAGFJUNCAGE - CAGE. b. Rate - As desired.
Check the following: c. QTY - SET (minimum of 1)
a. Audio tone pauses 1.25 seconds, then d. Mode - As desired.
resumes.
5. Armament circuit breakers - IN/
b. UNCAGE light on CCU extinguishes. OUTBOARD.
21-128 ORIGINAL
 NAVAIR ot-HlAAC-t

6. MASTER ARM - STBY. MAN position and using the LASER

CODE pushbuttonsto enter the code. The
I. WEAPON CONT - GUNNER. priority missile will lock on to the laser
8. THCDP BRT - ON return only if the designator code matches
the priority code entered and selected on
9. THCDP mode - STBY TOW or TSUI the THCDP.
GUN.
19. HELLFIRE missile channel and laser code
10. Rounds remaining counter - SET. assignment:
11. TSU GUNS TRACK RATE - As desired.
a. Launcher ARM/SAFE switches -
12. PHS and GHS rail arm assembly-Attach ARM.
to BIT magnet.
13. HSS BIT - BIT/RELEASE. b. THCDP system mode switch - LOAL/
LOBL.
14. PHS and GHS rail arm assembly-Attach
to Helmets. c. THCDP launch sequence mode -
RAPID.
15. PHS and GHS sight assembly - ADJUST
16. Pilot and Gunner HSS RTCL - TEST. d. PRUALT button - PRESS (brackets
should be below PRI in display).
17. THCDP display scratchpad -
INDICATES STBY TOW (BIT pass). e. AUTO CODE button - PRESS.
Note f. Laser alpha code - ENTER.
A successful TOW BIT completion can
take up to 2 minutes. g. Missile quantity - ENTER.
18. HELLFIRE missile BIT and laser code h. ENTR button -PRESS.
storing:
a. HPCP mode - GNR CONT. i. Verify laser code, channel, and missile
quantity are accepted.
b. THCDP system mode - HF STBY.
c. STOR button - PRESS. j. PRIlALT button - PRESS (brackets
should be below ALT in display).
Note
k. Repeat stepse through j if other channel
Store laser codes after completion of a is required. I
successful HF BIT.
d. Laser (single digit A through H) alpha 20. THCDP system mode - As desired.
code - ENTER.
21. m NTS -Check BRST.
e. Laser four-digit numeric code -
ENTER. Note
f. ENTR button - PRESS. Allow cooldown of FLIR prior to BRST.
g. Repeat steps c. through f. (as required) 22. CHAFF DISP and CONT circuit breakers
to store each additional laser code. -IN.
Note
23. Jettison select - As required.
The designator may be encodedmanually
by placing the LASER MODE switch in 24. Pretakeoff checklist - COMPLETE.
21-129 ORIGINAL
 NAVAIR 01-HlAAC-1

21.16 ARMAMENT IN-FLIGHT When using TSUIGUN:

PROCEDURES
1. THCDP system mode switch - TSU/GUN.
The following armament in-flight procedure
paragraphsare based on only one weapon installed, 2. ACQiTRWSTOW - TRK. I
all armament circuit breakers energized, and the 3. MASTER ARM - ARM.
pilot RECOIL COMP switch on. See Figure 21-2 for
firing modes when two or more weapons are 4. LHG ACTION - DEPRESS.
installed.
5. LHG TRIGGER - DEPRESS (first detent
16 rt4 round burst, second detent
continuous).
When in PILOT OVERRIDE:
Do not engage cyclic or LHG switches
during any switching action on armament 1. PILOT OVERRIDE - OVERRIDE.
control panels.
2. Cyclic TRIGGER ACTION - DEPRESS.
3. Cyclic TRIGGER TURRET FIRE -
DEPRESS.
If weapon firing stoppage occurs, Note
immediateiy release the firing switch, or
extensive damage to equipment may The pilot can interrupt firing by
occur. Do not attempt to fire the weapon deenergizing the appropriate circuit
until stoppagecorrective action has been breaker or control switches.
taken. In the event of a runaway gun,
place the MASTER ARM/PILOT 21.16.1.2 Turret Operation - Pilot.
OVERRIDE switch OFF.
1. MASTER ARM - STRY.
21.16.1 Turret Operation.
2. RECOIL COMP - ON.
21.16.1.1 Turret Operation - Gunner. 3. PILOT OVERRIDE - OFF.
1. MASTER ARM - STBY. 4. GUN RANGE KM - As desired.
2. WEAPON CONT - GUNNER. 5. AIRSPEED COMP - COMP.
3. RECOIL COMP - ON. 6. TURRET DEPR LIMIT - OFF.
4. PILOT OVERRIDE - OFF.
When using HSS:
GUN RANGE KM - As desired.
i.
I :: AIRSPEED COMP - cOMP.
2.
7. TURRET DEPR LIMIT - OFF.
3. Cyclic TRIGGER ACTION - DEPRESS.
When using HSS:
4. Cyclic TRIGGER TURRET FIRE -
1. ACQ/TRKlSTOW - STOW. DEPRESS (first detent 16 f4 round burst,
2. THCDP system mode switch - Any second detent continuous).
Position Except TOW Function.
When using HUD sight:
3. MASTER ARM - ARM.
1. WEAPON CONT - FIXED.
4. LHG ACTION - DEPRESS.
2. MASTER ARM - ARM.
5. LHG TRIGGER - DEPRESS (first detent
16 f4 round burst, second detent 3. Cyclic TRIGGER ACTION - DEPRESS
Continuous). (to obtain gun reticle).
21-130 ORIGINAL
 NAVAIR Ol-HlAAC-1

4. Cyclic TRIGGER TURRET FIRE - 7. ACQITRWSTOW - ACQ FOR GHS ACQ

DEPRESS (first detent i 6 k4 round burst, THEN RELEASE.
second detent continuous).
8. LHG ACTION - DEPRESS
j-i-i 9. CHANNEL SELECT switch -CHANNEL
As desired (DVOflVCiFLIR).
When the gunner comes out of the TSU, a. FOV - HI FOR DVO.
the LHG MAC switch should be placed in b. FOV - MEDIUM, NARROW, OR
LO MAG and ACQ/TRK/STOW to NARROW ZOOM FOR FLIR.
STOW to prevent firing of the system in
an undesiredmode. 10. MASTER ARM - ARM.
11. LHG LRF switch - PRESS.
Note
12. THCDP keyboard - SELECT MISSILE
With the weapon control in the gunner MANUALLY, As required.
mode and the THCDP system mode
switch in a TOW mode, the pilot will 13. Helicopter - MANEUVER INTO
have control of, and can fire, the turret PRELAUNCH CONSTRAINTS AS
using his HSS. INDICATED BY HUD.
14. LHG TRIGGER - Depress, then Release.
21.16.2 Wing Stores Operation - Gunner in
PILOT OVERRIDE.
piGiiz-)
1. MASTER ARM - STBY.
2. STORE CONTROL panel - SET:
Jettisoning of TOW launchers for a
a. STATION SELECT - SELECT misfire condition is extremely dangerous.
(desired station). Do not jettison launchers unless fire is
b. QTY - AS DESIRED (at least 01). encountered.
3. PILOT OVERRIDE - ON. Note
4. WING STORES SELECT - As desired.
5. Cyclic WING ARM FIRE - DEPRESS. Smoke may emerge from the launcher
after TRIGGER is depressedand before
Note the missile exits the launcher. Smoke is
caused by missile gyro and battery
Placing the WING STORES SELECT squibs firing and should not be
switch to INBD or OUTBD prior to regarded as a misfire.
positioning the PILOT OVERRIDE
switch to ON may cause the STORE If the TOW missile fails to exit from
CONTROL panel to deselect and forward the launcher within 1.5 secondsand the
firing weapons to fail to release. TSU reticle on the HUD begins
flashing, a misfire has occurred.
21.16.3 TOW Operation.
Gunner may attempt second firing by
21.16.3.1 TOW Firing Checklist. releasing and depressing the LHG
TRIGGER. If the TOW missile again
1. MASTER ARM - STBY. fails to fire, set the THCDP keyboard to
2. WEAPON CONT - GUNNER. select another TOW missile.
3. THCDP OFF/BRT switch - ON. Gunner cannot fire if the helicopter is
4. THCDP system mode switch - ARM, not within prelaunch constraints
MAN, OR AUTO. boundary. Gunner can override the
prelaunch constraints by pressing
5. ACQfIRIVSTOW - TRK. CONST OVRD switch on the SHC. If
6. PHS ACQ - DEPRESS FOR PHS ACQ this mode of operation is employed,
THEN RELEASE WHEN TARGET degraded system performance can be
ACQUIRED. expected.
21-131 ORIGINAL
 NAVAIR 01-HlAAC-1

15. Helicopter - MANEUVER. Keep the 3. No fire in launcher.

TSU line of sight reticle within postlaunch
constraintsuntil wire cut or missile impact. PROCEDURE A:
Note 1. Maintain helicopter control.

Loss of missile guidance can result if 2. Land heading downrange.

postlaunch constraints are exceeded.
Missile wires are cut automatically and 3. Accomplish dearm checklist.
the HUD postlaunch window
disappears. If wires are not 4. Shut down helicopter.
automatically cut, the pilot can
manually cut the wires using the pilot 5. Wait 1 hour; download the missile.
WIRE CUT pushbutton or the gunner 6. Special handling is required.
can manually cut wires using the
THCDP WIRE CUT pushbuttons.
INDICATION B:
Additional missile firing - Next
missile is selected automatically when 1. Motor ignites; missile does not separate.
the gunner THCDP system mode
switch is in ARMED AUTO. 2. Slight helicopter yaw.
21.16.3.2 TOW Misfire Checklist. 3. Fire in launcher.

INDICATION: PROCEDURE B:
1. The TSU reticle on the HUD begins flashing 1. Maintain helicopter control.
and the TOW missile fails to exit the
launcher within 1.5 seconds. 2. Jettison launcher.
PROCEDURE:
21.16.4 Rocket Operation.
1. LHG trigger - RELEASE, THEN PRESS.
If missile again misfires: 1. MASTER ARM - STBY.

2. THCDP keyboard - SELECT ANOTHER 2. PILOT OVERRIDE - OFF.

TOW MISSILE.
1, . . . . “I.=.a.. 3. STORE CONTROL panel - SET:
up”ll ~“rrryLKx~“rr LUC,..:_.:__.
1111JJ,“U.
3. Land heading downrange. a. STATION SELECT - SELECT.

4. Accomplish dearm checklist. b. RATE - As desired.

5. Shut down helicopter.
c. QTY - As desired.
6. Wait 30 minutes; download the missile.
d. MODE - As desired.
21.16.3.3 TOW Hangfire Checklist.
4. ROCKETS RANGE KM - As required.
INDICATION A:
1. Motor ignites; missile does not separate. 5. MASTER ARM - ARM.

2. Slight helicopter yaw. 6. Cyclic WING ARM FIRE - DEPRESS.

21-132 ORIGINAL
 NAVAIR Ol-HlAAC-1

21.16.5 Bomb Operation. 12. LHG - Depress RF or DES switch as

desired. View readout in HUD, ORT, or
1. MASTER ARM - STBY. MFD. On pilot glareshield, LASER ON
light illuminated.
2. PILOT OVERRIDE - OFF.
3. STORE CONTROL PANEL - SET: 21.16.7.2 Tactical Missile Launch.
a. STATION SELECT - SELECT.
1. MASTER ARM - STBY.
b. BOMB ARM - As desired.
2. THCDP launch sequence mode switch -
4. MASTER ARM - ARM. As required.
5. Cyclic WING ARM FIRE - DEPRESS.
Note
21 .16.6 Flare Operation. If MAN position is selected, the system
1. MASTER ARM - STBY. will automatically select missiles.
However, the gunner may select the
2. PILOT OVERRIDE - OFF. number of the missile to be launched by
depressingthe number of the missile and
3. STORE CONTROL panel - SET: the ENTR buttons.
a. STATION SELECT - SELECT.
3. PRYALT button - As required.
b. RATE - As desired.
4. CCM button - As required.
c. QTY - As desired.
For LOAL, proceed as follows:
d. MODE - As desired.
4. MASTER ARM - ARM. 1. THCDP system mode switch - LO/HI/
DIR.
5. Cyclic WING ARM FIRE - DEPRESS.
2. HPCP mode switch - GNR CONT or LOI
27.16.7 HELLFIRE Missile Operation. HI/DIR.
21.16.7.1 LDRS Operation - Gunner. 3. Align helicopter on general line to target.
1. MASTER ARM - STBY.
4. MASTER ARM - ARM.
2. WEAPON CONT - GUNNER.
5. Cyclic WING ARM FIRE - PRESS and
3. PILOT OVERRIDE - OFF. HOLD or raise HELLFIRE trigger guard
4. Turret DEPR - OFF. and PRESS and HOLD HELLFIRE trigger.

5. ACQ/TRK/STOW - TRK. 6. THCDP and HPCP system mode switches

- As required.
6. THCDP OFF/BRT - ON.
For autonomous designation:
I. SYS MODE - ANY MODE.
8. FIRST/LAST - As desired. I. LASER DES switch - PRESS and HOLD.

9. MIN RANGE DISPLAY - As desired 8. LASER DES switch - Release After

Missile Impact.
10. TSU FILTER SELECT - LASER.
11. MASTER ARM - ARM (LASER ARM 9. THCDP and HPCP system mode switches
indicator on pilot glareshield illuminated). - As required.

21-133 ORIGINAL
 NAVAIR Ol-HlAAC-1

For LOBL, proceed as follows: 12. Cyclic WING ARM FIRE - PRESS and
HOLD, or raise HELLFIRE trigger guard
1. THCDP system mode switch - LOBL. and PRESS and HOLD HELLFIRE trigger.
2. HPCP system mode switch - GNR CONT 13. LASER DES switch - RELEASE ARER
or LOBL. MISSILE IMPACT.
3. Gunner track target using CRT or DVO.
14. THCDP and HPCP system mode switches
Note - As required.
A circle appears on the HUD when the Note
seeker has locked on the target. If the
steering symbol on the HUD is out of the The copilot/gunner can also fire
constraint circle, constraints may be HELLFIRE missiles by switching to
overridden by the crewmember in control PILOT OVERRIDE and selecting
of HMS. outboard wing stores when the THCDP is
in any active HELLFIRE mode and the
4. MASTER ARM - ARM. MASTER ARM is in ARMED or STBY.
5. LASER DES switch - PRESS AND
HOLD. 21.16.8.3 Practice Missile Launch.

6. MSL DEICE switch -PRESS If Required.

7. Align target within constraints circle. Practice missiles are launched in the same
manner as tactical missiles; however,
Note practice missiles can be recovered for
additional launchings.
ATTK - M-65 operational mode.
Display is in left comer. In HELLFIRE For recovery, proceed as follows:
mode, ATTK indicates that missile has 1. THCDP system mode switch - STBY.
been selected, armed, and has accepted
the laser code provided by the THCDP. 2. THCDP and HPCP system mode switches
- As required.
RDY - M-65 operational mode.
Display is in right corner. In
HELLFIRE mode, RDY indicates that 21.16.8.4 Missile BIT.
LOBL prelaunch constraints have been
met. 1. THCDP system mode switch - STBY,
If tar_get cannot he brought into constraints, 2. BIT butron -PRESS.
proceed to step 1I,
21.16.8.5 Laser Code and Missile Quantity
8. Cyclic WING ARM FIRE - PRESS AND Change for Priority Channel.
HOLD, or raise HELLFIRE trigger guard
and PRESS and HOLD HELLFIRE trigger. 1. HPCP system mode switch - GNR CONT.
9. LASER DES switch - RELEASE AFTER
2. THCDP system mode switch - LOAL or
MISSILE IMPACT.
LOBL.
10. THCDP and HPCP system mode switches
- As required. 3. AUTO CODE button - PRESS.
For LOBL launch, target not within constraints 4. LASER alpha code - ENTER.
circle, proceed as follows:
I I. THCDP or HPCP SYSTEM MODE switch 5. Missile quantity - ENTER.
in control - ORIDE. 6. ENTR button - PRESS.
21-134 ORIGINAL
 NAVAIR 01-HlAAC-1

21.16.8.6 HELLFIRE Missile Emergency 4. Special handling required.

Procedures.
Indication B:
21.16.8.6.1 Unlatched Missile. 1. Motor ignites, missile does not separate.
Indication: 2. Helicopter yaws.
1. The UNL legend appears on missile status 3. HF legend appears on the missile status
display. display.
Procedure: Procedure B:
1. Slow the helicopter, maintain level flight. 1. Attempt to maintain helicopter control.
2. Land as soon as practicable. 2. Follow yaw with cyclic and pedal inputs.
After Landing: 3. Jettison outboard stores (if feasible).
3. Accomplish dearm checklist. After Landing:
4. Groundcrew/gunner - RELATCH 4. HELLFIRE launcher ARM/SAFE switch -
MISSILE. SAFE.
If the missile cannot be latched:
21.16.9 AIM-9/AGM-122 Missile Operation.
5. Engines - SHUT DOWN. 1. Cockpit control unit - SET:
6. Alert armament personnel.
a. STA SELECT switch - SELECT.
21.16.8.6.2 Misfire. Observe missile symbol appears on
HUD.
Indication:
b. Mode select switch - STBY.
1. Motor does not ignite.
2. MF legend appearson missile status display. Note
Procedure: A 60 second cooldown is required (AIM-
9 only).
1. Land downrange.
c. Mode select switch - ARM.
2. Accomplish dearm checklist. 2. MASTER ARM - ARM.
3. Wait 30 minutes, download missile.
3. Align the target within the reticle FOV and
4. No special handling required. obtain an audio tone indication on the KS.
21.16.8.6.3 Hangfire. 4. UNCAGElFIRE switch - UNCAGE.
Verify the reticle tracks the target, or upon
Indication A: obtaining audio tone, go directly to step 5 if
target verification (and/or positive tracking
1. Motor does not ignite. indication) is not required.
2. The HF legend appearson the missile status 5. UNCAGElFIRE switch - FIRE.
display, flashing in all missile positions for
the affected launcher for approximately 5 21.16.9.1 AIM-S/AGM-122 Missile Emergency
seconds and then remaining steady and Procedures Misfire.
appearing only for the affected missile
position. Indication:
ProcedureA: 1. Motor does not ignite.
1. Land downrange. Procedure:
2. Accomplish dearm checklist. 1. Land downrange.
3. Wait 1 hour; download missile. 2. Accomplish dearm checklist.
21-135 ORIGINAL
 NAVAIR 01-HlAAC-1

3. Wait 30 minutes; download missile. 21.16 ANVIS HUD SYSTEM

4. No special handling required. 21.19 AVIATORS NIGHT VISION IMAGING
SYSTEM HEAD-UP DISPLAY
21 .16.9.2 Hangfire.
The ANVIS HUD, also referred to as the Gideon
Indication: system, consisting of add-on electronic and optical
1. Motor ignites; missile fails to separate. components that are designed to provide night vision
HUD capability in addition to the existing HUD
Procedure: system. This is done by adding a helmet-mounted
optical display system for use by the pilot and
1. Attempt lo maintain helicopter control. copilot/gunner to repeat the HUD symbology while
incorporating night vision compatible imaging. The
2. Follow yaw with cyclic and pedal inputs
ANVIS HUD (Figure 21-57) consists of two HDUs,
3. Jettison outboard store (if feasible). the ECU, the CU, and a remote BRT control. The
ANVIS HUD is a head-up display graphic and
After Landing: symbology repeater for use with the AN/AVS-6 (V)
4. AIM-9 mode select switch - OFF. ANVIS. The ANVIS HUD relays the helicopter
HUD generated graphics and symbology information
(Figure 21-58) to the objective lens of the ANVIS,
21.17 ARMAMENT POSTFlRlNGlBEFORE
superimposed over the image intensified visual
LANDING CHECK
imagery of the ANVIS.
I. PILOT OVERRIDE - OFF.
21.19.1 Helmet Display Unit. Each HDU
2. TURRET DEPR LIMIT - LIMIT. (Figure 21-59) consists of an ODA and HVPS
connected by a cable assembly. The helmet mounted
3. MASTER ARM - STBY.
module of each HDU is a housing containing a CRT
4. WEAPON CONT - FIXED. and combiner lens to project graphics and
symbology onto the ANVIS objective lens. This
5. ALE-39 control panel - SET. module is referred to as the ODA. At the opposite
end of the HDU cable is the HVPS module that
a. ARM switch - SAFE. plugs into a cockpit connector. An L/R EYE
SELECT switch is located on each HVPS. The EYE
b. PWR switch - OFF. SELECT switch makes possible the installation of
6. ARMEDKP lights - EXTINGUISHED. the HDU ODA on either side of the ANVIS goggle
assembly. The pilot and copilot/gunner portion of
7. TURRET CONTR circuit breaker - the ANVIS HUD may be operated independently of
INBOARD. the other. There is a focus knob located on the aft
end of the ODA. The HDU ODA mounts to either
R. TURRET STOW light - ON. .I “1P.1 ‘I.. “I L.“yll”“~,urlrrrL
..-:l-rl_..__^- L-1--.
SL”cI UK p’“L 11&,1llrL.I-L..
11.1 UIIDQ
11. I ”
module is connected to the existing HUD system
21.17.1 After Dearm. through a quick-disconnect electrical connector for
rapid release and removal of the HDU. The HDU
I. Armament Circuit Breakers - DOWN/
receives video information signals from the ECU
OUT (except TURRET CONTR, DR MTR, and represents those signals in visual form to the
GUN MTR).
ANVIS HUD objective lens. The HDUs process the
2. MASTER ARM - STBY. display signals that are formatted by the HDU signal
processor of the HUD system. Refer to Figure 21-60
3. WEAPON CONT - GUNNER. for a functional block diagram. Information
displayed on the ODAs is exactly the same as that
4. THCDP - ON. displayed on the pilot HUD, including target,
essential system, and flight attitude information. The
5. RADAR altimeter/TACAN/lFF/TNS
HDU supplies a display image that is compatible
Doppler - As required.
with night vision goggles. Electrical power is
6. Pretakeoff Checklist - Complete. supplied as +I5 vdc and -15 vdc from the ECU.

21-136 ORIGINAL
 NAVAIR Ol-HlAAC-1

DC ClRClJlT
BREAKERPANEL

ANVIS HUD
CONTROL UNIT (CU)

REMOTE

Figure 21-57. ANVIS HUD Equipment

21-137 ORIGINAL
 NAVAIR Ol-HlAAC-1

EVENT
TSU MAO. AZ NC
MARK NO. lARG=
DlRECTlON (SCALE AND IND.) HEADING

I I FLIR POLARITY
/-’ INDICATION

TRIGGER
INDICATION -b
SE.6
i,,Tllt,i io:.y EAPON MODE IND.

ol:12:34 RETICLE

ELAPSED TIME OF
NTS OPERATION

AITACK t
INDICATION -4 1

SVMBOLB WITH FLIR AS IMAGE SOURCE

EVENT
MARK NO. TARGET TSU MAO. AZ AK
DIRECTION (SCALE AND IND.) HEADING
FLlRPolARlTv
\ \ I INDlCATlON

TRIGGER
,NDlCATlON-- z)Sa 1 1 111111111 TOW//

356
&lss‘l
ELAPSED ,‘,ME OF’ DVO RETlCLE
NTS OPERATION

ATTACK READY
INDICATION -* INDICATION
L--++-----+
K

LASER
CODE -- IS3
REC

E3

SYMBOL8 WITH l-V CAMERA AS IMAGE SOURCE

zos70&132
Jlwo

Figure 21-58. Objective Lens Graphics and Symbology

21-138 ORIGINAL
 NAVAIR 01.HlAAC-1

FOCUS ADJUSTMENT

“IGH VOLTAGE POWER

XMBLY (OGA) SUPPLY (W’S) MODULE

Figure 21-59. Helmet Display Unit

21.19.1.1 HDU Controls and Functions CSC panel and controls the brightness via the BRT
(Figure 21-59). knob and display position adjustment (DISP POS)
functions for the copilot/gunner HDU. The control
panel for the ECU is labeled ANVIS HUD. The
21.19.1.2 HDU Operating Procedures. ECU display position has controls, one for U and D,
and one for L and R. The system ON/OFF power
1. HVPS electrical connections- CHECK. switch with a SYS-ON indicator light for the
copilot/gunner position and an HDU FAIL indicator
2. Focus - Adjust After ANVIS HUD Is light are also located on the ECU control panel. The
Turned ON. ECU has a maximum warmup time of 1 minute from
the first application of power. There is an internal
21.19.2 Electronic Control Unit. The ECU time totalizing meter that clocks total on-time of the
consists of a CRT driver, low voltage power supply, ANVIS HUD system and may be retrieved only by a
maintenance technician. The ECU receives 28 vdc
and processing electronics to receive stroke signals power from the essential bus and is protected by the
from the helicopter FFSP, also referenced as the GSD PWR circuit breaker.
HUD signal processor,and produces the deflection
signals to drive both HDUs. The ECU also contains Note
the control functions for the copilot/gunner HDU. The LEFT/RIGHT EYE select switch
The CU (Figure 21-61) provides separateoperating shall be turned to the opposite position if
controls for the pilot HDU. The ECU contains the image in the ANVIS HUD is inverted.
controls and circuits required to interface the ANVIS
HUD with the existing HUD and drives the CRTs in
both the copilot/gunner and pilot HDUs. The ECU is
located in the copilot/gunner cockpit next to the

21-139 ORIGINAL
 TOW HELLFlRE C0NTR0U0lSPlAY SYSTEM
_ mew
w
HELLFIRE PILOT
CONTROL
TOW/HELLFIRE PANEL
w CONTROIJDISPLAY (HPCP)
PANEL (THCDP)

.-----T------
I II’ 1
I I 1
IS.538 DATA BUS
HEADUP 1-i
DISPLAY (HUD)
---d DATA LINK
TRANSFORMERS
WT)
I I -1 --.
i-- -- - ,
HUD I
MULTIPLEX REMOTE REMOTE HELLFIRE I TEST
SIGNAL
TERMINAL UNIT ELECTRONICS , EGUIPMENT ;
PROCESSOR - I
(MRTU-TYPE II) WE) L - - - - - - - - - -1
1

ELECTRONIC

, LAUNCHER lp
E.-l w
4 2

Figure 21-60. HMS Functional Block Diagram

21-140 ORIGINAL
 NAVAIR Ol-HlAAC-1

ANVIS HUD ELECTRONIC CONTROL UNIT AN”6 HUD CONTROL UN,?

(COPILOT/GUNNER STATION) (PILOT STATION)

Figure 21-61. ANVIS HUD Electronic Control Unit and Control Unit
21.19.2.1 ECU Controls and Functions ODA using remote brightness control. The pilot or
(Figure 21-61). the copilot/gunner ANVIS HUD may be turned on
independently.The CU receives all signals from the
21.19.2.2 ECU Operating Procedures. ECU through aircraft electrical wiring. All of the
signal processing is performed in the ECU and the
1. ANVIS HUD system on/OFF switch - ON. HVPS. The CU provides control-only circuitry for
2. BRT knob - ADJUST BRIGHTNESS As the pilot cockpit. The ECU receives 28 vdc power
required. from the essential bus and is protected by the GID
PWR circuit breaker.
3. LEFT/RIGHT EYE select switch (on
HVPS) - As required. 21.19.3.1 CU Controls and Functions (Figure
21-61).
Note
The LEFT/RIGHT EYE select switch 21 .19.3.2 CU Operating Procedures.
shall be turned to the opposite position if
the image in the ANVIS HUD is inverted. 1. ANVIS HUD system on/OFF switch - ON.
4. DISP POS - Adjust Display Position As 2. BRT knob (pilot collective switch box) -
Required. Adjust Brightness As Required.
21.19.3 Control Unit. The CU contains controls 3. LEFT/RIGHT EYE select switch (on
and circuits required to operate the pilot HDU. The HVPS) - As required.
CU is located on the pilot right console and the
control panel is labeled ANVIS HUD. The CU Note
controls and functions are identical to the ECU
except for the BRT knob. The BRT control on the The LEFT/RIGHT EYE select switch
CU has been bypassed and is not functional. The shall be turned to the opposite position if
pilot may adjust brightness of the ANVIS HUD the image in the ANVIS HUD is inverted.,
21-141 ORIGINAL
 NAVAIR Ol-HIAAC-1

4. DISP POS - ADJUST DISPLAY 21.20.1 MFD Controls and Functions (Figure
POSITION, As required. 21-62).

21.20.2 MFD Operating Procedures.

21.19.3.3 Remote Brightness (NVG BRT)
Control. A remote NVG BRT control is used on 1. THCDP BRT/OFF switch - Adjust to
the ANVIS HUD and is located in the pilot cockpit Midrange.
on the collective switch box (Figure 21-36). This
control is provided to allow the pilot to adjust ODA 2. TVC (television camera) FOCUS knob -
brightness since the BRT switch on the control unit Adjust As desired.
is not used. ODA displays brightness in the pilot 3. FLIR FOCUS switch - Adjust As desired.
cockpit is adjusted with a remote BRT control for
pilot convenience.and ease of access. ANVIS HUD 4. MFD BRT knob - Adjust Brightness As
brightness controls for the copilot/gunner are located desired.
on the ECU. 5. MFD CONT knob - Adjust Contrast As
desired.
21.20 MULTIFUNCTION DISPLAY
21.21 LASER DESIGNATION/RANGE
The MFD (Figure 21-62) is a CRT that displays FINDING
video signals, TVC or FLIR, produced in the PEB.
1. TURRET DEPR LIMIT - OFF.
The MFD repeatsthe image or display presentedin
the ORT. The MFD is located on the copilot/gunner 2. LSR switch - FIRST/LAST.
instrument panel behind the ORT. A BRT
(brightness control) knob is located on the upper 3. Laser Min Range - SET.
right comer of the MFD to control brightness of the
background display. A CONT knob (contrast 4. TSU FILTER - LASER.
control) is located on the upper left corner of the 5. LCP - Set, MAN/AUTO.
MFD to control the contrast of the background. The
mode select key to the right of the contrast control 6. ACQKRWSTOW - TRK.
selects overscan/underscanof display. The OFF/N/D
switch, located on the lower right comer of the MFD I. MASTER ARM - ARM.
bezel, turns display to night brightness, day 8. LASER ARM light - VERIFY.
brightness, or OFF. All other keys on the MFD bezel
are not functional. 9. LRFILASER DES button - DEPRESS.

21-142 ORIGINAL
 NAVAIR 01-Hl AAC-1

CONTROIANDICATOR FUNCTION

1. CONT knob Adjusts contrast of display.

2. Mode select key Push to select overscanAmdet?scan of display.
3. Remaining mode select keys Not used.
4. BRT knob Adjusts brightness of display.
5. Line select keys Not used.
6. Mode select switch Turns YFD on and selects day night displays.

Figure 21-62. Multifunction Display

21-143 (Reverse Blank) ORIGINAL

 NAVAIR 01-HlAAC-1

CHAPTER 22

Countermeasure Systems
22.1 COUNTERMEASURE SYSTEM 7. Pilot DISPENSER or copilot/gunner
AVIONICS MANUAL SELECT switch -As required.
The cmmtermeasme system avionics (Figure 22-
1) consist of the AN/ALE-39 countermeasure 22.3 ANIAPR-44 RADAR WARNING
dispensing system, AN/APR-44 radar warning SYSTEM
system, AN/APR-39(V)I radar detector system, and The APR-44 radar warning system is used to
AN/ALQ-144 countermeasuresystem. detect continuous wave radar signals, both ground
(SAM threat) and AI, aimed at the helicopter. Radar
22.2 AN/ALE-39 COUNTERMEASURE detection is indicated by a tone in the headsetand
DISPENSING SYSTEM illumination of the SAM or AI lights. The SAM/AI
The AN/ALE-39 countermeasure dispensing lights are located on the AN/ALE-39 indicator
system (Figure 22-2) permits the pilot or copilot/ support bracket in the pilot cockpit and in the
gunner to selectively eject flares, chaff, or active caution panel in the copilot/gunner cockpit.
radio devices (jammers) from dispensing pods on the
wings. These items are designed to counter enemy The system consists of four antennas, two
surveillance radar, missile guidance radar, and receivers, a low pass filter, SAM/AI indicator lights,
passive homing missiles. The AN/ALE-39 has the and a control panel. See Figure 22-3 for descriptions
capability of dispensing up to 60 chaff, flare, and and functions of the control panel and indicator
jammer payloads in any combination. All three types lights. The system is powered by the 28 vdc
of payloads can be dispensed in either single or essential bus, and circuit protection is provided by
programmed mode. The dispensing function can be the RADAR WRN circuit breaker.
initiated by the pilot or copilot/gunner. The AN/
ALE-39 system consists of two dispenser housings, Note
two dispenser assemblies, pilot and copilot/gunner
dispenser switches, two sequencer switch The AI radar detection function of the
assemblies,one programmer assembly,and a cockpit APR-44 is inoperative. Provisions are
control unit that consists of the AN/ALE-39 CDCP included in the helicopter for subsequent
and the AN/ALE-39 housing control unit. installation.

22.2.1 Countermeasure Dispensing System 22.3.1 Radar Warning System

Operation. Operation. (Figure 22-3)
1. ALE-39 programmer - SET as required. 1. RADAR WRN circuit breaker- IN.
2. ALE-39 CCU - SET as required.
2. POWER switch - ON (audio tone and
3. CHAFF DISP and CONT circuit breakers- SAM alert lamp comes on momentarily and
IN. then goes off).
4. ALE-39 PWR switch - ON. 3. SAM indicator light - PRESS TO TEST
SAM/AI lights.
5. ALE-39 PROG RESET switch - RESET
(minimum 5 seconds). 4. VOLUME control knob - As required.
6. ALE-39 ARM switch - ARM.
22-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

AN/API+39 INDICATOR AN/ALE39 CONTROL PANEL

I

AN/,VR44 CONTROL PANEL

,4Nhum4 CONTROL PANEL

Figure 22-l. CountermeasureSystem Avionics (Sheet 1 of 2)

22-2 ORIGINAL
 NAVAIR 01-HlAAC-1

FLR I

ALE-39

Figure 22-1. Counternxasure System Avionics (Sheet 2 of 2)

I 22.4 ANIAPR-SE)(V)1
SYSTEM
RADAR DETECTOR 2. DSCRM switch -
3.
OFF.
PWR ON/OFF switch - ON (allow a
The AN/APR-39(V)l is a passive omnidirectional minimum of 30 seconds for equipment to
radar detection system receiving and displaying become fully operational).
information to the pilot concerning the radar
environment surrounding the helicopter. The 4. AUDIO - ON.
equipment respondsto radar signals associatedwith 5. SELF TEST - DEPRESS.
hostile fire control radar in E, F, G, H, I, and J
frequency bands (wide band) and provides visual a. Confirm solid strobe at 12 and 6 o’clock
and aural indications of the presenceand direction of (adjust BRIL and filter as required).
emitters. b. Confirm associated PRF tone (adjust
Missile guidance signals in C and D bands are volume as required).
also received by this system. When a low-band c. Confirm Missile Alert light flashes and
signal is correlated with a tracking radar signal, the produces aa associatedwarbling tone S
equipment identifies the combination as an activated to 6 secondsafter appearanceof strobe.
SAM radar complex. This system consists of four
spiral antennas,one blade antenna,a comparator, an 6. SELF TEST - RELEASE.
APR-39 control panel, two receivers, and an APR-39
radar signal indicator. 7. DSCRM switch - ON.

The control panel (Figure 22-4) is located on the 8. SELF TEST - DEPRESS.
right side of the pilot glareshield. System control a. Confirm solid strobe from either the
and test functions are provided by this unit. center of indicator to the 12 o’clock
position or center of indicator to the 6
22.4.1 Radar Detector System Operation. o’clock position.
1, RADAR DET circuit breaker- IN. h. Confirm associatedPRF tone.
22-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

COPILOT/GUNNER
SWfTCH PILOT SWlTCH

%%

: AL&
NOMENCLATUTRE FUNCTION

1. ALE-39 ARM swftch Down -OFF positlon. Disables ALE-39 dispenser pods.
ARM -ON position. Enables ALE-39 dispenser pods.

2 Armed light Extinguished when ARM switch is OFF or when dispenser

&aft/right segment for ARM/SAFE handle is in SAFE position. Armed light is on
left/right dispsnwr) when ARM switch is ON and dispenser ARM/SAFE handle
is in ARMED position.

3. Power (PWR) switch OFF - Power off to ALE99 system.

ON -Activates ALE-39 system.
SALVO FLARE-Fires all flare positions.

0 -Off, disables that countermeasure.

S - Single, one dispense command per actuation of

DISPENSERMANUAL SELECT switch.

P - Programmed, initiates dispense sequence ss per

programmer.

R - Radar Warning Receiver allows automatic lnitlatfon

of expendables with cueing from the on-board
Radar Warning Receiver. Thls function Is currently
disabled in the AH-IW.

M - Will lnltiste multiple bursts of 2,3 or 4 expendsbles

shnultaneously and concurrently depending on the
number of subsections (L-10, L-20, R-10, R-20)
identified In the programmer as either Flare (F),
Chaff(C) or Jsmmer (J) with a single initiation of
the dispenser switch.

G - Group, multiple bursts of flares dispensed es per

programmer.

5. PAYLOAD REMAINING Provides for manual setting of LOAD REMAINING

resatswitchss counters. One for each countermeasure.

6. PAYLOAD REMAINING Indicates number of loads remaining in dispensers.

co”“t*r* One for each countermeasure.

7. DISPENSERMANUAL Push to dispense or Initiate dispense seq”e”M). One

SELECT switches position for each countermeasure. Mix dispenses a
preselected combination of two flares and one chaff.

Figure 22-2. CountermeasureDispensing System (Sheet 1 of 2)

22-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHAFFS GTV FLARE OTV LOAD L20 DISPENSE! HOUSING

CHAFF c INlV \ CHAFF,S INTV

CHAFF B GTV

PROGRAMMER

JAMMER GTV-
\
RESET

\
JAMMEA INTV (3)lv FLAR; INIV LOAA RIO LOAD R20 FRONT VIEW

NOMENCLATURE FUNCTION

CHAFF Section
S GTV switch 1.2,3,4, C or R selects number of chaff bursts In one salvo
(C is continuous and A Is random).
B INN switch .l, 2, S, J.1.0 or R selects time interval betwean chaff bursts
of each salvo in seconds (R is random).
S QTV switch 1,2,4,6,10 or 15 selects number of chaff salvos In one
programmed sequence.
S INlV switch 2,4,6,8 or 10 selects time Interval between chaff salvos In seconds.
FLARE Section
QTV switch 2,3,4,6,8, or 10 selects number of flare bursts In one
programmed sequence.
INN switch 2,3,4,&E, or 10 selects time Interval, In seconds, between
bursts In programmed sequence.
LOAD Section
LlO switch C, F or J indicates type of payload In LIO dispenser.
L20 switch C. F 0, J Indicates typ% of payload in l20 dispenser.
R20 switch C, F or J Indicates type of payload In R20 dispenser.
RIO switch C, F o, J Indicates type of payload in RIO dispenser.
RESET switch When positioned to RESET (3 seconds mlnlmum), clears all registers
and counters in programmer and resets sequcmcer swNcbes.
JAMMER Section
INlV switches Selects, in seconds, the time interval between bursts of programmed
sequence (from 000 thru 299). At lntewal OM), cnly one payload
is dispensed.
OTV switch 1,2,3 or 4 selects number of jammer bursts In one progmmmed
SCZq”*ltCS.

Figure 22-2. CountermeasureDispensing System (Sheet 2 of 2) I

22-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

: ,.” ,,........ .. . .. .. ::: ‘.. /

i :.:... ..,.....) .. . ... .:~~;..‘.~~.:;~,,~.i
;

NOMENCLATURE FUNCTION
SAM/AI indicator light SAM segment illuminates when ground threat radar
(Segments In copilotlgunner signals are received.
cautlan panel not shown) Al segment illuminates when airborne threat radar
signals are received.

SAM Indicator light/test switch Indicator function disconnected.

Press to test SAM/AI light segments.

VOLUME control knob Controls audio signal volume.

POWER SWltCh iurns sysrem GK and GFF.

Figure 22-3. AN/APR-44 Radar Warning System Indicator and Control Panel

22-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

NOMENCLATURE FUNCTION
1. MA (missile alert) light Flashes to lndlcate missile guidance signal detection.
2. SRIL control Adjusts indicator strobe illumination.
3. NIGHT - DAY control Adjusts Indicator screen Intensity.
4. AUMO control Adjusts radar warning audio volume.
5. DSCRM switch:
OFF Enables system to respond to threat and nonthreat radar signals.
Without mlselle actlvlty - Provhies strobe lines for ground radar
slgnsls and pulse repetition frequency (PRF) audio indications.

With mlsslle actlvlty - Provldss tlashlng strobe lines for ground radar
slgnels, alarm audio (whooping) and flashing MA IlghL
ON Ellmlnetes nonthreat radar Indlcatlons.

WRhout missile activity - Provldsr strobe lines for threat radar signels
and PRF audio lndlcatlons.

With mlsslls activity - Provides flashing strobe lines for threat radar
signals, flashing MA light, and alarm audio.
6. SELF TEST switch:

DSCRM switch OFF Forward end aft strobes appear, extend to third circle on the Indicator,
and PRF audio present Immediately. After 6 seconds, strobes will flash.
alarm audio present, and MA light sterts flashing.
DSCRM switch ON After 4 seconde a forward or aft strobe will appear and PRF audio present.
Wiiln 6 seconds, the other strobe will appear, PRF eudlo will double, and
MA light flashes with alarm audio present.
7. PWR switch:

OFF Dsenergizss radar set.

ON Applies power to the radar set.

Figure 22-4. AN/APR-39 Radar Detector Indicator and Control

22-7 ORIGINAL
 NAVAIR Ol-HlAAC-1

c. Confirm that within 4 to 5 secondsthe to counter the homing capability of approaching

strobe increasesto a full 12 to 6 o’clock hostile heat-seekingmissiles. The system consists of
position and the associated PRF tone a transmitter, an operator control unit, and a bus
increases in pitch. transfer relay assembly. The operator control unit,
and a bus transfer relay assembly. The operator
d. Confirm that within 4 to 5 seconds of control unit (Figure 22-l) is positioned at the bottom
completed 12 to 6 o’clock strobe the of the armament control panel between the pilot’s
missile alert light flashes and produces legs. Control, operating test, and display functions
an associated warbling tone. are provided by this unit. Control is provided by an
IRCM ON/OFF switch (Figure 22-l) that activates
9. SELF TEST - RELEASE. the system by applying 28 vdc power. The RDRCM
switch is inactive.
10. DSCRM switch - As required.
22.5.1 IR Jammer Operating Procedures.
(WARNINO( 1. IR JAMMER (XMTR, CONT, BASE)
circuit breakers- IN.
If on initiation of the self-test function 2. ON/OFF switch - ON.
strobes other than from the 6 and 12
o’clock position are presented, the Note
associated spiral antenna may be
inoperable and will display erroneous l Positioning the ON/OFF switch to ON
information to the pilot with regards to should not cause the IRCM advisory
threat radar system azimuth/bearing. light to illuminate. If the IRCM light
remains illuminated after the initial
A solid strobe from the center of the indicator to warmup period of approximately 1
the 12 or 6 o’clock positions indicate a self-test pass. minute, an inoperative condition exists
Any other indication is a fail. A fail may indicate an and the system should be secured by
inoperable spiral antenna which will give the pilot placing the ON/OFF switch to OFF.
incorrect information with regards to threat radar lThe AN/ALQ-144 should be operated
system azimuth/bearing. for at least 15 minutes after energizing
the system before turning it off. This
will enhance transmitter source life.
3. ON/OFF switch - OFF.
To prevent damage to the receiver Note
detector crystals, ensure that the AN/
APR-39(V)l antennas are at least 60 The IRCM light should illuminate for
yards from any active ground-basedradar FippiGXiiEiitCl~ l ZliGStC 2nd the;;
antenna or 6 yards from any active extinguish.
airborne radar antenna. Allow an extra
margin for new, unusual, or high-powered
antennas. Ensure the AN/APR-39(V)l is
deenergizedfor all shipboard takeoffs and
landings becauseof the close proximity of
high-powered emitters.

22.5 AN/ALQ-144 COUNTERMEASURES

SYSTEM
The AN/ALQ-144 is an active countermeasure
system that provides mechanical modulation of
radiation from an electrically heatedsourcedesigned

22-a ORIGINAL
 NAVAIR Ol-HIAAG1

PART IX

Flightcrew Coordination
Chapter 23 - Crewmember Responsibilities

Chapter 24 - Mission Coordination

6S (Reverse Blank) ORIGINAL

 NAVAIR 01.HlAAC-1

CHAPTER 23

Crewmember Responsibilities
23.1 INTRODUCTION the helicopter commander. Those duties may include
but are not limited to the following:
While the helicopter can be flown by a single
pilot, the combat mission requires two pilots to 1. Assisting the helicopter commander in
occupy the crew positions. A qualified observer or preparing the helicopter for flight
enlisted noncrewmembermay occupy the front crew
position on someflights not requiring crew duties of 2. Acting as an observer
that person.Coordination between the two personnel 3. Recording data as directed by the helicopter
occupying the crew positions is absolutely necessary commander.
to enhancethe mission capability and safety of the
crew. Noncrewmembers shall meet the following
requirements and all others required by applicable
23.1.1 Observer. The following personnel, directives:
authorized by the commanding officer or his
designated deputy, may occupy the front crew 1. Must have a current flight physical
position if the following requirements are met:
2. Must be a second class or better swimmer
1. Must complete an egress drill
3. Must have current physiology training
2. Must be fully briefed on the front cockpit
4. Must have current water survival training.
3. Must have a current physical
4. Must be fully briefed on what is expectedof These requirements are not to be interpreted as
limiting in any way the establishment of higher
them during the flight to include but not
limited to the following: requirements by proper authority. Noncrewmember
ground training should include but is not limited to
a. Being alert for other aircraft or obstacles the following: I
to flight
1. Ground handling - Instructions in the
b. Operating altitudes operation and use of all ground support
equipment, helicopter towing, and tiedown
C. Mission plan procedures (helicopter security). Instruction
in the use of proper taxi director signals,
d. Actions during an emergency both day and night.
e. Lost communication with the pilot. 2. Fueling and servicing - Instructions in the
proper fueling and servicing procedureswith
23.1.2 Noncrewmembers. These personnel are particular emphasis on safety precautions,
designatedin writing by the commanding officer and fuel contamination, alternate fuels, oils, and
assigned to temporary-definite orders involving lubricants.
flying. Noncrewmembers shall occupy the front
crew position. In addition to receiving the same 3. Equipment stowage - Instructions in the
information as outlined in the observer paragraph, proper location and stowage of loose
noncrewmembersshall perform duties as directed by equipment.
23-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

4. Helicopter inspection - Instructions in

assisting the helicopter commander in
inspecting the helicopter and securing
I
The fireguard shall remain clear of the
helicopter panels, doors, etc. tip-path plane, engine compressor, and
engine exhaust areas during start.
5. Fireguard - Instruction in procedures for
performing the duties of the fireguard
during starts.

23-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHAPTER 24

Mission Coordination
24.1 lNlRODUCllON 24.2.2 Pilot Not at the Controls. The PNAC
will normally accomplish the following:
Aircrew coordination is the flightcrew’s use and
integration of all available skills and resources to 1. Copy all clearances, frequencies, etc., and
collectively achieve and maintain crew efficiency, inform the PAC of such.
situational awareness, and mission effectiveness.
The modern battlefield presents a complex
environment for the helicopter crew. Air-to-ground 2. Monitor instruments.
ordnance delivery, transport helicopter escort,
antimechanized operation, and air-to-air combat 3. Assume responsibility for primary
each require specific skills and tasks to be integrated navigation.
and coordinated to ensure successful mission
accomplishment. 4. Receive and return hand and arm signals.
The importance of each crewmember being 5. Initiate the Mayday call in an actual
completely aware of all responsibilities must be emergency.
continuously stressed. The crew must realize that
successful mission accomplishment and safety 6. Look out toward the outside of the flight or
depends on flightcrew coordination both in the as briefed.
cockpit and within the flight. The most successful
crews work together continuously and know each
other’s reactions, weaknesses,and strengths. 24.2.3 Communication. Do not assumethe other
pilot can see the obvious. Information has not been
passeduntil it is verbalized on the ICS. Call traffic
Note utilizing left/right, high/level/low, clock code, and
The contents of this chapter are designed factor/no factor.
to be used as a guide for squadron and
unit ground training and are not intended 24.2.4 Control Changes. All control changes
nor designed to be used as checklists. will be a positive three-way control change with the I
following specific verbiage used: “I have the
24.2 IN-FLIGHT PROCEDURES controls.” “Roger, you have the controls.” “Roger, I
have the controls.” The pilot relinquishing the
24.2.1 Pilot at the Controls. The PAC will controls should slap the canopy.
normally accomplish the following:
1. Control the helicopter. 24.2.5 Simulated Emergencies. No simulated
emergenciesare authorized unless prebriefed.
2. Communicate on the radios.
3. Inform the PNAC of intentions. 24.2.6 Nonbriefed Maneuvers. Do not hesitate
to question any maneuver or procedure that is not
4. Monitor engine and performance briefed, appears unsafe, is nonstandard, or is
indications. unauthorized.
5. Avoid obstacles.
24.2.7 Switches and Circuit Breakers. Do not
6. Look out toward the inside of the flight or as secure any switches or circuit breakers without
briefed. informing the other pilot.
24-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

24.3 GENERAL RESPONSIBILITIES 24.4.1.4 Copilot/Gunner.

The PNAC will monitor instruments and make a 1. Assist the mission commander, flight leader,
“check call” when any IMC or VMC flight or pilot in preparing required charts, flight
parameter is exceeded. logs, navigation computations (including
fuel planning and checking weather and
24.3.1 IMC Parameters. NOTAMs), and in completing required
flight plans.
1. Angle of bank exceeds 30”.
2. Be prepared to assist the pilot in assuming
2. Heading of 10” off the assignedheading. flight lead; thus have a thorough
3. Altitude is consistently off by 100 feet. understanding of the conduct of flight.
4. Descent rate is in excess of 1000 fpm. 24.4.2 Aircrew Brief.
5. Runway environment is not in sight upon
reaching decision height. 24.4.2.1 Mission Commander.
6. Vertigo is suspected. 1. Responsible for briefing all crewmembers
on all aspects of the operation and conduct
24.3.2 VMC Parameters. of the flight.
2. Utilize the briefing guide or syllabus card as
1. Angle of bank exceeds60’. outlined in PART III, chapter 6, paragraphs1
2. Inclinometer is one-half ball off center. 6.1 and 6.2, or appropriate tactical briefing
guide.
3. Altitude is f 50 feet from assignedaltitude.
4. Closure rate is excessive. 24.4.2.2 Flight Leader.
1. Assist the mission commander in preparing
24.4 SPECIFIC RESPONSIBILITIES required flight or briefing forms and, if
directed, brief all crewmembers on all
24.4.1 Flight Planning/Mission Planning. aspects of the operation and conduct of the
flight.
24.4.1 .l Mission Commander. The mission
commander is responsible for all phases of the 2. When directed, in addition, to using the
assigned mission and for the effectiveness of the briefing guide or syllabus card, brief the
flight. following:
a. Crew coordination in each flight
24.4.1.2 Flight Leader. The flight leader will evolution
assist the mission commander in preparing required
charts, flight logs navigation computations b. Command/control of helicopter
(including fuel planning and checking weather and c lltilization
NOTAMs), and in completing requued tltght pians. of each weapon system
d. System degradation.
24.4.1.3 Pilot.
24.4.2.3 Pilot.
1. Assist the mission commander or flight
leader in preparing required charts, flight 1. Assist the mission commander or flight
logs, navigation computations (including leader in preparing required flight or
fuel planning and checking weather and briefing forms and, if directed, brief all
NOTAMs), and in completing required crewmembers on all aspectsof the operation
flight plans. and conduct of the flight.
2. Be preparedto assumeflight lead; thus have 2. When directed, in addition to using the
a thorough understanding of the conduct of briefing guide or syllabus card, brief the
the flight. following:
3. Ensure a correct weight and balance form is a. Crew coordination in each flight
completed. evolution
24-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

b. Command/control of the helicopter 2. Ensure the ICS is functioning properly.

c. Utilization of each weapon system 3. Watch for emergency signals from the plane
captain.
d. System degradation.
4. Monitor the start and inform the pilot of any
24.4.2.4 Copilot/Gunner. The copilot/gunner problems.
will assist the mission commander or flight leader in
preparing required flight or briefing forms. 24.4.5 Taxi.

24.4.3 Preflight. 24.4.5.1 PAC.

1. Ensure all takeoff checklists are complete.
24.4.3.1 Pilot.
2. Receive taxi instructions from the
1. Review Aircraft Discrepancy Book for at appropriate controlling agency; verify any
least the last 10 flights. unclear instructions prior to taxi.
2. Ensure daily/turnaround inspections are 3. Clear the area.
complete.
4. Taxi as directed, begin alert for subsequent
3. Sign for the helicopter to accept it. ground/tower instructions.
4. Preflight the helicopter.
24.4.5.2 PNAC.
5. Note .any discrepanciesand ensure they are
logged on the appropriate VIDSAIAF. 1. Copy all taxi instructions.
2. Clear the area.
24.4.3.2 Copilot/Gunner.
3. Remain watchful for obstructions and taxi
1. Review the Aircraft Discrepancy Book for signals and relay them to the pilot.
at least the last 10 flights when directed by
the pilot. 4. Be alert for subsequent ground/tower
instructions.
2. Ensure daily/turnaround inspections are
complete when directed by the pilot. 24.4.6 Takeoff/Departure.
3. Preflight the helicopter when directed by the
pilot. 24.4.6.1 PAC.
4. Note any discrepanciesand ensure they are 1. Complete takeoff checks and relate to the
logged on the appropriate VIDS/MAF when PNAC (refer to Chapter 7).
directed by the pilot. 2. Initiate takeoff and inform the PNAC.
I
24.4.4 Start. 24.4.6.2 PNAC.
24.4.4.1 Pilot. 1. Ensure takeoff checks are complete.
1. Execute prestart checks (refer to Chapter 7). 2. Monitor performance indications.
2. Ensure the KS is functioning properly. 3. Be preparedto assistthe pilot in the event of
an emergency.
3. Receive a clear to start signal from the plane
captain. 24.4.7 En Route/Return.
4. Start engines (refer to Chapter 7).
24.4.7.1 PAC.
5. Watch for emergency signals from the plane
captain or copilot/gunner. 1. Control the helicopter.
2. Maintain a good lookout doctrine,
24.4.4.2 CopilotlGunner.
3. Report fuel and instrument status
1. Execute restart checks (refer to Chapter 7). periodically.
24-3 ORIGINAL
 NAVAIR 01.Hl AAC-1

4. Inform the PNAC when changing radios, 6. ROGER - Acknowledgment of the

TACAN, or IFF. acceptable request or advisory.
I. NEGATIVE, COME UP/DOWN/LEFT/
24.4.7.2 PNAC. RIGHT - The copilot/gunner reaction of
1. Maintain a good lookout doctrine. pilot maneuvering advisory and request to
maneuver the helicopter to maintain target
2. Monitor instruments. tracking for the TOW missile.
24.5 MISSIONS 8. WIRE CUT - Pilot or copilot/gunner
advisory that the TOW missile control wire
24.5.1 Ordnance. has been cut.
9. IMPACT - Pilot or copilot/gunner
24.5.1 .l Pilot. advisory that missile impact has occurred.
1. Complete ordnance checklists with the
copilot/gunner (refer to Chapter 21). 24.5.2 Terrain Flight.
2. Confirm delivery parameters with the 24.5.2.1 PAC.
copilot/gunner.
1. Control the helicopter.
3. Report visual acquisition of the target.
2. Avoid obstacles.
4. Advise the copilot/gunner of other than
prebriefed releaseparameters. 3. Execute the mission.
4. Keep an outside scan.
24.5.1.2 Copilot/Gunner.
5. Control the helicopter during emergencies.
1. Complete ordnancechecklists with the pilot
(refer to Chapter 21). 24.5.2.2 PNAC.
2. Confirm delivery parameters with the pilot. 1. Navigate.
3. Report visual acquisition of the target. 2. Monitor cockpit instructions.
4. Advise the pilot of other than prebriefed
release parameters. 24.5.3 Night Vision Goggles. The same
principles apply in NVG flight as in TERF. The
24.5.1.3 Missile Launch Terminology. Missile front-seat pilot has increased responsibility for
employment requires considerable coordination and terrain clearance forward becauseof the restricted
communication between the pilot and copilot/ forward view of the rear-seatpilot.
gunner. The following terminology shall be used to
ensure clear, concise communications during missile 24.5.4 Air Combat Maneuvering. Delineating
prelaunch and postlaunch operations: the entire realm of aircrew responsibility during
I^.. 13 1“+Gid t:,; siop~ cf :!cc ..mn...,l
AL,“, .... ..--.. Cln=+ill
--___-.
1. IN CONSTRAINTS - Missile can be preplanning and briefing are necessary to ensure
launched. adequate crew coordination prior to any ACM
2. COME UP/DOWN/LEFT/RIGHT - The mission. As a minimum, each crewmember must
copilot/gunner request for the pilot to have a constant awareness of the rules of
maneuver the helicopter. engagement, flight safety, fuel state (including
bingo), altitude, and minimum prebriefed base
3. ROCKING INTO PITCH/ROLL - Pilot altitude.
advisory of maneuver intended to bring the
target into constraints. 24.5.4.1 PAC.
4. DRIFTING FORWARDIBACKILEFTI 1. Control the helicopter.
RIGHT - Pilot advisory of maneuver to
maintain the target without constraints. 2. Look out toward the inside of the flight or as
briefed.
5. MOVING UPIDOWNILEFTIRIGHT -
Pilot advisory of postlaunch maneuver. 3. Maintain safe separationbetween aircraft.
24-4 ORIGINAL
 NAVAIR 01-HlAAC-1

4. Maintain obstacle clearance. 24.5.7 DescenUApproach.

24.5.4.2 PNAC. 24.5.7.1 PAC.

1. Look out toward the outside of the flight or 1. Select the approach to be made.
as briefed. 2. Inform the PNAC when going from outside
2. Cross-check instruments. to inside scan or vise versa.
3. Assist the pilot in obstacle clearance. 3. Inform the PNAC when changing radios,
TACAN, or IFF.
24.5.5 Shipboard.
24.5.7.2 PNAC.
24.5.5.1 PAC - WC. 1. Assist the pilot in deciding on the type of
1. Control the helicopter. approach.

2. Maintain an outside scan. 2. Monitor instruments.

3. Maintain pattern parameters. 3. Monitor approach plate and backup the

PAC.
24.5.5.2 PAC - IMC Night. 4. Notify the PAC of any deviations.
1. Control the helicopter. 24.5.6 Landing.
2. Maintain initial scan outside for takeoff.
24.5.6.1 PAC.
3. Transition to instrument scan for climb to
altitude. 1. Complete the Landing Checklist and advise
the PNAC.
4. Transition to outside scan for landing.
2. Adhere to parametersfor landing.
5. Positive control changes should be initiated
to the front seat for frequency changes as 3. Monitor instruments.
required.
24.5.6.2 PNAC.
24.5.5.3 PNAC - VMC. Ensure landing checks are complete.
1. Monitor instruments. Monitor parametersfor landing.
2. Monitor helicopter parameters and advise Monitor instruments.
PAC when parametersare exceeded.
Be preparedto assistthe pilot in the event of I
3. Copy all clearances. an emergency.
4. Monitor the closure rate on final. After Landing/Taxi/Shutdown.
24.5.5.4 PNAC - IMC Night. 24.5.9.1 PAC.
1. Backup instrument scan during takeoff and 1. Follow the instructions of the tower/ground.
approach.
2. Ensure the Shutdown Checklist is completed
2. Scan for the landing platform and advise (refer to Chapter 7).
when it is sight.
3. Monitor pattern parametersand advise PAC 24.6.9.2 PNAC.
of deviations. 1. Backup the PAC on all clearancesgiven by
the tower/ground.
24.5.6 Emergencies (PACIPNAC).
Emergencies tend to be delineated according to the 2. Assist the PAC with the Shutdown
specific mission. Checklist.
24-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

24.5.10 The pilot and copilot/gunner

Postflight. 24.6.2 Formation Flights. Because of the close
will complete postflight (refer to Chapter 7). proximity of the helicopters to each other, there is a
definite need for an increased outside scan by all
members of a flight. Special attention must be paid
24.5.11 Debrief. The pilot and copilot/gunner will by crewmembers of each helicopter to maintain safe
debrief at the time and place covered in the brief. separation. The PAC of the lead helicopter must
concentrate on being as smooth as possible.
Consideration must be given to the wingman in
24.6 SPECIAL CONSIDERATIONS order for the wingman to maintain his position in the
flight.
24.6.1 Functional The front-seat
Checkflights.
crewman should take the test card and write down
the inputs for the pilot as the pilot relates them over
the KS.

24-6 ORIGINAL
 NAVAIR Ol-HIAAC-1

PART X

NATOPS Evaluation
Chapter 25 - NATOPS Ground and Flight Evaluation

67 (Reverse Blank) ORIGINAL

 NAVAIR Ol-Hl AAC-1

CHAPTER 25
NATOPS Ground and Flight Evaluation
25.1 CONCEPT examination, an oral examination, and a
fight evaluation.
The standard operating procedures prescribed in
this manual represent the optimum method of 2. NATOPS Reevaluation - A partial
operating the helicopter. The NATOPS evaluation is NATOPS evaluation administered to a
intended to evaluate compliance with NATOPS flight crewmember who has been placed in
proceduresby observing and grading individuals and an unqualified status by receiving an
units. This evaluation is tailored for compatibility unqualified grade for any of his ground
with various operational commitments and missions examinations or the flight evaluation. Only
of both Navy and Marine Corps units. The prime those areasin which an unsatisfactory level
objective of the NATOPS evaluation program is to was noted need be observed during an
assistthe unit commanding officer in improving unit reevaluation.
readinessand safety through constructive comment.
Maximum benefit from the NATOPS program is 3. Qualified - That degree of standardization
achieved only through the active, vigorous support demonstrated by a very Feliable flight
of all pilots and flight crewmembers. crewmember who has a good knowledge of
standard operating procedures and a
25.2 IMPLEMENTATION thorough understanding of helicopter
capabilities and limitations.
The NATOPS evaluation program shall be carried
out in every unit operating naval aircraft. The 4. Conditionally Qualified - That degree of
various categoriesof flight crewmembers desiring to standardization demonstrated by a flight
attain/retain qualification in the AH-1W shall be crewmember who meets the minimum
evaluated in accordancewith OPNAVINST 3710.7. acceptable standards.He is considered safe
Individual and unit NATOPS evaluations will be enough to fly as a pilot in command or to
conductedperiodically; however, instructions in and perform normal duties without supervision
adherence to NATOPS procedures must be on a but more practice is needed to become
daily basis with each unit to obtain maximum qualified.
benefits from the program. The NATOPS 5. Unqualified - That degree of
coordinators, evaluators, and instructors shall standardization demonstrated by a flight
administer the program as outlined in OPNAVINST crewmember who fails to meet minimum
3710.7. Evaluees who receive a grade of unqualified acceptable criteria. He shall receive a
on a ground or flight evaluation shall be allowed 30 supervisedinstruction until he has achieved
days in which to complete a reevaluation. A a grade of qualified or conditionally
maximum of 60 days may elapse between the date qualified.
the initial ground evaluation commenced and the
date the flight evaluation is satisfactorily completed. 6. Area - A routine of preflight, flight, or
postflight.
25.3 DEFINITIONS
7. Subarea - A performance subdivision
The following terms, used throughout this within an area that is observed and
selection. are defined as to their specific meaning evaluated.
within the NATOPS program.
8. Critical Area/Subarea - Any area or
1. NATOPS Evaluation - A periodic subarea that covers items of significant
evaluation of individual flight crewmember importance to the overall mission
standardization consisting of an open-book requirements, the marginal performance of
25-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

which could jeopardize safe conduct of the 25.4.4 Operational Flight Trainer/Weapons
flight. System Trainer Procedures Evaluation. An
Operational Flight Trainer/Weapons System Trainer
9. Emergency - A helicopter component, (OFTIWST) may be used to assist in measuring I
system failure, or condition that requires crewmember efficiency in the execution of normal
instantaneous recognition, analysis, and operating proceduresand his reaction to emergencies
proper action. and malfunctions. In areas not served by these
10. Malfunction - A helicopter component or facilities, this may be done by placing the
system failure or condition that requires crewmember in the helicopter and administering
recognition and analysis but permits more appropriate questions.
deliberate action than that required for an
emergency. 25.5 GRADING INSTRUCTIONS
Examination grades shall be computed on a 4.0
25.4 GROUND EVALUATION scale and converted to an adjective grade of
Prior to commencing the flight evaluation, an qualified or unqualified.
evaluee must achieve a minimum grade of qualified
on the open-book and closed-book examinations as 25.5.1 Open-Book Examination. To obtain a
I part of the ground evaluation. The oral examination grade of qualified for the open-book examination, an I
is also part of the ground evaluation but may be evaluee must obtain a minimum score of 3.5.
conducted as part of the flight evaluation. To ensure
a degree of standardization between units, the 25.5.2 Closed-Book Examination. To obtain a
NATOPS instructions may use the bank of questions grade of qualified for the closed-book examination, 1
contained in this section in preparing portions of the an evaluee must obtain a minimum score of 3.3.
written examinations.
25.5.3 Oral Examination and OFT Procedure
25.4.1 Open-Book Examination. The open- Check. If an oral examination and OFT procedure
book examination may consist of but shall not be check is conducted, a grade of qualified or I
limited to the question from the question bank. The unqualified shall be assigned by the instructor
number of questions shall not exceed that of the evaluator.
question bank nor be less than 50. The purpose of
the open-book examination portion of the written 25.6 FLIGHT EVALUATION
examination is to evaluate crewmember knowledge
of appropriate publications and the aircraft. The
maximum time for this examination should not The NATOPS flight evaluation is intended to
exceed 7 days. evaluate unit/individual compliance with approved
standardized operating procedures. The successful
comoletion of all ground evaluations and
25.4.2 Closed-Book Examination. The closed- exaiinations is required prior to commencement of
book examination may consist of but shall not be the flight evaluation. Insofar as possible, evaluation
limited to the questions from the question bank. The flights will be scheduled so as not to interfere with
number of questions on the examination will not squadron operations. The flight evaluation should
exceed 40 or be less than 20. Questions designated conform to any syllabus flight. Only those areas
critical will be so marked. An incorrect answer to observed or required by the mission will be
any question in the critical category will result in a evaluated. Determination of the final flight
grade of unqualified being assigned to the evaluation grade will be made as outlined in
examination. paragraph25.8.
25.4.3 Oral Examination. The questions for the Note
I oral examination may be taken from this manual
and/or drawn from the experience of the instructor/ Areas/subareasto be evaluated are listed.
evaluator. Such questions should be direct and Critical area/subareasare marked by an
positive and should in no way be opinionated. asterisk.
25-2 ORIGINAL
 NAVAIR 01-HlAAC-1

256.1 Pilot Nontactical Flight Evaluation. d. Maximum gross.

25.6.1.1 Mission Planning. 25.6.1.9 Autorotation.

1. Flightplan 1. Procedures
2. Computation card 2. Rpm control
3. Weather. 3. Airspeed control
4. Recovery.
26.6.1.2 Briefing.
25.6.1.10 Emergency Procedures.
26.6.1.3 Preflight.
1. Records check 1. Procedures
2. Helicopter control.
2. Preflight check
3. Crew briefing. 25.6.1.11 Crew Coordination.

25.6.1.4 Engine and Rotor Start. 1. Debriefing

1. Start 2. Mission flight evaluation

2. Poststart. 3. Confined area landing precision approach:
a. Procedures
25.6.1.6 Air Taxi.
b. Approach
1. Taxi.
c. Power control
25.6.1.6 Takeoff Transition. d. Helicopter control.
1. Procedures 4. Navigation
2. Type of takeoff: 5. Tactical applications.
a. Vertical
25.6.2 Crewmember Evaluation Areas.
b. Crosswind
1. Preflight
c. Maximum power
2. Security
3. Transition.
3. Ground safety precautions
25.6.1.7 Climb Cruise. 4. Hand signals
1. Procedures 5. Fuel and helicopter servicing
2. Power control 6. Postflight
3. Helicopter control. 7. Emergency Procedures
25.6.1.6 Approach and Landing. 8. Tactical applications.
1. Procedures 25.7 FLIGHT EVALUATION GRADING
2. Power control CRITERIA
3. Helicopter control Only those subareasprovided or required will be
graded. The grades assignedfor a subareashall be
4. Type of landing: determined by comparing the degreeof adherenceto
a. Vertical standardoperating procedureswith adjectival ratings
listed below. Momentary deviations from standard
b. Running operating procedures should not be considered as
c. Crosswind unqualifying provided such deviations do not
25-3 ORIGINAL
 NAVAIR 01 -HI AAC-1

jeopardize flight safety and the evaluee applies Qualified., 4.0

prompt corrective action.
To determine the numerical grade for each area
and the overall gradefor the flight, add all the points
25.7.1 Qualified. A well-standardized evaluee
assignedto the subareasand divide this sum by the
who demonstratedhighly professional knowledge of
number of subareas graded. The adjective grades
and compliance with NATOPS standards and
shall then be determined on the basis of the
I procedures is considered qualified. Momentary
following scale:
deviations from or minor omissions in noncritical
areas are permitted if prompt and timely remedial 0.0 to 2.19 ..,.. _. . . . . ..__. .Unqualified
action is initiated by the evaluee.
2.2 to 2.99 . . Conditionally Qualified
25.7.2 Conditionally Qualified. The evaluee is
considered conditionally qualified and is 3.0 to 4.0 Qualified
I satisfactorily standardized with one or more
significant deviations from NATOPS standards and EXAMPLE: (add Subareanumerical equivalents)
procedures, but no errors in critical areas and no
errors that jeopardize mission accomplishment or 4+2 +4+2+4 = 16 = 3.20 Qualified,

flight safety. 7
5

I 25.7.3 Unqualified. The evaluee is considered

1 unqualified and is not acceptably standardized; the 25.8 FINAL GRADE DETERMINATION
evaluee fails to meet minimum standardsregarding
knowledge of and/or ability to apply NATOPS The final NATOPS evaluation grade shall be the
procedures. Commits one or more significant same as rhe grade assigned to the flight evaluation.
deviations from NATOPS standardsand procedures An evaluee who receives an unqualified on any
that could jeopardize mission accomplishment or ground examination or the flight evaluation shall he
flight safety. placed in an unqualified status until he achieves a
grade of conditionally qualified or qualified on a
25.7.4 Flight Evaluation Grade reevaluation.
Determination. The following procedureshall be
used in determining the flight evaluation grade. A 25.9 RECORDS AND REPORTS
grade of unqualified in any critical area/subareawill
;c;&; i;; ;;; “,--..I.
. ..ww^.l g&e ^f nn&ified fnr !hP A NATOPS evalnarion report (OPNAV Form
flight. Otherwise, flight evaluation (or area) grades 3710/7) shall be complete for each evaluation and
shall be determined by assigning the following forwarded to the evaluees commanding officer.
numerical equivalents to the adjective grade for each Refer to Figure 25- 1.
subarea. Only the numerals 0, 2, or 4 will be
assigned in subareas.No interpolation is allowed. This report shall be filed in the individual flight
training record and retained therein for 18 months.
Unqualified . .. . . . . 0.0 In addition, an entry shall be made in the pilot/NFO
flight log book under “Qualifications and
Conditionally Qualified . . . . . . . 2.0 Achievements” as shown in Figure 25-2.

25-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

NATOPS EVALUATION REPORT

OPNAV 371M (4-90) s/N 0107-LF-oo94wo REPORT SYMBOL OPNAV 371021
NAME (Last, first, initial) GRADE SERVICE NUMBER
I
~~UADRONNNIT AIRCRAFT MODEL CREW POSlTlON

TOTAL PILOT~FL~GHT HOURS TOTAL HOURS IN MODEL DATE OF LAST EVALUATION

I I
NATOPS EVALUATION

BOOK EXAMINATION

I
*EVALUATION FLIGHT

! 1 I I
FUGHT DURATION AIRCRAFT BUND OVERALL FINAL GRADE

REMARKS OF EVALUAT~FI~~NSTRUCTOR

0 CHECK IF CDNTlNUED ON REVERSE SIDE

GRADE, NAME OF EVALUATDRANSTRUCTOR SIGNATURE DATE

GRADE, NAME OF EVALUEE SIGNATURE DATE

REMARKS OF UNIT COMMANDER I

RANK, NAME OF UNIT COMMANDER SIGNATURE DATE

I
‘WST. OFT, COT, Or cockpit check in accordance with OPNAVINST 3710.7 (effective edition)

Figure 25-1. NATOPS Evaluation Report

25-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

QUALIFICATION DATE SIGNATURE

NATOPS (Aircraft (Crew Position) (Date) (Authenticating (Unit which

EVAL. Model) Signature) Administered
Eval.)

Figure 25-2. PilotINFO Flight Log Book Entry

25.10 NATOPS EVALUATION QUESTION 5. The T700-GE-401 engines are
BANK ~ of
modular construction.
The following list of questions is provided as a
source reference for the development of open-book, 6. Each engine is composed of a combination
closed-book, and oral examinations to be
administered to flight crewmembers in accordance
with the NATOPS evaluation program.
1. Should conflict exist between the NATOPS ~ and a
flight manual and other publications, the
NATOPS flight manual shall govern.
7. A coaxial drive shaft extends from the
True False power turbine rearward through the gas
2. Anyone can recommend a change to generator turbine and compressor.
NATOPS in accordancewith OPNAVINST True False
3710.7.
True False 8. The fuel system for the T700-GE-401
engine consists of the main fuel manifold,
3. A WARNING as defined in NATOPS is an
operating procedure or technique that may
result in damage to equipment if not
carefully observed or followed. and the fuel filter.
True False
9. The ODV sends fuel through the ODV
4. Each General Electric T700-GE-401 engine manifold to the
is rated (uninstalled) at for and all other
(intermediate power) shp. engine operating conditions.
25-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

10. Engine anti-icing is provided by an

heated bellmouth, installed light illuminates when
between each engine and the intake ducts, pounds of fuel remain.
and hot axial compressor discharge
22. One air pump can pressurizeboth auxiliary
fuel tanks if a failure of one pump occurs.
flowing through the swirl and inlet guide
vanes. True False
11. The engine starting system consists of 23. DC power is supplied by
starter for each engine, generators, batteries, or
batteries and a external power source. through the
engine start switch located on the pilot
collective box.
24. Battery charging is provided by
12. The power turbine rotor (Np) is protected
from destructive overspeed by an -
25. When the START switch is activated, the
13. The is a solid state device batteries initially act in , then
that processes inputs from the in series to provide up to
volts (6 seconds parallel, then series) for
starting.
Np and torque sensors,
, Nr sensor, and the HMU. 26. When the BUS switch is in the NORM
position, power is supplied to the
14. The gas producer tachometer operates nonessential bus provided at least
independently from the helicopter is operating.
electrical system.
27. In the event both generatorsfail, the pilot
True False may reclaim nonessential28 Vdc bus loads
15. An by placing the switch to the
is attachedto the right side of position.
each engine and displays 28. AC power for the helicopter is provided
digital counters. from three separatesources:
16. When the rotor has slowed to , and
approximately
, release the rotor brake.
29. AC power for the AIM-9 missile system is
17. The transmission incorporates chip provided by an
detectors that are the we
that are activated by pressing the 30. In the event of dual generatorfailure, use
illuminated of the TACAN can be reclaimed by placing
segmenton the the BUS switch in MAN.
indicator. True False ‘I
18. The OIL COOLER switch selects and 31. Redundantnavigation light controls enable
controls the oil cooler fan both the pilot and copilot/gunner to select
19. The combining gearbox drives two dc overriding modes as circumstances may
generatorsand the dictate.
True False
20. The combining gearbox incorporates 32. The hydraulic system consists of three
type chip
completely independentsystemscomprised
detectors. of hydraulic systems and
21. At 9” nosedown (cruise) attitude with the and the
fuel cell interconnect valve open, the hydraulic system.
25-7 ORIGINAL
 NAVAIR 01 -Hl AAC-1

33. Hydraulic systemsNo. 1 and No. 2 provide 43. The AAU generates voice warning
dual power boost for the main rotor messagesand separate,
controls through discernible tones.
44. Do not actuate the FIRE WARN TEST
34. Hydraulic system No. 2 supplies system switch more than seconds.
power for the main rotor controls (cyclic
and collective), 45. Pulling the FIRE PULL handle will shut
unit, off to the affected engine,
actuators, deactivate the and
circuits, and
actuator, arm fire extinguisher bottles.
actuator, system, and
fan. 46. Pulling a FIRE PULL handle and setting
the FIRE EXT switch to MAIN will result
35. The utility hydraulic system powers a in that bottle being into the
hydraulic motor-driven fan on the selected compartment.
I
during normal 47. To actuate the CRS, rotate the handle or
operation. ring
and pull.
Setting the OIL COOLER switch to the
SEC position disables the 48. The avionic and TOW compartments are
system and cooled by blowers located
system, and selects a secondary hydraulic under the
motor to power the floor.
fan.
49. The inertia reel will automatically lock
31. The SCAS NO-GO lights are illuminated when the helicopter encounters an impact
during the warmup to indicate the presence force in excess of a
of in each associatedactuator deceleration.
channel
The relief tubes are located in the
SCAS actuators are unaffected should ““’
engagement be made prior to a nulled compartments.
condition (i.e., NO-GO lights illuminated).
51. Wire strike protection consists of
True False and
39. The VSS is an controlled, installed on upper and lower
powered system, that automatically portions of the forward fuselage.
and the
c--. VI
‘ippalw, CLLCCL -A--l”L”,
_L^..:-.I ..^^ -I ..:L-^r:“..”
,,I”U~L” “LVLULIYI,~. 52. Only personnel designated by
shall be
The VSS will suppresstwo-per-revolution authorized to conduct engine motoring
vibrations only between and wash procedures.
percent rotor ‘pm when
pressureis above psi on 53. The pressure fueling system consists of a

I hydraulic system No. 2. located in the

side of the fuel cell, a
41. Loss of hydraulic system No. 2 will not pilot valve in the
disable VSS. cell, a shutoff
True False valve, and press-to-test

I
precheck valves.
42. In addition to warning indicators and
caution advisory lights, an 54. It is recommendedthat engines be serviced
provides audio signals (voice and tones) only with oil
over the for abnormal system when operating at sustained ground
conditions. temperatures of -32 ‘C(-25 “F) or below.
25-0 ORIGINAL
 NAVAIR Ol-HlAAC-1

55. Service the main rotor hub reservoir sight 70. For APU starts, place the DCVM selector
glass to approximately to and check for 26 to 29
vdc.
56. Total internal fuel capacity is 71. A nonengaged engine is indicated by a
U.S. gallons of which U.S. higher ‘pm than the engaged
gallons are unusable. engine along with torque.
57. Engine starter limits are on. 72. When making a slope landing, if mast
off, on, bumping occurs, reposition cyclic toward
off.
58. With the ENG WASH switch in the 73. During steep approaches at less than
WASH position, the duty cycle of the , avoid descent rates
starter is on, exceeding fpm.
off, and repeated additional
times. 74. Full autorotation landing shall not be
attempted as a practice measureexcept by
59. For a rotor brake start, release within pilots specifically by the
secondsafter
Ng is attained.
75. At average gross weights, best glide
60. Decrease airspeed for each airspeed is approximately
1000 feet of density altitude above KIAS, and minimum rate of descent
airspeed is approximately
KIAS.
61. Below 4000 feet of density altitude,
maximum airspeed in any configuration 76. Hovering autorotations should only be
with stores is practiced at or below pounds
gross weight.
62. The maximum airspeed for steady state
autorotation is 71. Without the use of the rotor brake upon
shutdown, winds of approximately
63. The most right or left lateral cg limit is knots or above may causethe
inches. rotor to windmill indefinitely.
64. The maximum transmission torque in a 78. Carrier qualification remains current for
dive at airspeedsabove Vh is months.
65. Steady state operation of Np in the 79. In an emergency, the helicopter may be
to percent launched in knot relative
range may result in shortened engine life. winds.
66. Maximum engine torque with one engine 80. During night operations, the 180” position
out is percent for is KIAS, feet
minutes. of altitude, and about yards
abeam of the ship.
67. Normal operation dual hydraulic pressure
is to psi. 81. Lighting at night becomes a critical area.
The general rule of limiting
68. The maximum transient MGT with one lights on the flight deck should be
engine inoperative is “C for observed.
seconds.
82. The two basic types of formations are
69. A basic crew day of 12 hours from first and
brief to iast shutdown shall never be
exceeded. 83. A marked increase in airframe vibration
and possible control feedback is an
True False indication of impending
25-9 ORIGINAL
 NAVAIR 01 -Hl AAC-1

84. During left rolling maneuvers of high- )

power dives, should be avoided.
and will increase while
and decrease 9.5. In the event both generatorsfail in flight,
momentarily. emergency power is supplied by the
and, assuming an &percent
85. The helicopter has a tendency to roll to the charge, will supply essential bus power for
when forward cyclic is used minutes.
to initiate a lower-than-
maneuver in forward flight. 96. Whenever outside ambient temperature is
minus
86. Mast bumping as a result of low-g
maneuvering can occur even though
preheating of the engines, gearbox,
, and transmission, and associated system
components is required.
are within limits.
97. During cold weather starts, do not advance
87. Maximum rotor ‘pm is achieved at a steady beyond percent N until both
state autorotation of engines, combining gear t ox, and
KIAZ transmission oil pressure are stabilized
within desired operating range.
88. List the four factors that affect power-off
rotor ‘pm. 98. The rain removal system should not be
utilized on a windshield.
a.
b. 99. The copilot/gunner must position the CSC
panel to proper position to
C. transmit utilizing the footswitch.
d. 100 Both the command and tactical radio sets
operateindependently in the
89. With a dual hydraulic failure, cyclic mode.
feedback may be encounteredat airspeeds
below KIAS. 101. When the NAV CONTROL switch is in
the BOTH position, FM homing and
90. In hydraulic off landing, is course deviation are disabled.
necessary to maintain directional control
during the landing slide. True False
91. Failure of the VSS will be evidenced by 102. [TNS] When the NAV CONTROL switch
inrr?arc! vihratinn intpnsitv
..__ - .__.. _._._....., is ir! the DE-R. pitinn, FM hnminc and
and/or erratic vibrations. course deviation are disabled.
92. For most gross weights, it is unlikely that True False
the helicopter can achieve a
power flight condition following loss of 103. The azimuth drive system of the turret
tail rotor thrust. rotates the turret through a range of
either side of 0” azimuth.
93. There are failure modes (i.e., engine The gun can be lowered
alternator failure) that may result in zero below 0” elevation.
, and/or
indications in 104. The copilot/gunner has control of his HS
conjunction with an overspeed condition. when the THCDP is in any position and
the pilot WEAPON CONT is in
94. When transient droop exceeds normal GUNNER.
limits, maneuvers requiring large power
changes, (i.e., True False
25-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

105 The PILOT OVERRIDE switch arrow, the missile gyro is uncagedand the
electrically bypasses all circuits on the indicator on the
pilot armament control except when the illuminates.
MASTER ARM switch is in the OFF
position. 115. The AIM-9 power relay circuitry is
designed to illuminate a
True False indicator on
the cockpit control unit should the AIM-9
106. The TSU optical fields of view offer a static inverter fail.
field of view in LO MAG,
(2X magnification), and a series missile launcher
116. The
field of view in HI MAG, (13X provides a platform for carriage,
magnification). suspension, and launching of all AIM-9
series missiles.
107. The copilot/gunner must push the PRIl
ALT and the AUTO CODE pushbuttons
simultaneously to initiate wire cut. 117. The NARCADS has no capability to
allow firing of dissimilar weapons
simultaneously by the pilot.
True False

108. Each HELLFIRE missile launcher is ‘he False

capable of carrying
HELLFIRE missiles. 118. A failure indicator on the caution panel
will place a 0”
109. The HPCP is not active when the THCDP the HUD if either the HUD,
system mode switch is set to or both fail.
, or
119. What is the warning symbol displayed on
the HUD when the MASTER CAUTION
110. The pilot can arm the HELLFIRE is illuminated?
launcher from the cockpit by positioning
the switch to ON.
120. The TSU is disabled during
111. In the position, HELLFIRE
missiles are launched against targets
operation.
without having previously acquired or
locked on to any laser energy.
121. If a TOW missile fails to exit from the
112. To zero laser codes, simultaneously launcher within secondsand
depressthe the TSU reticle in the
and pushbuttons. flashes, a misfire has occurred.

113. The missile system is an 122. The countermeasure avionic system

air-to-air weapon system capable of consists of countermeasure
launching missiles. dispensing system, radar
warning system, radar
114. When the AIM-9 UNCAGE/FIRE switch detector system, and the
is pulled in the direction of the UNCAGE countermeasuresystem.

2511 (Reverse Blank) ORIGINAL

 NAVAIR O1-H1AAC-~

PART XI

Performance Data
Chapter 26 - Takeoff

Chapter 27 - Climb

Chapter 28 - Cruise

Chapter 29 - Emergency Opqxation

Chapter 30 - Special Charts

Chapter 3 1 - Nonminimum Specification Engine

69 (Reverse Blank) ORIGINAL

 NAVAIR 01-HlAAC-1

CHAPTER 26

Takeoff
26.1 INTRODUCTION 26.2 MAXIMUM GROSS WEIGHT FOR
HOVERING
The charts presented on the following pages are The maximum gross weight for hovering charts
provided to aid in preflight and in-flight planning. (Figure 26-1, sheets 1 and 2) present data for twin-
Through the use of *he charts, the pilot is able to engine operation. The charts show the maximum
select the best power setting, altitude, and airspeed gross weight hover capability at a pressurealtitude/
to obtain optimum performance for the mission OAT combination while at maximum torque
being flown. The charts are basedon flight test data, available. The effect of skid height above ground is
shown on sheet 1, and the effect of headwind is
estimated data, or calculated data as indicated on the presentedon sheet 2.
chart.

26-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

EXAMPLE: Find the maximum gross weight to 3. Drop down to the OGE GROSS WEIGHT
HIGE at a IO-foot skid height with zero headwind at scale, then read ‘14,570 pounds maximum
+7 “C (standard day) and 4000 feet, during twin- gross weight to HOGE at 4000 feet,
engine operation. standard day.
SOLUTION: 4. Move straight down to the BASELINE, then
following the trend of the GUIDELINES
1. Enter Figure 26-1, sheet 1, on the left at move down to the IO-foot SKID HT line.
4000 feet on the PRESSURE ALTITUDE
scale.
5. Drop down, read 15,650 pounds maximum
2. Move to the right and interpolate between GROSS WEIGHT to HIGE at a IO-foot skid
the 0 “C and +lO “C lines for +7 ‘C. height at 4000 feet, standardday.

26-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

EFFECT OF SKID HEIGHT ABOVE GROUND

TWO ENGINE OPERATION AT 30 MINUTE POWER
MODEL: Al+lW ZERO WIND CONDITION ENGINE: T700-GE-401
DATE: 2 NOVEMBER ,665 100% ROTOR RPM FUEL GRADE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST F”El. OENSTTY: 6.516.6 LB/GAL

GROSS WEIGHT - LB

Figure 26-l. Maximum Gross Weight for Hovering (Sheet 1 of 2)

26-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

EXAMPLE: Find the maximum gross weight to gross weight to HOGE at 4000 feet,
HOGE with zero and lo-knot headwind at +7 “C standard day.
(standard day) and 4000 feet, during twin-engine
4. Move straight down to the BASELINE, then
operation.
following the trend of the GUIDELINES,
SOLUTION: move down to the IO-knot HEADWIND
line.
1. Enter Figure 26-1, sheet 2, on the left at
4000 feet on the PRESSURE ALTITUDE 5. Drop down, read 15,300 pounds maximum
scale. GROSS WEIGHT to HOGE at 4000 feet,
standard day with a lo-knot headwind.
2. Move to the right and interpolate between
the 0 ‘C and +lO “C lines to +7 “C.

3. Drop down to the OGE GROSS WEIGHT

scale, then read 14,570 pounds maximum

26-4 ORIGINAL
 NAVAIR 01-HlAAC-1

EFFECT OF HEADWIND
Two ENGINE OPERATION AT 30 MlNUTE POWER
MOML: AH-IW OUT OF GROUND EFFECT ENGHE: K’CG-GE-401
DATE: 2 NOVEMBER 1985 100% ROTOR RPM FUEL GRAOE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 8.5/6.8 LB/GAL

GROSS WEIGHT - LB

Figure 26-l. Maximum Gross Weight for Hovering (Sheet 2 of 2)

26-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

26.3 INDICATED TORQUE REQUIRED TO “C (standard day). From this intersection,

HOVER drop down to the OGE TORQUE scale and
read 75.0 percent Q torque required to
The indicated torque required to hover charts HOGE (zero wind).
(Figure 26-2, sheets 1 and 2) present the torque
required to hover for various gross weights at 4. Continue down to the SKID HT BASELINE
pressure altitudes between sea level and 12,000 feet and follow the trend of the GUIDELINES to
and outside temperatures between +50 “C and -50 a IO-foot skid height. From this intersection,
“C. Effect of skid height above ground is shown on drop down to the final TORQUE scale and
sheet 1, and effect of headwind is presented on sheet read 68.0 percent Q torque required to HIGE
2. at a lo-foot skid height.

EXAMPLE: Find the torque required to hover a 5. Now enter Figure 26-2, sheet 2, drop down
12,000-pound helicopter in ground effect, at a lo- to the HEADWIND baseline at 75.0 percent
foot skid height, with a zero headwind; and out of Q torque required.
ground effect with a IO-knot headwind at +7 “C
(standard day) and a 4000-foot pressure altitude, 6. Move down and follow the trend of the
during twin-engine operation. GUIDELINES to a IO-knot headwind and
from this intersection drop down to the final
SOLUTION:
TORQUE scale and read 70.0 percent Q
1. Enter Figure 26-2, sheet 1 at 12,000 pounds torque required to HOGE with a IO-knot
on the GROSS WEIGHT scale. headwind.

2. Move right to the 4000-foot PRESSURE 7. To obtain the effect of the headwind in
ALTITUDE line. terms of torque required, subtract the lo-
knot headwind torque required condition
3. Drop down to the OAT BASELINE and from the zero wind condition (75.0 - 70.0) =
follow the trend of the GUIDELINES to +7 5.0 percent Q delta torque.

26-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

EFFECT OF SKID HEIGHT ABOVE GROUND

ZERO WIND CDNixrlON
MODEL: AH-lW 100% ROTORRPM ENGINE: T7GG-GE-401
DATE: 2 NOVEMBER ,985 F”EL GRADE: JP-.%,.,P-S
DATA BASIS: PRELIMINARY WGHT TEST F”EL DENSITY: S.5,S.S LB/GAL

Figure 26-2. Indicated Torque Required to Hover (Sheet 1 of 2)

26-7 ORIGINAL
 NAVAIR 01 -Hl AAC-1

EFFECT OF HEADWIND
ZERO WIND CONDmON
MDOEL: A”- 1 w lW% ROTOR RPM ENGINE: T700-GE-401
DATE: 2 NOVEMBER 1985 FUEL GRAOE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.516.9 L9,GAL

Figure 26-2. Indicated Torque Required to Hover (Sheet 2 of 2)

26-8 ORIGINAL
 NAVAIR 01-HlAAC-1

CHAPTER 27

Climb
27.1 CLIMB PERFORMANCE drag configurations. These charts represent climb
performance at optimum conditions, that is
The climb performance charts (Figure 27-1, sheets minimum power required and stated torque
I and 2) are presented for twin-engine operation and available. Climb is presented at 65 KIAS in Figure
represent a synthesis of the cruise performance 27-l, sheet I and at 90 KIAS in Figure 27-l. sheet 2.
charts to ease estimation of the climb portion of the Warmup and taxi fuel are not included in fuel flow
flight plan. These charts show relationships between
calculations. Climb performance is calculated for
gross weight, initial and final altitude and
temperatures, time to climb, distance traveled while 100 percent rotor rpm and 100 percent engine rpm.
climbing, and fuel expended while climbing. The The charts are based upon a no-wind condition;
charts are presented for intermediate rated (30 therefore. the distance traveled will not be valid
minute) power available and may be used for all when winds are present.

27-1 ORIGINAL
 NAVAIR Ol-HlAAC-1

EXAMPLE: Find the time, distance, and fuel 6. Enter the GROSS WEIGHT scale again at
required to climb from 4000 feet, + 17 “C, to 10,000 12,000 pounds. Proceed vertically upward to
feet, with a gross weight of 12,000 pounds, twin- the final altitude of 10.000 feet and read (or
interpolate for) -5 “C OAT.
engine operation, and at an airspeed of 65 KIAS.

SOLUTION: 7. Repeat steps 3 through 5 using the final

altitude data and read:
I Enter the GROSS WEIGHT scale of Figure
27-1, sheet I, at 12,000 pounds. Proceed
vertically upward to the initial altitude of
Time = 3.6 minutes
4000 feet and read +7 “C OAT, which is
standard day temperature.
Fuel = 62 pounds
2. Calculate delta OAT from standard day
OAT. Delta OAT = (actual OAT minus
Distance = 4.6 nm
standard day OAT). Delta OAT = (I 7 - 7) =
10 “C OAT. Note that this delta remains
constant for all altitudes. 8. Subtract the initial time, fuel, and distance
amounts from the final amounts.
3. Proceed right to the International Standard respectively, to obtain the actual time, fuel,
Atmosphere (ISA) +I0 “C (DELTA OAT) and distance:
line.

4. Drop vertically down to the TIME scale and Actual time = (3.6 - 1.5) = 2.1 minutes
read 1.5 minutes.

5. Continue down to the FUEL and Actual fuel (62 - 26) = 36 pounds
DISTANCE lines and read 26 pounds of
fuel and 1.9 nm. Actual distance = (4.6 - I .9) = 2.7 nm

27-2 ORIGINAL
 NAVAIR 01-HlAAC-1

MODEL: AH-1W ENGINE: TTOO-GE-401

DATE: 2 NWEMSER ,985 65 KIAS FUEL GRADE: JP-4/JP-5
DATA SASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.5/&S LB/GAL

@we 27-l. Climb Performance- Two-Engine Operation at Intermediate Rated Power-All

Configurations - 100 Percent RPM (Sheet 1 of 2)

27-3 ORIGINAL
 NAVAIR 01-Hl AAC-1

EXAMPLE: Find the time, distance, and fuel 6. Enter the GROSS WEIGHT scale again at
required to climb from 4000 feet, +I7 “C, to 10,000 12,000pounds.Proceed vertically upward to
feet, with a gross weight of 12,000 pounds, twin- the final altitude of 10,000 feet and read (or
engine operation, and at an airspeed of 90 KIAS. interpolate for) -5 “C OAT.

SOLUTION: 7. Repeat steps 3 through 5 using the final

altitude data and read:
I. Enter the GROSS WEIGHT scale of Figure
27-1, sheet 2, at 12,000 pounds. Proceed
vertically upward to the initial altitude of
Time = 4.2 minutes
4000 feet and read +7 “C OAT, which is
standard day temperature.
Fuel = 71 pounds
2. Calculate delta OAT from standard day
OAT. Delta OAT = (actual OAT minus Distance = 7.7 nm
standard day OAT). Delta OAT = (actual
OAT minus standardday OAT). Delta OAT
8. Subtract the initial time, fuel, and distance
= (17 - 7) = 10 “C OAT. Note that this delta amounts from the final amounts,
remains constant for all altitudes. respectively, to obtain the actual time, fuel,
and distance:
3. Proceed right to the ISA +lO OC (DELTA
OAT) lines.
4. Drop vertically down to the TIME scale and Actual time = (4.2 - 1.6) = 2.6 minutes
read 1.6 minutes.
Actual fuel (71 - 30) = 41 pounds
5. Continue down to the FUEL and
DISTANCE lines and read 30 pounds of
fuel and 2.7 nm Actual (7.7 - 2.7) = 5.0 nm

27-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

MDDEL: AH-,w ENGINE: T7DD-GE-401

DATE: 2 NOVEMBER 1985 SolGAs FVEL GRADE: JP-4,.,P-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.5/&S LB/GAL

Figure 27-l. Climb Performance - Two-Engine Operation at Intermediate Rated Power - All
Configurations - 100 Percent RPM (Sheet 2 of 2)
27-5 ORIGINAL
 NAVAIR 01-HIAAC-1

27.2 SERVICE CEILING SOLUTION:

The service ceiling charts (figure 27-2, sheets 1 1. Add 150 feet to 15,850 feet to obtain the
and 2) are shown for twin-engine operation at desired altitude of 16,000 feet.
maximum continuous power available. Figure 27-2, 2. Enter Figure 27-2, sheet I, at 16.000 feet on
sheet 1, is presented at 65 KIAS. and Figure 27-2 the PRESSURE ALTITUDE scale.
sheet 2, is presentedfor 90 KIAS.
3. Move right to the -10 ‘C OAT line.
EXAMPLE: Find the maximum gross weight of a
helicopter that can fly 150 feet over a mountain peak 4. From this intersection, drop down to the
of 15,850 feet on a -10 “C day, at twin-engine GROSS WEIGHT scale and read a
operation, maximum continuous power, and 65 maximum gross weight of 15,000 pounds
KIAS. that may be used for this mission.

27-6 ORIGINAL
 NAVAIR 01 -Hl AAC-1

MODEL: AH-1W ENGINE: T7W-GE-401

DATE: 2 NOVEMBER ,985 86 Ku4.S FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.5,G.G LB/GAL

Figure 27-2. Service Ceiling - Two-Engine Operation at Maximum Continuous Power - All
Configurations - 100 Percent RPM (Sheet 1 of 2)

27-7 ORIGINAL
 NAVAIR Of-HlAAC-1

MODEL: AH-1W ENGINE: T700-GE-401

DATE: 2 NOVEMBER 1985 9DKlAS FVEL GRADE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.5/6.8 LB/GAL

Figure27-2. Service Ceiling - Two Engine Operation at Maximum Continuous Power - All
Configurations - 100 Percent RPM (Sheet 2 of 2)
27-8 ORIGINAL
 NAVAIR Ol-HlAAC-1

CHAPTER 28

Cruise
4. AN/ALQ 1R jammer - OS*
28.1 CRUISE PERFORMANCE
5. IR tailpipe - I.0
The cruise performance charts (Figure 28-1,
sheets1 through 21) present twin- and single-engine 6. (Two) Stinger missiles - 1.2
torque available, fuel flow, indicated airspeed, true
airspeed, standard drag (delta F = 0 square feet) 7. (Two) LAU-68 rockets (7-shot pods) - 1.4
configuration, hover torque required, maximum
endurance torque required, best range torque 8. (Two) LAU-61/69 rockets (19~shotpods) -
3.1
required, engine and mechanical limit speeds.Lines
are shown for a continuous transmission limit of 8% 9. (Four) LAU-61/69 rockets (19.shot pods) -
percent Q torque and for a 30.minute transmission 7.7
limit of 100 percent Q torque. Airspeed is presented
for even values of true airspeednear the bottom left 10. (Two) 77-gallon fuel tanks - 3.0
side of the cruise chart. Indicated airspeed is
Il. (Two) lOO-gallon fuel tanks - 3.0
presented with an uneven (or wiped) scale at the
bottom-most left side of the chart. Delta drag is 12. GPU-2/A gun pod - 1.5
presented as a IO-square-foot delta F line on each
cruise chart. Any additional delta drag should be 13. (Two) AIM-9 missiles (Sidewinder) - 3.0
computed in terms of percent,basedon its delta drag
(paragraph28.2) and the IO-square-footdelta F line. 14. (Two) CBU-55 FAE - 3.0

15. (Eight) TOW missiles - 5.0

28.2 DIFFERENT DRAG CONFIGURATIONS
16. (Eight) HELLFIRE missiles - 6.0
For ease of interpolation for the many armament
configurations that the AH-I W affords, standard 17. Mk 81 bomb-O.8
configuration and a line for a standard +IO-square-
foot drag are presented in this chapter. For 18. Mk 82 bomb - 0.9
authorized stores configuration, refer to NWP 3- 19. SUU-44/A flare dispenser- I .2
22.5.AHI, Vol. I. The following incremental drags
may be added or subtracted from the standard 20. Ml 18 smoke grenadedispenser- 0.7
configuration, and then the total drag change may be
turned into a percentageof the IO-square-footdrag 21. Mk77- 2.0
increase. 22. (Two) PMBR - 5.0
1. TOW nose - 2.5* * Part of standard configuration as presented in
this chapter.
2. ALE-39 chaff dispenser- 3.0*
Estimated drags will be revised to flight test
3. APR-39 - 0.6* values after NAVAIR test.
28-l ORIGINAL
 NAVAIR 0%HlAAC-1

28.3 TORQUE AVAILABLE both operating. Decrease range 3 percent

for ECU on.
Torque available is shown OR each cruise chart
and is presentedat the top of the chart for a range of EXAMPLE: Find the single-engine continuous
temperatures at one specific altitude. OAT and torque available and fuel flow for -15 “C OAT at sea
pressure altitude change the capabiJity of the level.
turboshaft engine to produce power at the rated
MGT. Figure 28-1, sheets 1 through 21, shows 30- SOLUTION:
minute, 2-l/2-minute, and maximum continuous
power available for single-engine operation; and 30- 1. Select the cruise chart for sea level pressure
minute and maximum continuous power available altitude and temperatures between -25 “C
for twin-engine operation whenever the power and +5 “C (Figure 28-1, sheet 1).
available is less than the 30-minute transmission
limit (100 percent Q). 2. Enter the TORQUE AVAILABLE OAT
scale at -15 ‘C.
28.4 FUEL FLOW
3. Move to the right and intersect the SINGLE
Fuel flow is presented as individual lines for ENGINE CONT TRQ line.
single-engine and twin-engine operations in the
middle of each cruise chart. The corresponding 4. Drop down and read 74.5 percent Q torque
pounds per hour scale is located along the upper available on the TORQUE REQUIRED
right hand side of the chart. scale.

Note 5. Now, enter the SINGLE ENGINE fuel flow

curve at 74.5 percent Q and move right to
Increasefuel flow 2 percent for heater on, the FUEL FLOW scale and read 740 pounds
4 percent for anti-ice on, and 6 percent for per hour fuel flow.

28-2 ORIGINAL
 NAVAIR 01 -Hl AAC-1

OAT BETWEEN -2!F’C AND +5oC

STANDARD CONFIGVRATION
100% ROTOR RPM
MODEL: AH-1W ENGINE: T700-GE-401
SEA LEVEL
DATE 2 NOVEMBER 1995 FUEL GRAOE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FVEL GENSITY: 6.516.9 LB/GAL

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 1 of 21)

28-3 ORIGINAL
 NAVAIR 01-HlAAC-1

28.5 TORQUE REQUIRED 3. Move up to the TWIN ENGINE fuel flow

line.
Torque required is presented for a standard
configuration and at gross weights from 11,000 4. Project right to the FUEL FLOW scale and
pounds every 1000 pounds to 16,000 pounds. read 688 POUNDS PER HOUR.

28.5.1 Hover Torque. Hover torque required can 28.6 MAXIMUM LEVEL-FLIGHT AIRSPEED
be determined by reading directly or interpolating
between gross weights, using the 0 TRUE Maximum level-flight airspeed including drag
AIRSPEED line and the TORQUE REQUIRED effect can be determined by utilizing the cruise
scale on the bottom of the chart. charts.

EXAMPLE: Find the torque required to hover a EXAMPLE: Find the maximum continuous torque
14,750-poundhelicopter out of ground effect at sea available, true airspeed, and twin-engine fuel flow at
level and +20 “C. sealevel, 120 “C OAT for a standardconfiguration
at a gross weight of 14.000 pounds and a 5-square-
SOLUTION: foot delta drag effect.
1. Enter Figure 28-f, sheet 2, at 0 knots on tk SOLUTKIN:
TRUE AIRSPEED (hover) scale.
1, Enter the upper chart (Figure 28-1, sheet 2)
2. Move right and interpolate between the at 20 “C OAT and project right to rhe 85-
40,000-pound and the 15,000-pound GW percent Q line or TWIN ENGINE CON~T
curves for a 14,750.poundgross weight. TRQ curve, whichever occurs first.
3. Read 95 percent Q TORQUE REQUIRED 2. Project down to the TWIN ENGINE fuel
to hover. flow line and to the right and read 962
POUNDS PER HOUR.
28.5.2 Maximum Endurance/Rate of Climb.
Torque required for maximum endurance or 3. Follow the 14,000-poundgross weight curve
maximum rate of climb can be found by reading or until it intersects the &percent Q line.
interpolating between gross weights along the line
that intersects the left-most part (minimum torque 4. Project left and read 138 KTAS for
required) and each gross weight line. maximum level-flight cruise airspeed at
standard confipuration.
EXAMPLE: Find the torque required and fuel
flow for maximum endurance at sea level for a 5. Intersect the 10 SQ FT A F curve with the
15,000-poundhelicopter at +20 “C. 138 XTAS line, project up and read 13
percentQ. Divide I3 percent Q by 2 (10 SQ
SOLUTION: FT + 5 SQ FT) and get 6.5 percent Q.
I. Follow the 15,000-pound GW curve to the 6. Subtract 6.5 percent Q from 85 percent (2.
intersection of the maximum endurance At 78.5 percent Q and 14,000-pound gross
(MAX END) line. weight, project left and. read 134 KTAS
maximum level-flight airspeedfor 5-square-
2. Drop down and read 48 percent Q minimum foot delta drag.
TORQUE REQUIRED.

28-4 ORIGINAL
 NAVAIR 01 -Hl AAC-1

OAT BETWEEN +5% AND +25’C

STANDARD CONFIGURATION

MODEL: A”-IW 100% ROTOR RPM

ENGINE: T700-GE-401
DATE: 2 NOVEMBER~lS86 SEA LEVEL
FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLIGHT TEST
FUEL DENSITY: 6.W6.8 LBIGAL

DRAG EFFECT

TORQUE REQUIRED - PERCENT Q

Figure 28-1. Cruise Performance (Sheet 2 of 21)

28-5 ORIGINAL
 NAVAIR Ol-HIAAC-1

28.7 BEST RANGE EXAMPLE: Find the effect of a 5-square-foot

delta F on maximum enduranceand maximum range
Best range is shown for O- and lo-square-foot cruise for a I S.OO@poundhelicopter at sea level and
delta F drag. The delta F curves cross the gross +30 “C OAT.
weight (GW) lines near the middle-to-top part of the
power required curves. For other than a standard SOLUTION:
configuration, it is necessaryto interpolate between 1. Follow the 15,000-poundGW curve (Figure
these two lines. 28-1, sheet 3) to the intersection of the
maximum endurance(MAX END) line.
EXAMPLE: Find the torque required, twin-engine
fuel flow, and true airspeed for best range at sea 2. Drop down to the TORQUE REQUIRED
level and +30 “C OAT for a standardconfiguration scale and read 49.0 percent Q torque
(0 delta F) of a I S,OOO-poundhelicopter. required at 71 knots on the INDICATED
AIRSPEED scale.
SOLUTION:
3. Enter the DRAG EFFECT plot and
I. Follow the 15,000-pound gross weight interpolate to find a 5-square-footdelta drag
(GW) curve (Figure 28-1, sheet 3) until it torque increase of I .O percent Q.
intersects the 0 delta F BEST RANGE line. 4. Add 1.0 percent Q to 49.0 percent Q to
2. Drop down and read 77.0 percent Q on the obtain 50.0 percent Q.
TORQUE REQUIRED scale for best range. 5. Follow the 15,000.pound GW curve to the
O- and +lO-square-foot delta F lines and
3. Move up to the TWIN ENGINE fuel flow interpolate for a 5-square-footdelta F. Drop
line and project right to read 910 poundsper down to the TORQUE REQUIRED scale
hour on the FUEL FLOW scale. and read 74 percent Q for the best range and
project left to read 12.7 knots on the
4. Project to the left to read 130 knots on the INDICATED AIRSPEED SCALE.
TRUE AIRSPEED scale.
6. Enter the DRAG EFFECT plot and
5. Refer to Figure 28-3 to convert fuel flow interoolate to find a toraue increase of 5
and true airspeed to specific range. per&t Q, so torque required is 79 percent
Q at 127 KIAS.

28-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BR’WEEN + 25OC AND + 50%

smmmio CONFIGUFIATION
100% ROTOR RPM
MODEL: AH-IW
SEA LEVEL ENGINE: T,OO-GE-401
DATTE: 2 NOVEMBER ,985 FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLlGHT TEST FUEL DENSITY: 6.5/6.8 LB/GAL

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 3 of 21)

20-7 ORIGINAL
 NAVAIR 01 -Hl AAC-1

OAT BETWEEN -30% AND 0%

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-1W ENGINE: T700-GE-401
2000 FEET
DATE: 2 NOVEMBER 1995 FVEL GRADE: JP-41JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.5/6.8 LB/GAL

Figure 28-l. Cruise Performance (Sheet 4 of 21)

20-0 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BETWEEN 0% AND +20X

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-,,%’ ENGINE: TTW-GE-401
DATE: 2 NOVEMBER ,985 2000 FEET FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FUGHT TEST FUEL DENSITY: 5.5,S.S LB/GAL

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 5 of 21)

29-9 ORIGINAL
 NAVAlR Oi-HIAAC-1

OAT BETWEEN +2O’=C AND +45%

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-1W ENGINE: WOO-GE-401
DATE 2 NOVEMBER 1995
2000 FEET
FUEL GRADE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.516.SLBIGAL

DRAG EFFECT

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 6 of 21)

28-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

DAT BETWEEN -30°C AND - 5°C

STANDARD CONFIGURATIDN
100% ROTOR RPM
MODEL: AH-1 W ENGINE: T700-GE-401
DATE: 2 NOVEMBER 1995 4000 FEET
FUEL GRADE: JP-UP-5
DATA BASIS: PREUMINARY FLlGHT TEST FUEL DENSITY: 6.6/6.6 LB/GAL

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Perfommce (Sheet 7 of 21)

20-11 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BETWEEN - 5% AND +2DoC

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-1W ENGINE: T700-GE-401
DATE: 2 NOVEMBER ,985 4000 FEET
FUEL GRADE: JP-4,JP-5
DATA BASIS: PRELIMINARY FUDHT TEST FUEL DENSITY: S.5,S.S LWGAL

@ OAT 0

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Perfommce (Sheet 8 of 21)

28-12 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BETWEEN +20°C AND +45’X

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-1W ENGINE: T700-GE-401
DATE 2 NOVEMBER ,985 4000 FEET FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLlGHT TEST FVEL DENSITY: 6.516.8 LB/GAL

DRAG EFFECT

10 20 30 40 50 60 70 80 90 100
TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Perfomance (Sheet 9 of 21)

28-13 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BETWEEN -3W’C AND - 1D“C

STANDARD CONFIGURATION
MODEL: A,+lW 100% ROTORWM
BOO0 FEET ENGINE: T700-GE-401
DATEz 2 NOVEMBER ,986
FUEL GRADE: JP-4,JP-6
DATA BASIS: PRELIMINARY FLlGHT TEST
FUEL DENSITY: 6.616.8 L6,GAL

TORQUE REQUIRED - PERCENT Q

Fin.w.3 757 1 r---.:“^ “-2 ^----- I”L_-. .n -cc..\
 NAVAIR 01 -Hl AAC-1

OAT BETWEEN - 10°C AND + 15%

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-,W
6000 FEET ENGINE: T700-GE-401
DATE: 2 NOVEMBER 1685 FUEL GRADE: JP-41.W5
DATA BASIS: PRELlMlNARY FUGHT TEST FUEL DENSITY: 6.5/6.8 LB/GAL

DRAG EFFECT

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 11 of 21)

28-I 5 ORIGINAL
 NAVAIR 01-HIAAC-1

OAT BETWEEN + 15% AND + 35°C

STANDARD CONFlGURATlON
100% ROTOR RPM
MODEL: AH-IW ENGINE:TTOO-GE-401
6000 FEET
DATTE: 2 NOVEMBER ,985 FUEL GRADE: A-4,JP-5
DATA BASIS: PRELlMlNARY FLGHT TEST FUEL DENSITY: S.S/S.S LWGAL

Figure 28-l. Cruise Performance (Sheet 12 of 21)

28-16 ORIGINAL
 NAVAIR 01-HlAAC-1

OAT BETWEEN - 30°C AND - 10%

STANDARDCONFIG”RAT,ON
100% ROTORRPM
MODEL: AH-lW ENGINE: T,DD-GE-401
DATE: 2 NOVEMBER 1685
8000 FEET
FUEL GRADE: JP-4/J&5
DATA 6ASIS: PRELIMINARY FLlGHT TEST FVEL DENSITY: 6.5/6.8 LB/GAL

TORQUE REQUIRED - PERCENT Q

Figure 28-I. Cruise Perfomance (Sheet 13 of 21)

20-17 ORIGINAL
 NAVAIR 01-HlAAC-1

OAT BETWEEN - 1 O°C AND + 10°C

STANDARD CONFIGURATION
109% ROTOR AFM
MODEL: AH-IW
DATE: 2NOVEMBER 1985
8000 FEET ENGINE: T700-GE-401
FUEL GRAOE: JP-4:JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: &S/6.8 L8,GAL

@ OAT 0

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 14 of 21)

28-l 8 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BETWEEN + loot AND +35oC

STANDARD CONFIGUSATlON

MODEL: AH-,W 100% ROTOR RPM

DATE: 2 NOVEMBER 1585 8000 FEET ENGINE: T700-GE-401
FUEL GRADE: JP-4/JP-5
DATA BASIS: PRELIMINARY FLlGHT TEST
FUEL DENSIN: 6.W6.S LB/Gal

TORQUE REQUIRED - PERCENT Q

Figure 28-1. Cruise Performance (Sheet 15 of 21)

28-19 ORIGINAL
 NAVAfR Ol-HIAAC-1

OAT BETWEEN - 35% AND - 15°C

STANDARD CDNFlGURATlON
100% ROTOR RPM
MODEL: AH-I&’ ENGINE: T700-GE-401
10,000 FEET
DATE: 2 NOVEMBER ,686 FUEL GRADE: JP-4,JP-6
DATA BASIS: PRELIMINARY FLlGHT TEST FUEL DENSITY: 6.5/6.8WGAL

TORQUE REQUIRED - PERCENT Q

Figure 28-1. Cruise Performance (Sheet 16 of 21)

28-20 ORIGINAL
 NAVAIR Ol-HlAAC-1

OAT BETWEEN - 1VC AND t 5%

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-IW ENGINE: T700-GE-401
10,000 FEET ‘FUEL GRADE: JP-4NP-5
DATE: 2 NOVEMBER 1985
DATA BASW F%ELWAINARY FLIGHT TEST FUEL DENSITY: 6.568 LB/GAL

Figure 28-I. Cruise Performance (Sheet 17 of 21)

28-21 ORIGINAL
 NAVAIR 01-HlAAC-1

OAT BETWEEN + 5% AND +3O”C

STANDARD CONFIGURATION
100% ROTOR RF%l
MODEL: AH-1W ENGINE: T700-GE-401
10,000 FEET
DATE: 2NOVEMEER 1995 FUEL GRADE: JP4,JP-5
DATA BASIS: PRELlMlNARY FLlGHT TEST FUEL DENSITY: 6.5,6.9 LB/GAL

DRAG EFFECT

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Perfomnnce (Sheet 18 of 21)

28-22 ORIGINAL
 NAVAIR Ol-HIAAC-1

OAT BETWEEN -40°C AND -20%

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-lW ENGINE: T,DO-GE-401
DATE: 2 NOVEMBER ,985 12,000 FEET
FUEL GRADE: JP-WP-5
DATA BASIS: PRELMNARY FUGHT TEST FUEL DENSITY: 6.5/&S LB/GAL

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 19 of 21)

28-23 ORIGINAL
 NAVAIR Ol-HIAAC-1

OAT BETWEEN -20% AND 0°C

STANDARD CONFIGURATtON
1oo%RwToRt?PM
MODEL: AH-IW ENGINE: T700-GE-401
DATE 2 NOVEMBER ,985 12,000 FEET
FUEL GRADE: JP-4,JP-6
DATA BASIS: PRELIMINARY FUGHT TEST FUEL DENSITY: 6.W6.8 LB/GAL

Figure 28-l. Cruise Perfomance (Sheet 20 of 21)

20-24 ORIGINAl
 NAVAIR Ol-HlAAC-1

OAT BETWEEN 0°C AND +2!joC

STANDARD CONFIGURATION
100% ROTOR RPM
MODEL: AH-IW
DATE: 2 NOVEMBER ,985 12,000 FEET ENGINE: T700-GE-401
FUEL GRADE: JP-WP-5
DATA BASIS: PRELMNARY FLIGHT TEST FUEL DENSITY: 6.5/6.8LB/GAL

DRAG EFFECT

TORQUE REQUIRED - PERCENT Q

Figure 28-l. Cruise Performance (Sheet 21 of 21)

28-25 ORIGINAL
 NAVAIR Ol-HlAAC-1

28.8 TIME AND RANGE VERSUS FUEL SOLUTION:

The time and range versus fuel chart (Figure 28-2) 1. Enter Figure 28-2 at the upper left FUEL
shows the en route time and the distance that the scale at 2000 pounds of fuel. Move
helicopter can cover while in level cruise with calm horizontally to the right and read or
winds. The only information needed is the cruise interpolate for 600 pounds per hour fuel
fuel, the fuel flow, and the cruise true airspeed. flow.

EXAMPLE: Find the time en route and the 2. Drop to the TIME scale and read 200
distance covered while the helicopter consumes minutes en route time.
2000 pounds of fuel at a rate of 600 pounds per hour
while cruising at a true airspeed of 120 knots. 3. Continue to drop and read or interpolate
between the TRUE AIRSPEED lines for
120 knots. Then project left and read 400
nm on the RANGE scale.

28-26 ORIGINAL
 NAVAIR Ol-HlAAC-1

MODEL: AH-1W ENGINE: T7GD-GE-401

DATE: 2 NOVEMBER 1985 FVEL GRADE: JP-4/JP-5
DATA SASIS: CALCULATED DATA FUEL DENSITY: 6.516.8 LB/GAL

Figure 28-2. Time and Range Versus Fuel - 100 Percent Rotor Rpm

20-27 ORIGINAL
 NAVAIR Ol-Hl AAC-1

28.9 NAUTICAL MILES PER POUND OF SOLUTION:

FUEL
The nautical miles per pound of fuel chart (Figure I. Enter Figure 28-3 on the bottom FUEL
28-3) shows the nautical miles per pound of fuel that FLOW scale at 600 pounds per hour fuel
the helicopter will use during a given mission. The flow. Move straight upward and read or
only information required is the fuel flow in pounds interpolate for 120 knots TRUE
per hour and the cruise airspeed. AIRSPEED.
EXAMPLE: Find the nautical miles per pound of
fuel of a helicopter that consumes fuel at a rate of 2. Proceed left and read 0.20 NAUTICAL
600 pounds per hour while cruising at a true airspeed MILES PER POUND OF FUEL.
of 120 knots.

20-28 ORIGINAL
 NAVAIR Ol-HIAAC-1

MODEL: AH-IW ENGINE: T700-GE-401

DATE: 2 NOVEMBER ,985 FUEL GRADE: JP-4/JP-5
DATA BASIS: CALCVLATED DATA FUEL DENSITY: 6.5/&S LB/GAL

FUEL FLOW - LBtHR

Figure 28-3. Nautical Miles Per Pound of Fuel - 100 Percent Rotor Rpm

20-29 ORIGINAL
 NAVAIR Ol-HlAAC-1

28.10 OPTIMUM CRUISE ALTITUDE SOLUTION:

The optimum cruise altitude chart (Figure 28-4) 1. Enter Figure 28-4 at 2000 feet on the
shows gross weight lines from 10.000 pounds every PRESSURE ALTITUDE scale.
1000 pounds to 16,000 pounds for pressure altitudes
of sea level to 18,000 feet and OATS of -40 to +40 2. Move horizontally to the right to +I “C on
“C. Dashed lines with a standard day lapse rate are the OAT scale.
shown but are labeled only as “GUIDELINES.”
Optimum cruise altitude performance was calculated Following the trend of the GUIDELINES,
3.
at long-range cruise speed and twin-engine power project upwards to the 14,000-pound
available. GROSS WEIGHT line.
EXAMPLE: Find the optimum cruise altitude of a
14,000-pound helicopter that is operating at a base 4. Move horizontally to the left and read an
altitude of 2000.foot pressure altitude and at an optimum cruise altitude of 7500 feet on the
OAT of +I “C. PRESSURE ALTITUDE scale.

28-30 ORIGINAL
 NAVAIR Ol-HIAAC-1

MODEL. AH-1W ENGINE: T7W-GE-461

DATE: 2 NOVEMBER 1965 FUEL GRADE: JP-4/JP-5
DATA BASIS: WELIMINARY FUGHT TEST FUEL DENSITY: 6.5/6.S LB/GAL

Figure 28-4. Optimum Cruise Altitude - Long-Range Cruise Speed-

Two-Engine Operation - 100 Percent Rotor Rpm

28-31 (Reverse Blank) ORIGINAL

--\ -----r;m-\--\\\\\\\\y
NAVAIR 01-HIAAC-1
h

I
CHAPTER 29 I
t
Emergency Operation
h
(30 minute) power available and may be used for all
29.1 SINGLE-ENGINE MAXIMUM GROSS
drag configurations. The chart represents climb
WEIGHT FOR HOVERING 4
performance at optimum conditions; that is,
The single-engine maximum gross weight for minimum power required and stated torque
available. Climb is presented at 65 KIAS. Warmup t
hovering charts (Figure 29-1, sheets 1 and 2).
presentdata for single-engine operation. The charts and taxi fuel are not included in the fuel flow
calculations. Climb performance is calculated for the +
show the maximum gross weight hover capability at
a pressure altitude/OAT combination while at loo-percent rotor rpm and loo-percent engine ‘pm.
The charts are based upon a no-wind condition; t
maximum torque available. The effect of skid height
therefore, the distance traveled will not be valid
above ground is shown in sheet 1, and the effect of 4
when winds are present.
headwind is presentedin sheet 2.
+
29.3 SINGLE-ENGINE SERVICE CEILING
29.2 SINGLE-ENGINE CLIMB
PERFORMANCE t
The single-engine service ceiling (Figure 29-3) is
The single-engine climb performance chart shown in 29-minute rated power available and is
(Figure 29-2) represents a synthesis of the cruise presentedat 65 KIAS. This chart is for emergency
performance charts to ease estimation of the climb situations where one engine is inoperative, and it is
portion of the flight plan. These charts show useful for planning missions or routes that do not
relationships between gross weight, initial and final require continuous operation of both engines in
altitude and temperatures, time to climb, distance order to reach the desired destination.
traveled while climbing, and fuel expended while
climbing. The chart is presentedfor immediate rated
 NAVAIR Ol-HiAAC-1

EFFECT OF SKID HEIGHT ABOVE GROUND

2.5 MINUTE POWER
MODEL: AH-1W ZERO WIND CONDITION ENGINE: T700-GE-401
DATE: 2 NOVEMBER 1985 100% ROTOR RPM FUEL GRADE: JP-4,JP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.516.6 LB/GAL

Figure 29-l. Single-Engine Maximum Gross Weight for Hovering (Sheet 1 of 2)

29-2 ORIGINAL
 NAVAIR Ol-HlAAC-1
1

EFFECT OF HEADWIND
2.5 MINUTE POWER
MODEL: AH-,W OUT OF GROUND EFFECT ENGINE: T700-GE-401
DATE: 2 NOMMSER ,985 100% ROTOR RPM FUEL GRADE: JP-4lJP-5
DATA BASIS: PRELlMlNARY FLlGHT TEST FUEL DENSITY: 6.5,S.S LB/GAL

GROSS WEIGHT - LB

Figure 29-l. Single-Engine Maximum Gross Weight for Hovering (Sheet 2 of 2)

29-3
 NAVAIR 01.HlAAC-1

MODEL: AH-1W ENGINE: T700-GE-401

DATE: 2 NOVEMBER 1985 65 KIAS FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.616.6 LB/GAL

Figure 29-2. Single-Engine Climb Performance- 29-Minute Power -

A11Configurations- 1W-PercentRotor Rpm - 65 KM.3

29-4 ORIGINAL
 NAVAIR

MODEL: AH- 1 W ENGINE: TXP-GE-401

DATE: 2 NOVEMBER ,985 66 KIAS FUEL GRADE: JP-4/JP-6
OA,A BASIS: PRELMNARY FLIGHT TEST FUEL DENSITY: 635.8 LB/GAL

Figure 29-3. Single-Engine Service Ceiling - 29-Minute Power -

All Configurations - 100.PercentRotor Rpm - 65 KIAS

29-5 ORIGINAL
I
 NAVAIR Oi-HlAAC-1

29.4 ABILITY TO MAINTAIN FLIGHT ON ONE 0 “C and +20 “C charts. Read minimum and
ENGINE maximum airspeedsfor each temperature.

The ability to maintain flight on one engine chart

(Figure 29-4) presentsboth standard and standard+ AIRSPEED 0 OC OAT +20 “C OAT
10 square foot drag configurations for lines of gross Minimum 16.0 KTAS 20.0 KTAS
weight as a function of pressure altitude and true Maximum 128.0 KTAS 125.0 KTAS
airspeed at OATS of -20 “C, 0 “C, +20 “C, and +40
“C.
3. Divide the actual temperature by the delta
EXAMPLE: Determine the minimum and maximum temperature to obtain the interpolation
airspeed (in terms of KTAS) for a 14,000-pound factor (-10 “C/+20 “C) = SO percent.
helicopter, standard configuration, with one engine
inoperative at an altitude of 2000 feet, +I0 “C. 4. Interpolate for +lO “C minimum and
maximum true airspeedsusing a SO-percent
SOLUTION: interpolation factor.

1. Interpolation between0 “C OAT and +20 ‘C a. Minimum airspeed at +lO “C, 2000 feet
is necessary in order to satisfy the +10 ‘C = 18.0 KTAS.
condition.
b. Maximum airspeedat +lO “C, 2000 feet
2. Enter Figure 29-4 at 2000 feet on the = 126.5 KTAS.
PRESSURE ALTITUDE scale for both the

29-6 ORIGINAL
 NAVAIR 01 -Hl AAC-1
I

MODEL: AH-1W ENGINE: T700-GE-401

DATE: 2 NOVEMBER ,985 F”EL GRADE: JP-NJP-S
DATA BASIS: PREUMlNARY FLIGHT TEST FUEL DENSITY: 6.5,S.S LB/GAL

- STANDARD CONFlGUflATlON - - - - STANDARD PLUS 10 SQ. FT. CONFIGURATION

Figure ZY-4. Ability to Maintain Flight on One Engine - 100~~Percent

Rotor Rpm
 NAVAIR Ol-HlAAC-1

29.5 MINIMUM AIRSPEED FOR FLIGHT WITH SOLUTION:

ONE ENGINE

The minimum airspeed for flight with one engine 1. Enter Figure 29-5 at 14,000 pounds on the
chart (Figure 29-5) presents gross weight as a GROSS WEIGHT scale.
function of calibrated airspeed and OAT temperature
for sea level and out of ground effect conditions.
2. Move right to the +lO “C OAT line.
EXAMPLE: Determine the minimum airspeed for a
14,000-pound helicopter operating on one engine at
3. Drop down and read 12.0 KCAS.
sea level, +lO “C OAT.

29-8 ORIGINAL
 MODEL: AH-IW ENGINE: T700-GE-401
DATE: 2 NOVEMBER ,985 FUEL GRADE: JP-WP-5
DATA BASIS: PRELIMINARY FLlGHT TEST FUEL DENSITY: 6.W.8 LB/GAL

CALIBRATED AIRSPEED - KNOTS

Figure 29-5. Minimum Airspeed for Flight With One Engine - Sea Level - Out of Ground Effect -
29-Minute Power - All Configurations - 100 Percent Rotor Rpm
 NAVAIR Ol-HlAAC-1

CHAPTER 30

Special Charts
Note
30.1 PRESSURE ALTITUDE
Humidity affects density altitude. The
Pressure altitude is the altitude indicated on the higher the humidity, the higher the
altimeter when the barometric scale is set on 29.92. density altitude. This in fact could have
an effect on torque required. Throughout
It is the height above the theoretical plane at which this manual, add 100 feet of density
the air pressureis equal to 29.92 inches of mercury. altitude for each 10 percent increase in
humidity above 40 percent.
30.2 DENSITY ALTITUDE The chart also includes the inverse of the square
root of the density ratio (IISQRT SIGMA PRIME),
Density altitude is an expression of the density of which is used to calculate TAS by the relation:
the air in terms of height above sea level; hence, the TAS = CAS x USQRT SIGMA PRIME
less densethe air, the higher the density altitude. For
standard conditions of temperature and pressure,
density altitude is the same as pressurealtitude. As
temperature increases above standard for any
altitude, the density altitude will also increase to
values higher than pressure altitude. Figure 30-I
expressesdensity altitude as a function of pressure
altitude and temperature.

30-l ORIGINAL
 NAVAIR 01 -Hl AAC-1

EXAMPLE: If the ambient temperature is +7 “C right and read the inverse of the squareroot
(standardday) and the pressurealtitude is 4000 feet, of the density ratio (IISQRT SIGMA
find the density altitude, l/SQRT SIGMA PRIME, PRIME) = 1.061.
and the true airspeedfor 125 KCAS and 133 KCAS.
4. Calculate KTAS for 125 KCAS and 133
SOLUTION:
KCAS.
1. Enter the bottom of the chart (Figure 30-l)
at +7 “C on the OAT scale.
1lSQRT
2. Move vertically upward to the 4000-foot SIGMA
PRESSURE AiTIlkJDE line. KCAS X
_. PRIME X -KTAS
7”1‘3 n 1.061 = 132.6
3. From this point, move horizontally to the 133 X 1.061 = 141.1
left and read a DENSITY ALTITUDE of
4000 feet and then move horizontally to the

30-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

NOTE
Density altitude should be increased
by 100 feet for each 10% increment
of rdative humidii above 40%.

Figure 30-l. Density Altitude

30-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

30.3 TEMPERATURE CONVERSION

The temperature conversion chart (Figure 30-2)
can be used to convert “F to “C or T to OF,within a
range of -60 to +60 “C or -76 to +140 “F.

30-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

TEMPERATURE

‘C ‘F
+a0 ,140

+130

+50 +t?O

+110
t40
+I00

*90
+30
+a0

+20 +70

tao

+10 +50

+40

0
+30

+20
-10
+10

0
-20
-10

-30 -20

-30

40 40

so

-50
-a0

-TO
%o

Figure 30-2. Temperature Conversion

30-5 ORIGINAL
 NAVAIR 01-HlAAC-1

30.4 SHAFT HORSEPOWER VERSUS SOLUTION:

TORQUE

The shaft horsepowerversus torque chart (figure 1, Enter the Figure 30-3 TORQUE scale at 37
30-3) provides a means for converting torque in percent Q for single-enginetorque. Move up
percent Q to shp, and vice versa, for 100 percent and intersect the BASELINE.
rotor ‘pm.
EXAMPLE: Determine the shp equivalent for a 37- 2. Move left, and read 770 SHAFT HORSE-
percent torque (%Q) during single-engine operation, POWER for single engine.
100 percent rotor rpm.

30-6 ORIGINAL
 NAVAIR 01-HlAAC-1

MODEL: AH-IW ENGINE: T700-GE-401

DATE: 2 NOVEMBER 1985 FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 5.5,5.8 LB/GAL

3b 4b 5b $0 lb d0 9b ld
TORQUE - % Q
Figure 30-3. Shaft Horsepower Versus Torque - 100.Percent Rotor Rpm

ORIGINAL
30.5 AIRSPEED CALIBRATION SOLUTION:
The airspeed calibration chart (Figure 30-4) 1. Enter the Figure 30-4 CALIBRATED
converts calibrated airspeed to indicated airspeed AIRSPEED scale at 60.0 KCAS and 100.0
and vice versa. Calibrated airspeed (KCAS) is KCAS. Move right to the CRUISE line.
indicated airspeed (KIAS) as read from the airspeed
indicator and corrected for instrument error plus the 2. Drop down and read:
installation correction. Corrections for cruise, climb,
and autorotation are shown.
EXAMPLE: Convert 60.0 KCAS and 100.0 KCAS 60.0 KCAS = 58.0 KIAS
airspeed to equivalent KIAS airspeeds for a cruise
condition. 100.0 KCAS = 100.0 KIAS

30.8 ORIGINAL
 NAVAIR Ol-Hl AAC-1

MODEL: AH-1W ENGINE: T700-GE-401

DATE: 2 NOVEMBER 1985 FUEL GRADE: JP-4NP-5
DATA BASIS: PRELMNARY FLIGHT TEST F”EL DENSITY: 6.516.8 WGAL

Figure 30-4. Airspeed Calibration - All Configurations

30-9 ORIGINAL
 NAVAIR Ol-Hl AAC-1

30.6 AUTOROTATION b. Gross weight

The autorotation chart (Figure 30-5) shows the
rate of descent and the glide ratio (horizontal c. Density altitude
distance covered by the helicopter, divided by the
altitude lost by the helicopter in a fixed amount of
time) for various indicated airspeeds. d. Rate of descent at application.

The consideration of autorotational flight should

include these points:

1. The last 500 feet of altitude should be Successful cyclic flares and landing
reserved for the final maneuvering during maneuvers during autorotation require
landing. high rotor speeds.

2. Rate of descent is basically controlled by The speed for maximum glide distance is 99.0
airspeed and rotor speed. KIAS. The speed for minimum rate of descent or
maximum time to descend is 66.0 KIAS.
3. A high rotor speed will provide a large
amount of rotor energy and lift that is EXAMPLE: Find the maximum glide distance and
neededduring the flare and landing. the rate of descent for 5000 feet AGL.

4. The effectiveness of the cyclic flare is SOLUTION:

dependent on:

a. Entry rotor ‘pm 1. The SPEED FOR MAXIMUM GLIDE

DISTANCE correspondsto the best GLIDE
b. Entry airspeed RATIO. The chart (Figure 30-5) shows that
the.highest glide ratio is 3.8.
c. Rate and steepnessof the flare
2. Proceedto the upper portion of the chart and
d. Gross weight read a corresponding RATE OF DESCENT
of 2550 fpm.
e. Density altitude

f. Rate of descent 3. Multiply 3.8 by 4500 (5000 - 500) to get

17,100 feet. This is the maximum horizontal
5. The effectiveness of collective pitch for distance that the helicopter can glide with
puwU WI ** llulu
r rnnfi Loci
duuv c AGL. Ti&iiS. tb&
landing is dependenton:
500 feet of altitude was reserved for final
maneuver during landing.
a. Rotor rpm at application

30-10 ORIGINAL
MODEL: AH-1W ENGINE: T700-GE-401
DATE: 2 NOVEMBER 1985 FUEL GRADE: JP-4NP-5
DATA BASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: 6.5/6.8 L8lGA.L

Figure 30-5. Autorotation - 100 Percent Rotor Rpm - Power Off

30-l 1 ORIGINAL
I
 NAVAIR 01-HlAAC-1

30.7 RADIUS OF TURN AT CONSTANT 2. Interpolate for approximately 14’ on the

AIRSPEED BANK ANGLE line.
3. Move left and read a TURN RADIUS of
The radius of turn at constant airspeedchart (Figure 2900 feet.
30-6) presents turn radios as a function of true
airspeed and bank angle. The load factor is the EXAMPLE: Find the load factor (g) for a bank angle
inverse of the cosine of the bank angle. of 44”.

EXAMPLE: Determine the bank angle and the turn SOLUTION:

radius while making a standard3” per second turn at
an airspeed of 90 KTAS. 1. Enter the upper portion of the chart at a
BANK ANGLE of 44”.
SOLUTION:
2. Move up and intersect the LOAD FACTOR
1. Enter Figure 30-6 at 90 KTAS. Move up line.
and intersect the standard3’ per secondtom
3. Project left and read a 1.4 load factor,
line.

30-12 ORIGINAL
 NAVAIR 01-HlAAC-1

Figure 30-6. Radius of Turn at Constant Airspeed - lOO.PercentRotor Rpm

30-13 ORIGINAL
 NAVAIR 01-HlAAC-1

30.8 ARRESTING TURN HOVER SOLUTION:

CAPABILITY 1. Since the helicopter is operating at OGE,
turn to Figure 30-7, sheet 1.
The arresting turn hover capability charts (Figure
30-7, sheets 1 and 2) are shown for twin-engine 2. Enter Figure 30-7, sheet 1, at 14,000pounds
on the GROSS WEIGHT scale. Move
operation at 31 minutes power available. Figure 30- straight upward and intersect the +20 “C
7, sheets 1 and 2, is presentedfor OGE and IGE 5- line.
foot skid height, respectively. A pedal input (tail
rotor power) of approximately 5 percent delta shp 3. Move horizontally to the left and read a
hover ceiling of 3500 feet on the
above steady state hover power required was used to PRESSURE ALTITUDE scale.
account for maneuvering flight. This result is about
0.6 radian per second or 35” per second initial
capability of arresting hovering turn.

EXAMPLE: Find the +20” arresting turn hover

capability (pressure altitude) for a 14,000-pound
gross weight helicopter at OGE.

30-14 ORIGINAL
 NAVAIR Ol-HIAAC-1

OUT OF GROUND EFFECT

MODEL: AH-IW ENGINE: T700-GE-401

DATE: 2 NOVEMBER ,985 FUEL GRADE: J-4,&-5
DATA BASIS: PREUMINARY FLlGHT TEST FUEL DENSITY: 6.5,6.8 WGAL

GROSS WEIGHT - LB

Figure 30-7. Arresting Turn Hover Capability - 100 Percent Rotor Rpm (Sheet 1 of 2)

30-15 ORIGINAL
 NAVAIR Ol-HlAAC-1

IN GROUND EFFECT 15 FT SKID HEIGHT)

MODEL: AH-IW ENGINE: T700-GE-401

DATE: 2 NOVEMBER ,985 FUEL GRADE: .,P-‘WP-5
DATA SASIS: PRELIMINARY FLlGHT TEST FUEL DENSITY: 5.516.8 LS,GAL

GROSS WEIGHT - LB

Figure 30-7. Arresting Turn Hover Capability - lOO,.PercentRotor Rpm (Sheet 2 of 2)

30-16 ORIGINAL
 NAVAIR 01-HlAAC-1

CHAPTER 31

Nonminimum Specification Engine

3. Refer to the following figures for
31.1 NONMINIMUM SPECIFICATION
performance degradation.
ENGINE
a. Figure 31-2 for OEI and twin-engine
Performance degradation is determined for hover ceiling, service ceiling, and range
deterioratedengines as follows: capability.
b. Figure 31-3 for climb capability
1. Determine the percentage of deterioration
from the power assurancechart (PART III, c. Figure 31-4 for speedcapability.
Chapter 10).

2. Use Figure 31-l to determine if the

degraded engine will affect power-related
aircraft performance.

31-1 ORIGINAL
 NAVAIR Oi-HlAAC-I

31.2 CRITICAL ALTITUDE EXAMPLE: It has been determined from the power
assuranceor topping chart that a given aircraft will
After power available is obtained and it is produce 5 percent less than minimum specification
determined from the power assurancechart that the power. Find the highest altitude at +40 “C at which
power plant does not develop minimum specification hover performance will not be compromised for a
power, the impact on performance must be 95-percent minimum specification engine.
ascertained.Figure 31-1 presentsthe critical altitude
for twin-engine operation with 90 to 100 percent SOLUTION:
minimum specification engine power. Sheet 1 gives
the critical altitude for a 30-minute power condition. 1, Enter Figure 31-1, sheet 1, at +40 “C on the
Sheet 2 gives the critical altitude for a maximum OAT scale.
continuous power condition. The critical altitude is 2. Project right to the PERCENT MIN SPEC
defined as the altitude at which the transmission ENGINE curves and intersect the 9.5~percent
torque limit and the MGT or Ng limit are reached minimum specification line.
simultaneously. Below critical altitude, the aircraft is
always transmission limited; that is, 2082 shp (100 3. Drop down and read a PRESSURE
percent Q) for 31-minute, twin-engine power or ALTITUDE of 2100 feet. All hover
1775 shp (85 percent Q) for twin-engine continuous performance up to 2100 feet on a +40 ‘C
operation. If ambient operational conditions are such day will be transmission limited; hence
that the aircraft is transmission limited, then the there is no change in hover performance as
power related performance as shown in PART XI previously presented.
should not be deteriorated. If the engine power is
less than minimum specification power, performance 31.3 PERFORMANCE LOSS BECAUSE OF
at low density altitudes may not decrease,with the DETERIORATED ENGINE
exception of fuel flow, which always increaseswith
a degraded engine. Generally, for each 3 percent Performance loss becauseof deterioratedengine is
below minimum specification power, fuel flow will found in Figure 31-2.
increase 1 percent for a given shp.

31-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

30 MINUTE POWER
MODEL: AH-W ENGINE: T7W-GE-401
DATE: 2 NOVEMBER 1985 FUEL GRAOE: JP-4NP-5
DATA BASIS: PRELIMINARY FLIGHT TEST F”EL DENSITY: 6.6/6.6 LB/GAL

PRESSURE ALTITUDE - 1000 FT

-
Figure 31-1. Critical Altitude (Sheet 1 of 2)

31-3 ORIGINAL
 NAVAIR 01 -Hl AAC-1

MAXIMUM CONTINUOUS POWER

MDDEL: AH-1W ENGINE: T700-GE-401

DATE: 2 NOVEMBER 1985 FUEL GRADE: JP-4NP-S
DATA 9ASIS: FREUMINARV FLIGHT TEST FVEL DENSITY: 6.568 LB/GAL

PRESSURE ALTITURE - 1000 Fl

Figure 31-1. Critical Altitude (Sheet 2 of 2)

31-4 ORIGINAL
 NAVAIR 0%HlAAC-1

NONWlNlMUM SPECIFICATION ENGINE

FOR EACH 1% POWER BELOW OEI OR TWIN MIN SPEC ENGINE, SUBTRACT 0.3%
RANGE OR INCREASE FUEL FLOW BY 0.3%

FOR EACH 1% POWER BELOW MIN SPEC

CONDITION: SUBTRACT
(PRESSURE
ALTITUDE)

TWIN ENGINE OPERATION

SERVICE CEILING 120 FEET

HOVER OGE OR ARRESTING TURN HOVER CAPABILITY 150 FEET*

HOVER IGE OR ARRESlING TURN HOVER CAPABlLlTy 170 FEET*

ONE ENGINE INOPERATIVE

SERVICE CEILING 150 FEET

HOVER 220 FEET

*ZERO LOSS IF TRANSMISSION UMITED (SEE FIGURE 3&l)

-uI
m90

Figure 31-2. Performance Loss Because of Deteriorated Engine

31-5 ORIGINAL
 NAVAIR Ol-HlAAC-1

31.4 CLIMB PERFORMANCE SOLUTION:

DETERIORATION
Maximum and vertical rate of climb reductions for 1. Enter the bottom of Figure 31-3, DELTA
deteriorated engines are presented in Figure 31-3. TORQUE scale, at 5 percent below
The reduction for twin-engine operation at 31- minimum specification.
minute power is given in fpm. The reduction at
maximum continuous power is 85 percent of the 31-
minute values. Check the power assurance chart 2. Project up to intersect the l&000-pound
(PART III, Chapter 10) to determine the percent of GROSS WEIGHT lines on the MAXIMUM
deterioration. Check the critical altitude chart RATE OF CLIMB and VERTICAL RATE
(Figure 31-1) to ensure that the helicopter is not OF CLIMB scales.
transmission limited prior to determining climb
performance deterioration.
3. Move left to the DELTA RATE OF CLIMB
EXAMPLE: Find the maximum and vertical rate of scale and read a 220 fpm reduction in the
climb for a 12,000-poundhelicopter with a S-percent maximum rate of climb and a 431 fpm
below minimum specification engine that is limited reduction in the vertical rate of climb.
at twin-engine. 30-minute power.

31-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

MODEL: AH-1W ENGINE: Ti’OO-GE-401

DATEz 2 NOVEMBER 1985 FUEL GRADE: JP-4/JP-5
DATA 8ASIS: PRELIMINARY FLIGHT TEST F”EL DENSITY: 6.5/6.8 LB/GAL

NOTE: AT MC? REDUCTION WILL

BE 85% OF VALUES SHOWN.

DELTA TORQUE - PERCENT SHP (BELOW MIN SPECI

Figure 31-3. Climb Performance Deterioration - Maximum Loss for Less Than Minimum Specification
Engine at Critical Altitude - Twin-Engine Operation - 31-Minute Power

31-7 ORIGINAL
 NAVAIA 01.HlAAC-1

31.5 CRUISE SPEED DETERIORATION pressure altitude, +26 “C OAT, and standard
configuration helicopter at 13,000-pound gross
Cruise speed deterioration is a result of engine weight.
deterioration and is determined by use of the cruise
speed deterioration chart (Figure 31-4). Curves SOLUTION:
representing 5 and 10 percent deterioration are
shown to 31-minute and maximum continuous 1. Locate the cruise chart, Figure 28-l. sheet
power. Deteriorations other than those plotted may 15.
be used by interpolation between the curves as
necessary. The power assurance check (PART III, 2. Determine a cruise speed at 142 KTAS.
Chapter 10) is used to determine the percent of
engine deterioration. The critical altitude chart 3. Enter Figure 3-14 TRUE AIRSPEED (MIN
(Figure 31-1) should be used to determine whether SPEC BASELINE) scale at 142 KTAS.
the helicopter is transmission limited prior to using
the cruise speed deterioration chart. True airspeed 4. Project up to the 5-percent MCP engine
for minimum specification performance is derived deterioration curve.
from the appropriate cruise chart (Figure 28-l).
EXAMPLE: Find the speed loss at twin-engine 5. Project left to the DELTA TRUE
maximum continuous power for a 5-percent-below- AIRSPEED REDUCTION scale and read
minimum specification engine at an SOOO-foot approximately 3.5 knots less.

31-a ORIGINAL
 NAVAIR 01-HlAAC-1

MODEL: AH-IW ENGINE: T,OD-GE-401

DATE: 2 NOVEMBER ,985 FUEL GRADE: JP-4/N-5
DATA SASIS: PRELIMINARY FLIGHT TEST FUEL DENSITY: S.5,S.S LB/GAL

REFER TO FIGURE 30-l FOR APPLICABILITY

Figure 31-4. Cruise Speed Deterioration - Maximum Loss for Less Than Minimum
Specification Engine at Critical Altitude - Twin-Engine Operation

31-9 (Reverse Blank) ORIGINAL

 NAVAIR Ol-HlAAC-1

ALPHABETICAL INDEX
Page No. Page No.
A (Cont)
A

A/A49E-7(V4) turret system ................ .21-10 Critical.. . . . . . . . . . . . . . . . . . . .31-2

A/P22P-9(V) CBR protective Density.. . . . . . . . . . . . . . . . . . . . . .30-l
assembly ............................... ..16-12 Limitations . . . . . . . . . . . . . . . . . . . .4-7
AAU-32lA pilot attitude Optimum cruise . . . . . . . . . . . . . . . . . . . .28-30
encoder/pneumaticaltimeter ............... .2-40 Pressure............... . . . . . . . . . . . . . . ...30-1
Abbreviations, TOW missile Analog, clock................................2-43
system ................................ .,.21-l 6 ANIALE-39 countermeasure
Ability to maintain flight on one dispensing system . . . . . . . . . . . . . .22-l
engine.....................................29- 6 AN/ALQ-144 countermeasures
Acceleration (g) limitations ................... .4-7 system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...22-8
Acronyms, TOW missile system ........... .21-16 AN/APN-194(V) radar altimeter . . . . . . . . .20-28
Adverse weather conditions .................. .18-7 AN/APN-217(V)3 Doppler
Advisory systems ........................... .2-46
Aerodynamic factors affecting ‘@‘::. ??.??. . . . . . . . . . . . . . . .20-S
aircraft yaw control ...................... .ll-10 AN/APR-39(V)l radar detector
After arming ............................. ..21-12 8 system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...22-3
After dearm ............................... .21-136 AN/APR-44 radar warnina
After landing ................................ .24-5 system . . . . . . . . . . . . . ..Y....................22-1
After takeoff ................................ .7-14 AN/APx-100(V) IFP
AIM-9/AGM-122 missile ................... .21-49 transponder. . . . . . . . . . . . . . . . . . . . . . . .19-20
HUD interface unit ...................... .21-55 AN/ARC-182(V) radio
Operation............................... .21-135 introduction q m . . . . . . . . . . . .19-9
Air combat maneuvering .................... .24-4 AN/ARC-210(V) radio
Air induction system ......................... .2-3 introduction m . . . . . . . . . . . . . . . . .19-13
Air taxi ..................................... .7-12 AN/ARC-210(V) anti-jam (AJ)
Instrument flight procedures............. ...17-1 overview m . . . . . . . . . . . . . . . . . . . .19-21
Snow conditions ........................... 18-3 AN/ARN-89B automatic
Air-capable ship operations.................. .8-15 direction finder set q
Aircrew brief ............................... .24-2 tiFti-Ev) TActi.. . . . . . . . . . . . .20-25
Airspeed:
Calibration ............................... .30-S [il m m . . . . . . . . . . . . . . . . . . . . . . . 20-15
Indicator ................................. .2-40 AN/ARN-153(Vj4 TACAN
Limits ..................................... .4-2 m . . . . .. ..I......... ~:. . . . . . . . . . . . . . . . . . . 20-18
Maximum level-flight ..................... .28-4 ANIASN-75B compass set
Radius of turn at constant................ .30-12 q m m . . . . . . . . . . . .20-25, 20-27
Airstart .................................... .15-15 AN/ASQ-205(V) cot it control
AJ resetspages (CDU) system (CCS) m . . . . . . 19-2, 20-2
ChH W ........................... .19-36 Anti-ice system, engine.. . . . . . . . . . . . . . .2-3
All-weather operation . . . . . . . . . . . . . . Part VI Antitorque malfunctions
Alignment, EGI (CDU) m . . . . . . . . . .20-44 while at a hover.
Almanac information, (EGI) emergency procddures ..................... 15-7
m . . . . . . . . . . . . . . . . . . . . . . . . .20-13 Anti-jam (AJ) overview,
Altimeter, copilot/gunner AN/ARC-210(V) (91) ................. .19-21
counter-pointerpressure. . . . . . . . . . . . . .2-40 ANVIS HUD system.. .................... .21-136
Alternating currant power supply Approach .................................... 24-5 I
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...2-26 Autorotative .............................. .7-21
Altitude: Hi-speed .................................. 7-15

Index-1 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page No. Page No.

A (Cont) 0 (Cont)

Nap of the Earth. .......................... .9-4 Prior to field carrier

Normal ................................... .7-14 landing practice .......................... 8-1
Power-on ................................. .7-21 Bunt ......................................... .9-4
steep ..................................... .7-15 Bypassing cooler, oil
Arm procedures........................... .21-127 transmission ............................. .15-22
Armament Systems.................... .Chapter 21
Arresting turn hover capability ............. .30-14
Attitude indicator: C
Copilot/gunner ............................ .2-43
Pilot ...................................... .2-43
Aural alerting unit ........................... .2-48 Cl time page description (CDU)
Autorotation ............................... .30-10 m ................................... .19-31
Characteristics ............................. 1l-8 Calibration page, EGI (CDU)
Practice .................................. .7-16 m m ........................... .20-62
Autorotative approach ....................... .7-21 Canopy removal system ..................... .2-59
Autorotative landing. ......................... 16-l Canopy cover ............................... .3-17
Auxiliary fuel sysfem........................ .2-l 9 Canopy modification
Aviators night vision imaging configuration m .............. ..l-1, 19-2, 20-l
system, head-up display Carrier qualification and
(ANVIS HUD) ......................... .21-136 requalification requirements ................. 8-l
Avionic equipment cooling .................. .2-62 Carrier-type rendezvous ...................... .9-4
Avionics, countermeasuresystem ............ .22-l Caution light, engine chip .................. .15-15
Caution systems............................. .2-46
CDU Screen failure (and
0 anomalies) m m ................ .19-45
Checkflight, functional ................ Chapter 10,
24-6
Balance limitations ........................... .4-7 Checkflights and forms. ...................... 10-I
Baseline configuration H ........ .1-l, 19-1, 20-2 Checkpilots ................................. .10-l
Battery: Chip detector, combining
Overtemperature......................... .lS-16 gearbox ................................. .15-23
System failure ........................... . lS-16 Circuit breakers, pilot armament ........... .21-68
BDHI ...................................... .20-20 Climb ....................................... .7-14
Before exterior check - all Instrument ................................ .17-2
am?a.mPn~. ................... .21-125 Performance .............................. .27-l
Before landing check, armament .......... .21-136 Performance deterioration .................. j 1-6
Before leaving the helicopter, Clock, analog ............................... .2-43
cold weather.............................. .18-5 Clock, digital ............................... ,244
Before preflight, functional Closed-book examination .................... .25-2
checkflight ............................... . lO-2 Cocking checklist ........................... .7-10
Before starting engines, cold Cockpit control system (CCS)
weather................................... .18-2 AN/ASQ-205(V) m
Best range .................................. .28-6 m ............................... 19-2, 20-2
Bomb operation ........................... .21-133 Cold start sequence,(EGI)
Boost pump failure, fuel cell ............... .15-20 (9I1 ................................... .20-14
Boresighting, EGI m .................... .20-9 Collective anticipator
Brake, rotor .................................. .2-9 malfunction ............................... 15-14
Brief, aircrew ................................ .24-2 Collective control:
Briefing ...................................... .6-2 Interference................................lS- 6
Carrier qualification ........................ 8-2 System....................................2-3 5

Index-2 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

C (Cont) C (Cont)

Combining gearbox .................... 2-13, 3-11 Hydraulic..................................2-3 2

Chip detector ............................ .15-23 Pilot armament .......................... .21-56
Limitations ................................ .4-2 Controls and functions
Malfunctions ............................. 15-23 TSEC/KY-58 q ....................... .19-IS
Oil overtemperamre...................... .15-23 Cooling, avionic equipment.................. .2-62
Gil pressurelow ......................... .15-23 CopiloWgunner:
Comm resets page (CDU) Attitude indicator ......................... .2-43
cd m ........................... .19-34 Counter-pointer pressure
Command responsibility ....................... 8-l altimeter ............................... .2-40
Communication ....................... .Cbapter 19 Master caution system .................... .2-48
Briefing ................................... .6-2 Proceduresfor jettisoning ................ .15-25
Equipment.............................P art VII Seat ...................................... .2-62
In-flight procedures....................... .24-l Countermeasuredispensing
Procedures ............................ Part VII system, AN/ALE-39 ...................... .22-l
Communication functions Countermeasuresystems. .............. .Chapter 22
m m ........................... .19-27 Coupling, pitch cone ......................... 1 l-l
Communication/navigation Cover, canopy .............................. .3-17
upgradeconfiguration m .... .1-l, 19-2, 20-2 crew:
Communication system control Compartment doors ....................... .2-58
(CSC) .......................... 19-14 - 19-1.5 Coordination brief ......................... .6-4
Compassset, ANIASN-75B Evaluation areas .......................... .25-3
H m m .................. .20-25, 20-27 Requirements, minimum .................. ..4-1
Compass,standby .......................... .20-49 Responsibilities ..................... .Chapter 23
Complete (dual) loss of flight Restrequirements...........................5- 3
control hydraulic boost..................... 15-2 Critical altitude ............................. .31-2
Complete electrical failure .................. .15-16 Crosswind landing .......................... .7-15
Compressorstalls .......................... .15-14 Crosswind takeoff ........................... .7-13
Computation card ............................. 6-2 Cruise ..................................... ..7-14
Conditions requiring functional Altitude, optimum ....................... .28-30
checkflights ............................... 10-I Performance .............................. .28-l
Conf&@es (CDU) Performance data ................... Chapter 28
(911 .. . . ... .. ... .. ... . 19-39 Speed deterioration ....................... .31-S
Configurations - (Definition) Cruising flight, instrument ................... .17-2
q mm mi . . . . . . l-l, 19-2, 20-l Currency, flightcrew
Configuration, armament . . . . . . . . . . .21-l qualification ............................... .5-2
Confined area takeoff . . . . . . . . . . . . . . . . . .7-13 Cyclic control system ....................... .2-35
Control changes,in-flight Interference............................... .15-5
procednres.................................24-1 Cyclic stick armament switches ............. .21-68
Control display unit (CDU),
dis lays and functions
& m . .. .. ... . . . .. . 19-9, 19-25
20-36 0
Control feedback ............................ .I l-l
Control panel, navigation ................... .20-22
Control panels, pilot armament ............. .21-56 Danger areas.................................3-13
Control system malfunctions ................. .15-5 Data blending, GPS and INS,
Control unit (HDU) ....................... .21-139 (EGI) m ............................ .20-14
Control unit, interface (ICU) Data case.. ................................ ..2-6 3
cogs: m ............................ .19-2 Data pages, wa oint/target
(CDU) dm . . . . . . . . . . . . . . .~. . . .20-36

Index-3 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

D (Cont) D (Cont)

Data, servicing ................................ 3-l Dummy turret/dummy TSU

Datum& horizontal (CDU) limitations . . .4-8
m m ........................... .20-33 Dynamic rollover characteristics 1l-6
Dearm procedures........................ ..21-127
Dearm, after ............................... .21-28
Debrief ................................. 6-3, 24-6 E
Night operations.......................... .&I-16
Definitions, NATOPS evaluation ............ .25-l
Defrosting/defogging ........................ .2-62 Effects of high altitude . . . . . . . .18-6
Density altitude ............................. .30-l Egress:
Departure, specific Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...13-1
responsibilities ............................ .24-3 System ................................... .2-58
Descent ............................... .7-14, 24-5 EGI Alignment (CDU) m .............. .20-44
Instrument flight procedures................ 17-2 EGI cafi&tion page (CDU)
Desert operations. ........................... .18-5 m m ........................... .20-62
Designating authority ......................... .5-2 EGI system description m ............... .20-8
Designation flightcrew ......................... S-l Electrical failure, complete ................. .15-16
Deteriorated engine, performance Electrical fire .............................. .15-19
loss becauseof ........................... .31-2 Electrical power supply system .............. .2-21
Devices, signaling ........................... .16-4 Electrical system:
DF-301 E UHF/VHF direction Engine .................................... .2-7
finder ................................... .20-21 Failures, engine.......................... .15-12
Different drag configurations ................ .28-l Malfunctions ............................ .15-16
Digital, clock ............................... ,244 Electronic control unit (HDU) ............. .21-139
Direct current power Elevator, synchronized ...................... .2-38
supply system.. ......................... ..2-2 1 Elimination of smoke/fumes
Direct-to page (CDU) in cockpit ............................... .15-18
........... .20-53 Embedded GPS/INS system
Dirzn fzr ,;;. .............
(EGI) m ............................. .20-8
automatic, AN/A’RN-89B Emergencies:
q m m ...................... .20-25 Briefing....................................6- 3
Discrepancy reporting ......................... 7-I Ground ............................. .Chapter 13
Display functions (video image) .......... .21-100 In-flight ............................ .Chapter 15
Displays and functions, Pilot at the controls/
control *y unit pilot not at the controls ................ .24-5
^.
(CUU) LIEI m ............... i9-9, i9-25 cmrnuad.................................. .2c:
Ditching ................................... ..16- 2 Takeoff ............................. .Chapter 14
Dives, twenty and thirty degree.............. .7-18 Emergency egress ........................... .13-l
Diving flight ................................. I l-5 Emergency equipment ....................... .2-63
Doppler navigation system Emergency operation,
(DNS), AN/APN-217(V)3 performance data ................... Chapter 29
m ................................... .20-8 Emergency operation,
Droop, rotor ............................... ..ll- 7 AN/APX-100(V) ......................... .19-21
Driveshaft failure, main .................... .15-22 Emergency procedures..................... .Part V
Dual-engine failure ........................... 15-9 Antitorque malfunctions while
During takeoff ............................ .14-l at a hover...............................lS- 7
Simulated ................................ .7-17 Introduction ........................ Chapter 12
Dual-engine fire in flight ................... ,151s Emergency shutdown ........................ .13-l
Dual hydraulic failure En route, specific responsibilities ............ .24-3
(simulated) ............................... .7-20 Engine ...................................... .3-l I

Index-4 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

E (Cont) E (Cont)

Anti-ice system ............................ .2-3 Functional checkflight ..................... 10-3

Chip caution light ....................... .15-15 Exterior inspection ........................... .7-l
Desalinization rinse ........................ .3-8 Exterior lights ............................... .2-28
Electrical control unit lockout External inspection, postflight ............... .7-22
performance.. .......................... .7-19 External power:
Fire extinguishing system ................. .2-58 Receptacle................................ .2-26
Fire on start (external) .................... .13-5 Requirements............................. .3-l 1
Fuel control system ....................... ..2-1 External store limitations ..................... .4-8
Fuel filter bypass ........................ .lS-20 Extreme-weather operation .................. .18-l
Ground operation
cold weather ............................ 18-I
Ignition system.............................2- 6
Inlet screens.............................. .2-64 F
Engine instruments and
indicators................................2- 7
Limitations.................................4- 1 Factors affecting helicopter lift
Malfunctions ............................. .15-9 capability...................................6- 1
Overspeed................................15-13 Factors increasing the likelihood
Performance recovery/gas of unanticipated right yaw
path cleaning wash ...................... .3-l occurrence.............................. .,11-l 1
Ratings .................................... .4-l Failure:
Servicing, cold weather .................. ..18-1 Generators............................... .15-16
Shutdown in flight ........................ .15-9 Inverters..................................15-17
Start system ............................... .2-3 Dual engine (simulated). .................. .7-17
Starter limits ............................. ..4- 1 Single engine (simulated) ................. .7-18
Starting .............................. 8-2, 18-2 Feedback, control ............................ 1 l-l
Underspeed.............................. .15-13 Field carrier landing practice ................ ..8-1
Engine electrical system ...................... .2-7 Figure of merit relationship,
Failures ................................. .15-12 (EGI) m ............................ .20-15
Engine oil system ............................ .2-6 Final grade determination .................... .25-4
Overtemperature......................... .15-15 Fire ........................................ .15-18
Pressurelow/oil bypassing Detection system ......................... .2-57
filter.. ................................ .15-15 Electrical.................................15-19
Engine wash: Extinguisher, handheld .................... .2-63
Procedures ............................... ..3- 1 Extinguishing system, engine.............. .2-58
Starter limits ............................. ..4- 2 In flight, dual engine .................... .15-18
Engine-driven suction fuel pump In flight, single engine ................... .15-18
failure....................................15-2 0 Warning system .......................... .2-57
Environmental control system................ .2-59 Fireguard .................................... .7- 1
Ephemeris data, EGI m ................ .20-13 Firing modes, armament ..................... .21-l
Equipment: First-aid kit ................................. .2-63
Miscellaneous ............................ .2-63 Fixed pitch failures .......................... .15-6
Operation (ground handling) ................ 8-2 Flare operation ............................ .21-133
Erratic vibration ............................. . ll-8 Flight:
Evaluation, NATOPS ....................... Part X Below Ig, uncommanded
Evalaution areas,crewmember ............... .25-3 right roll during ........................ .15-9
Examinations................................ .25-2 Characteristics...................... Chapter 11,
Extent of checkflight ........................ .10-l Part IV I
Exterior check: Checks, functional checkflight ........... .lO-16
Armament preflight ..................... .21-125 Controls...................................2-3 5

Index-5 ORIGINAL
 NAVAIR 01-Hl AAC-1

Page No. Page No.

F (Cont) F (Cont)

Diving .................................... 1 l-5 Functional components, EGI

Instruments................................2-3 9 m .................................... .20-9
Maneuvering .............................. 1 l-1 Fuselage fire in flight ....................... 15-18
Maneuvers, terrain .......................... 9-4
One engine, ability to
maintain...................................29- 6 G
Preparation .......................... .Chapter 6
Procedures,instmment .................... .17-l
Scheduling ................................. 8-2 Gas temperature, measured ................... .4-l
Terrain ................................... .24-4 Gear, landing ............................... .2-39
Training, pilot .............................. 5-1 Gearbox, combining .................... 2-13, 3-l 1
Flight deck operations......................... 8-2 General precautions .......................... .6-2
Flight evaluation, NATOPS .................. .25-2 General responsibilities ...................... .24-2
Grade determination ...................... ,254 Grading instructions ......................... .25-2
Grading criteria ........................... .25-3 Generator,failure .......................... .15-16
Flight instrument interfaces. EGI Goggles, night vision ........................ .24-4
& . . . . . . _. . . . . _. . . . :. . . . . . . . .20-9 Grade determination, flight
Fli ht lan page (CDU) evaluation ................................ .25-4
hi& (911 . . . . . . . . . .20-39 Grading criteria, flight
Flieht ulannina: evaluation ................................ .25-3
&ieiing .. .I. .............................. .6-2 Gravity fueling .............................. .3-10
Specific responsibilities ................... .24-2 GND/AIR/NORM override
Flightcrew coordination ................... Part IX switch m m ..................... .19-9
Flightcrew designation, Ground:
qualifications, and Clearance, turning ........................ .3-13
requirements................................S- 1 Emergencies ........................ Chapter 13
Plying equipment, personal .................... 5-3 Evaluation ................................ .25-2
Force trim system ........................... .2-38 Handling while towing
Formations....................................9- 1 helicopter .............................. .3-13
Flights ................................... .24-6 Operations..................................7- 1
Landings .................................. .9-4 Training, pilot ............................. .5-l
Forms........................................lO- 1 Ground crew interphone panel .............. .19- 15
Free air temperature indicator ................ .2-43 Gunner:
Fuel: Armament controls and
Nautical miles per pound ................ .28-28 indicators ............................. .21-92
Time and range versus................... Master caution system ..................... .h-+0
A”
.28-26
Fuel cell boost pump failure ................ .15-20 Gunner procedures for
Fuel control system, engine................... .2-l jettisoning ............................... .15-25
Fuel flow.. ................................ ..28- 2 Gunner seat ................................. .2-62
Fuel system.. ............................... .2-15
Auxiliary ................................. .2-19
Controls .................................. .2-17 H
Instrument and indicators ................. .2-17
Malfunctions ............................ .15-20
Fueling ...................................... .33 Handheld fire extinguisher................... .2-63
Full autorotation landing ..................... .9-l Hangar procedures ........................... .8-2
Fumes, elimination ......................... .15-18 Hamesses....................................2-6 3
Functional checkflight HAVEQUICK principles m ........... .19-22
procedures.......................... Chapter 10, Head-up display ............................ .21-65
24-6 Pilot ...................................... 21-26

Index-6 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

H (Cont) H (Cont)

Helicopter. ............................. .Chapter 1 Cooling .................................. .2-35

Acceptance............................:....7- 1 Limitations ................................ .4-2
Arrangement................................l- 1 Overtemperature.......................... .15-3
Jacking points ............................ .3-l 1 Servicing ................................. .3-l 1
Lighting, night operations ................. .8-16
Manning .................................. .8-2
Mooring .................................. .3-20 I
Parking................................... .3-16
Tiedown/secming ......................... .3-16
Towing.. ................................. .3-13 Icing conditions ............................. .18-3
HELLFIRE missile emergency Ignition system, engine ....................... .2-6
procedures............................. ..21-135 Impending transmission failures. ............ .~15-21
HELLFIRE missile system ................. .21-29 In-flight emergencies.................. .Chapter 15
Launcher arm switch ..................... .21-34 In-flight orocedures ......................... .24-l
Operation.. ....................... .‘.. .. ..21-133 Armament.. . . . . . . . . . . . . . . . . . . .21-130
Operational modes ....................... .21-35 Index ages (CDU)
Helmet display unit (HDU) ................ .21-136 d m . . . . . . . . . . . . . . . . . . . . . 19-25, 20-30
Helmet sight subsystem ........ ._. ........ ...21-1 Indicated toraue reouirod to
High altitude, effects of ..................... .18-6 hover. ... .: .... .: ......................... .26-6
High-frequency vibration ..................... 1 l-8 Indoctrination .............................. Part II
High-speedapproach and Inertia, rotor.. ............................. ..ll- 8
landing.. ................................. .7-15 Infrared jammer operating
Horizontal datums (CDU) procedures.................................22- 8
mm ........................... .20-33 Ingress system .............................. .2-58
Hot refueling ................................ .3-10
4-2, 13-4 Interphone panel, ground crew .............. .19-15
Hot start ............................... Inspection:
Hot-weather operation ....................... .18-5
Hover.......................................ll-ll Exterior ................................. .,.7-l
Interior.....................................7- 3
Capability, arresting turn ................. .30-14
Checks, functional checkflight ........... .lO-12 Preentry .............................. 7-3, 10-8
In ground effect, Instruments:
single-enginefailure. .......... : ....... .15-l 1 And indicators, engine ..................... .2-7
Indicated torque required.................. .26-6 Climb .................................... .17-2
Torque ................................... .28-4 Cruising flight ............................ . .17-2
Hovering, maximum gross Flight .................................... .2-39
weight.....................................26 1 Flight procedures......................... .17-l
Hovering autorotation ....................... .7-17 Fuel system .............................. .2- 15
Hovering capability .......................... 1 l-6 Markings .................................. .4-8
Hydraulic actuator: Meteorological conditions
Servo malfunctions ....................... .15-4 parameters............................. .24-2
Hydraulic boost, complete (dual) Procedures ......................... .Chapter 17
loss of flight control ...................... .15-2 Rotor system .............................. .2-9
Hydraulic failure: Takeoff. .................................. .17-2
Simulated ................................ .7-20 Transmission system ...................... .2-11
Utility system ............................. 15-4 Interface control unit (KU)
Waveoff with complete ................... .15-3 m m ............................ .19-2
Hydraulic malfunctions ...................... .15-l Interior inspection:
Hydraulic power supply system .............. .2-32 Copilot/gunner ............................. .7-3 I
Hydraulic system: Night flights ............................... .7-5
Controls and indicators ................... .2-32 Pilot ....................................... ,7-4

Index-7 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page No. Page No.

I (Cont) L (Cont)

Pilot station, and Lightweight launchers,

prestart checklist ....................... .10-S HELLFIRE missile system . .21-35
Interior lights ............................... .2-29 Limitations, engine . . . . . .4-l
Intermediate gearbox: List a e, WPTfTGT (CDU)
Oil system servicing ...................... .3-l 1 dd m . . .20-34
Malfunctions ............................ .15-24 Load demand spindle
Interrelation of armament................... ..21-1 malfunction.. .. . . .. .. .. . . .15-14
Inverter failure, main ....................... .15-17 Longitudinal center-of-gravity
limits.......................................4-7
Lost plane procedures . . . . .. . .15-24
J Lost sight during intermediate
meterological conditions . . . . . . . . . .15-24
Low-frequency vibration (pylon
Jacking points, helicopter. ................... .3- 11 rock)......................................ll-8
Jettison: Low-g maneuvers . . . . . . . . . . 1l-2
Select panel ............................. .21-56 Low-speed flight . . . . .. . . .ll-10
Wing stores ...................... .15-25, 21-56

M
K

Main driveshaft failure ..................... .15-22

L Main inverter failure ....................... .15-17
Main rotor ................................... .2-9
Blades and elevator,
Landing ................................ 7-14, 24-5 cold weather ............................ 18-2
Cold weather ............................. .18-4 Hub, oil system servicing ................. .3-l 1
Crosswind ................................ .7-15 Transmission system ...................... .2-l 1
Emergencies........................ .Chapter 16 Maint test pages (CDU)
Formation ................................. .9-4 MaEtiozi, ;,;.; ...................... .19-42
Full autorotation ........................... .9-l
Gear ..................................... .2-39 (simulated) ................................ 7-19
High-speed ............................... .7-15 Maneuvering:
In trees. .................................. .16-2 Air combat ............................... .24-4
Maximum gross weight ................... .7-15 Flight ................................... ..ll- 1
Normal ................................... :/-14 ivianeuvers:
Practice, field carrier ........................ 8-1 Low-g.. .................................. .ll-2
Site evaluation ............................ .18-6 Nonbriefed ............................... .24-l
Sliding ................................ ,.,.7-l 6 Prohibited ................................. .4-4
Slope ..................................... .7-15 Manning helicopters ........................... 8-2
Steep..................................... .7-15 Manual egress............................... .13-l
Laser modes .............................. .21-121 Markings, instrument ....................... ...4-8
Lateral center-of-gravity limits ............... .4-7 Masking ..................................... .9-4
LAU-7 series missile launcher .............. .21-52 Mast bumping .......................... 11-5, 15-8
Launch: Master caution system ....................... .12-l
Operations..................................8 5 Pilot ...................................... .2-46
Procedures ............................... ,8-16 Maximum endurance ........................ .28-4
Left-hand grip .............................. .21-16 Maximum gross weight:
Life preserver assembly inflation ............ .16-3 For hovering ............................. .26-l
Lift capability, factors affecting ............... .6-l Landing (no hover landing) ............... .7-15

Index-8 ORIGINAL
 NAVAIR 01-HlAAC-1

Page No. Page No.

hl (Cont) N (Cont)

Maximum level-flight airspeed............... .28-4 Navigation solution modes, EGI

Maximum power takeoff .................... .7- 13 m ................................... .20-14
Measured gas temperature .................... .4-l Navy armament rocket control
MFD/CRT display ......................... .21-109 and delivery system ...................... .21-61
Minimum airspeed for flight Night:
with one engine .......................... .29-8 Field carrier landing practice .............. ..8-1
Minimum crew requirements ................. .4-l Flights .................................... .5-3
Mirror, rear-view ............................ .2-63 Flying .................................... .7-23
Misellaneous equipment ..................... .2-63 Operations. ............................... .8-16
Missile launcher, LAU-7 ................... .21-52 Night targeting system m .............. .21-93
Missile system, AIM-9 ..................... .21-49 Night vision goggles ........................ .24-4
Mission: No. 1 hydraulic failure
Coordination. ....................... .Chapter 24 (simulated) ............................... .7-20
Planning ................................... .6-l Nonbriefed maneuvers....................... .24-l
Specific responsibilities ................... .24-4 Noncrewmembers
Missions......................................l- 1 responsibilities ............................ .23-l
Mode 4 operation, Nonminimum specification
AN/APX-100(V). ........................ engine............................. ..Chapter 31
.19-21
Mooring helicopter .......................... Nontactical flight evaluation,
.3-20 pilot ...................................... .25-3
Mountain flying ............................. .18-5 Normal approach and landing ................. .7-14
Movement when towing Normal operation.............................. .7-3
helicopter ................................. .3-16 Normal procedures........................ Part III
Multifunction display (MFD) Normal rotor speed........................... 1 l-8
operating procedures.................... .21-142
Multiplex remote terminal unit .............. .21-35
0
N
Observation function (ORT) . . . . . . . . . . . . . . ..21-117
Observer responsibilities.. . . . . . . . . . . . . . . . . . . . .23-l
Nap of the earth takeoff/ Oil overtemperature,combining
approach/quick stop........................ .9-4 gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I523
NATOPS evaluation ....................... .Part X Oil system:
Implementation ........................... .25-l Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-6
Question bank ............................ .25-6 Servicing . . . . . . . . . . . . . . . . . . . . . .3-10
NATOPS ground and flight One-per-revolution vibration
evaluation .......................... .Chapter 25 (main rotor) ...............................ll-8
Nautical miles per pound of fuel ........... .28-28 Open-book examination . . . . . . . . . . . . . . . . . . .25-2
Nav pages (CDU) m (911 ........... .20-41 Operating limitations . . . . . . . . . . . . .Chapter 4
Nav test pages (CDU) Operating procedures,
m m communication system
Navigation . .. .. control (CSC) . . . . . . . . . . . . . . . . . . .19-14
Briefing.........................,..........6-2 Operating procedures,
Navigation control panel . . . . . . . . . . . . . . . . .20-22 TSEC/KY-58 m m . . 19-15 - 19-18
Navigation sensordescription Ooeration of eouioment . . . . . . . . . . . . . . . . . . . . .8-2
and initialization, ‘When towing helicopter.. . . . :. . . . . . . . . . . . .3-16
GPS, (EGI) (9111 . . . . . . . . . . . . . . . . . . . . . . .20-12 Operational flight trainer/
Navigation sensordescription, weapons system trainer
INS, (EGI) m . . . . . . . . . . . . . . . . . . . . . . . .20-9 proceduresevaluation . . . . . . . . . . . . . . . . . .25-2

Index-9 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

0 (Cant) P (Cont)

Optimum cruise altitude .................... .28-30 Postegressprocedures ....................... .16-3

Oral examination ............................ ,252 Postfire check, armament .................. .21-136
Ordnance ................................... .24-4 Postltight ................................... .24-6
Overspeed protection system .................. .2-6 Cold weather ............................. .18-5
Overtemperatures: External inspection ....................... .7-22
Engine oil ............................... .15-15 Procedures .............................. ..S-16
Hydraulic system .......................... IS-3 Poststart:
Transmission oil ......................... .15-22 Checklist .................................. .7-8
Overwater flights ............................. .5-3 Subsequent............................... .7-10
Power:
Checks .................................... .9-4
P Settling .................................... 1 l-7
Power age (CDU)
id (411 .. .. . . ... . . . . . .19-26, 20-30
Pages and functions, status Power receptacle,external . . . . . , . . .2-26
(CDU) m m .. . . . . . . . . . .19-40 Power requirements, external ............... ..3-11
Parade formations . . . . . . . . . . . . . . . . .9-l Power supply system:
Parking helicopter ........................... .3-16 Electrical..................................2-2 1
Patterns index page (CDU) Hydraulic ................................. .2-32
pefiEanp ........... : ............... .20-54 Power-on approach.......................... .7-21
Powerplant systems .......................... .2-l
Data.. .................................. PartxI Practice engine electrical control
Loss becauseof unit lockout .............................. .7-19
deteriorated engine ..................... .31-Z Practice high-speed low-level
Takeoff ................................... .7-13 autorotations...............................7-18
Personal flying equipment ........... i ........ .5-3 Precautions, general .......................... .6-2
Personnel equipment ........................ .2-62 F’reentty inspection ...................... 7-3, IO-8
Pilot: Preflight:
Altitude encoder/pneumatic Armament .............................. .21-125
altimeter AAU-32/A .................... .2-40 Inspection ................................. .7-l
Armament circuit breakers ............... .21-68 Procedures ............................. .,.8-l 6
Armament control panels ................ .21-56 Specific responsibilities ................... .24-3
Attitude indicator ......................... .2-43 Prelanding check ............................ .7-14
Ix:-I.. .-ll..:.. -
. ,,p.L .. ..I..U.& .............................. c-1
- _ n1----.. .:..- A-^ . +l:“l.*.
,ry,arunu,, L”a &..6....
Ground training. ............................ s-1 Cold weather ............................. .18-l
Head up display .......................... 21-26 Hot weather.. ........................... ..18- 5
Master caution system .................... ,245 Pressurealtitude ............................. .30-l
Nontactical flight evaluation .............. .25-3 Pressurefueling .............................. .3-9
Procedures for jettisoning ................ .15-25 Prestart checklist ............................. .7-S
Seat ...................................... .2-62 Prestart, subsequent .......................... .7-9
Technique................................ll-10 Pretakeoff checklist ......................... .7-12
Pilot at the controls .......................... 24-l Procedures,functional
Pilot not at the controls ..................... .24-l checkflight .............................. ..lO- 1
PIM l/2 page m m ................ 20-60 Pro ress pages (CDU)
Pitch-cone coupling ......................... .11-l & m ........................... .20-48
Pitot-static system ........................... .2-43 Prohibited maneuvers......................... .4-4
Planning, mission ............................ .6-l Pylon rock...................................ll- 7

Index-10 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

Q R (Cont)

Qualifications: Rotor:
Carrier ..................................... 8-1 Droop ..................................... 1 l-7
Flightcrew .................................. 5-1 Flapping/Inertia. ........................... 11-8
Qualified. ................................... ,254 Limitations ................................ .4-2
Question bank, NATOPS Rpm ...................................... 1 l-8
evaluation ................................ .25-6 Starting ................................... .8-2
Quick start checklist ......................... .7-l 1 Rotor blade stall ............................ .11-l
Quick stop ................................... 7-18 Rotor brake .................................. .2-9
Nap of the Earth ........................... .9-4 Limitations ................................ .4-2
Pressurizes in flight ....................... .15-5
Rotor speed, normal .......................... 1 l-8
R Rotor system ................................. .2-9
Instruments and indicators ................ .2-l 1
Rough terrain flying .......................... 18-5
Radar altimeter, AN/APN- Route index pages (CDU)
194(V) .................................. .20-28 m (91 ........................... .20-38
Radar detector system, Route age (CDU)
AN/APR-39(V)l .......................... .22-3 d m ........................... .20-39
Radar warning system, Rpm, rotor .................................. .11-S
ANIAPR-44 .............................. .22- 1 Running rendezvous .......................... .9-4
Radio introduction,
AN/ARC-182(V) H m ............. 19-9
Radio introduction, S
AN/ARC-210(V) m ................. .19-13
Radio time m .......................... .19-21
Radius of turn ............................. ..ll- 2 Scan list page (CDU) [91 ............... .19-33
Constant airspeed ........................ .30-12 Scheduling ................................... .7-l
Radius, turning. ............................. .3-13 Flight ...................................... 8-2
Rain and ice removal system ................ .2-62 Screen failure (and anomalies),
Range.best..................................28- 6 CDU m m ..................... .19-45
Rear-view mirror ............................ .2-63 Seatbelts .................................... .2-63
Records ..................................... .25-4 Seats ........................................ .2-62
Recovery operations ........................... 8-5 Secure transmission,
Recovery procedures ........................ .8-16 (TSEC/KY-58) m m ........... .19-18
Refueling, hot ............................... .3-10 Securing helicopter .......................... .3-16
Relief tubes ................................. .2-63 Service ................................ .Chapter 3
Remote HELLFIRE Ceiling ................................... .27-6
electronics unit .......................... .21-34 Servicing:
Rendezvous...................................9- 3 Cold weather .............................. 18-1
Reports ..................................... .25-4 Data ........................................ 3-l
Reporting, discrepancy ........................ 7-l Servo malfunctions ........................... 15-4
Requirements: Settling, power ............................... 1 l-7
Funcrionai checkfiight ..................... 10-l Shaft horsepower versus torque .............. .30-6
Mission planning ........................... 6-2 Ships operations, air capable ................. .8-15
Rescue ................................. 13-4, 16-7 Ship-based procedures .................. .Chapter 8
Emergency ................................ 13-l Shipboard missions ........................... 24-5
Restrictions on night flying .................. .7-23 Shore-based procedures. ................ .Chapter 7
Return, specific responsibilities .............. .24-3 Shutdown ................................... .7-21
Rocket operation.. ......................... 21-132 Cold weather ............................. .18-5
Rbll ......................................... .9-5 Engine ................................... .15-9

Index-l 1 ORIGINAL
 NAVAIR Ol-HlAAC-1

Page No. Page No.

S (Cont) S (Cont)

Functional checkflight .................... lo-22 Subsequent................................. 7-9

Shutdown, emergency ........................ 13-l Start sequence,cold, warm,
Sight hand control .......................... .21-22 EGI (911 .............................. 20-14
Signaling devices............................. 16-4 Start system, engine .......................... .2-3
Simulated emergencies ...................... .24-l Starter limits, engine ......................... .4-l
Simulated instrument procedures ........... ..17-1 Starting engines ............................. .18-2
SINCGARS principles m ............... .19-22 Starting engines and rotor ..................... 8-2
SINCGARS ERF (ECCM Status pages and functions
remote fill) page (CDU) (CDU) m m ................... .19-40
m ................................... .19-34 Steep approachand landing .................. .7-15
Single-engine climb performance ............ .29-l Store jettison, wing .................. .15-25, 21-56
Single-engine failure ....................... .15-11 Store stations, wing ........................ .21-55
During takeoff ............................. 14-1 Subsequentstart checklist .................... .7-9
Simulated ................................ .7-18 Switch, override,
Single-engine fire in flight .................. .15-18 GND/AIR/NORM
Single-engine height m m ............................ .19-9
velocity diagrams...........................4- 4 Switch, Squat m m ................ .19-9
Single-engine landing ........................ 16-2 Switches and circuit breakers................ .24-l
Single-engine performance data .............. .29-l System control, communication
Single-pilot operation......................... .7-3 (CSC) ................................... .19-14
Site evaluation, landing ...................... .18-6 System cooling, hydraulic ................... .2-35
Sliding landing .............................. .7-16 System malfunctions, electrical ............. .15-16
Slope landing ............................... .7-15 Systems. ............................... .Chapter 2
Smoke, elimination .......................... 15-18
Special charts ......................... .Chapter 30
Special considerations........................ 24-6
Special instructions: T
Briefing ................................... .6-3
Emergency procedures.................... .12-l
Special procedures ..................... .Chapter 9 TACAN, AN/ARN-I 18(V)
Specific responsibilities ................... .24-2 q m m ...................... .20-15
Speed: TACAN, AN/ARN-153(V)4
Normal rotor .............................. 1l-8 m ................................... .20-18
Range.. .................................... l-l Tactical formations ........................... .9-3
-r,....;- - .h .ti.
Sq;a;....t .... : : :: : : : :: : : : :: : : : : ;-I; T:c!ica! El_“ig~!inn ~“e=ml
configuration m ........... ..l-1, 19-1, 20-l
Stability and control Tactical missile launch .................... .21-133
augmentation system ...................... .2-38 Tactics ....................................... .9-l
Stabilized glideslope indicator ............... .8-16 Tail rotor ................................... .2-l 1
Stall: Control system ........................... .2-38
Compressor...............................15-14 Loss of thrust and
Rotor blade ................................ 1l-l components ............................ .I%6
Standby compass. ........................... .2-43 Transmission system ...................... .2-15
Start: Tail rotor malfunctions ...................... .15-6
Checklist...................................7- 6 Simulated ................................ .7-19
Functional checkflight ..................... 10-S Tail rotor gearbox ........................... .3-l 1
Hot .................................. 4-2, 13-4 Takeoff:
Instrument flight rocedures............... .17-l Cold weather ............................. .18-3
Pages, (CDU) Ii& m ............. .20-30 Emergencies ........................ .Chapter 14
Specific responsibilities ................... .24-3 Formation ................................. .9-4

Index-12 ORIGINAL
 NAVAIR 01-HlAAC-1

Page No. Page No.

T (Cont) T (Cont)

Gross weight ............................... l-l Trees, landing in ............................. 16-2

Instrument ................................. 17-2 Trigger action switch ....................... .21-92
Nap of the Earth. ........................... 9-4 Trigger turret fire switch ................... .21-68
Performance.. ........................... ..7-13 TSEC/KY-55 voice
Performance data ................... .Chapter 26 security system .......................... 19-15,
Specific responsibilities ................... .24-3 19-18 - 19-19
Types .................................... .7-12 Turbulence, wake ............................ 11-2
Target, briefing ............................... 6-2 Turbulent air flight techniques ............... .18-6
Taxi ........................................ 11-11 Turning radius .............................. .3-13
Air ....................................... .I-12 Ground clearance......................... .3- 13
Operations................................ .8-16 Turret system, A/A49&7(V4) .............. .21-10
Specific responsibilities .................... 24-3 Twenty and thirty degreedives .............. .7-18
Telescopic sight unit ....................... .21-16 Twin-engine height-velocity
Temperatureconversion ..................... .30-4 diagram ................................... .4-2
Temperature indicator, free air ............... .2-43 Two-per revolution vibration ................. 1 l-8
Terrain flight ...... -. ........................ .24-4
Maneuvers..................................9- 4
THCDP operation .......................... .21-43
The helicopter............................... Part I U
Throttle control system ...................... .2-35
Tiedown, helicopter ......................... .3-16
Time and range versus fuel ................. .28-26 UHF/VHF direction finder,
Time hack .................................... 6-2 DP301E .............................. .20-20
Time: Unanticipated right yaw ............... 11-10, 15-7
Radio m ........................... ..19-2 1 Conductive flight maneuvers.............. 1 l-11
GPS, EGI m ........................ .20-13 Recovery guidance....................... .11-12
Time page, Cl, description Uncommanded right roll during
(CDU) m ........................... .19-31 flight below lg ............................ 15-9
Timers age (CDU) Unmasking. ................................... 9-4
d m ........................... .19-36
Torque: Upwg:). ........................ .20-52
Available ................................. .28-2 Utility hydraulic system ................ 2-32, 3-l 1
Required ................................. .28-4 Failure ................................... .15-4
Versus shaft horsepower .................. .30-6
TOW missile system ....................... .21-14
TOW/HELLFIRE control V
display panel ............................ .21-22
TOW operation ........................... .21-131
Towing helicopter ........................... .3-13 VCR display .............................. .21-102
Towing speed............................... .3-13 Ventilating system .......................... .2-62
Training indoctrination ................. .Chapter 5 Vertical speedindicator ..................... .2-40
Transmission ................................ .3-l 1 Vibration identification ....................... 11-7
Chip detector ............................ .15-22 Vibration suppressionsystem ................ .2-39
Limitations ................................ .4-2 Failure ................................... .15-5
Malfunctions ............................ .15-21 Visual meterological condition
Transmission system ........................ .2-l 1 parameters................................ .24-2
Instruments and indicators ................ .2-15 Voice security system,
Transponder,IFF, TSEC/KY-58 ............................ 19-15,
AN/APX-100(V). ........................ .19-20 19-18 - 19-19

Index-l 3 ORIGINAL
 NAVAIR 01 -Hl AAC-1

Page No. Page No.

W W (Cont)

Jettison ........................... .15-25, 21-56

Wake turbulence ............................ . l l-2
Operation, gunner in
Walm start sequence, pilot override ......................... 21-131
(EGI) m ............................. .20-14
Warning systems ............................ .2-46 Wingwalker .................................. 3-16
Wash procedures, engine ..................... .3-l Wire strike protection ....................... .2-64
Waypoint/tar et data pages WPT/TGT list page (CDU)
WV r&l m ................... ..20-3 6 km m . . . . . . . . . . . . . ...20-34
Waveoff.. ................................. ..7-2 1
With complete hydraulic
failure ..................................... 15-3
X
Weapon guidance ......................... .21-124
Weapon Systems ........................ .Part VIII
Weapons briefing ............................ .6-2 Y
Weather briefing .............................. 6-3
Weight limitations ............................ .4-7
Applicable to helicopters .................... 6-l z
Wind direction and velocity .................. 18-5
Zeroize functions (CDU)
Wing arm fire switch ....................... .21-68 BEa @m . ... ... . . . . . . 19-37
Wing store stations. ........................ .21-55
Wing stores:
Armament system ........................ .21-55