Digitally signed by QUALITY

CONTROL
DN: cn=QUALITY CONTROL,
o=EJERCITO NACIONAL,
ou=BAMAV2,
[email protected]
m, c=CO
Date: 2015.03.10 13:40:17 -05'00' * TM 1-1500-204-23-5
TECHNICAL MANUAL
AVIATION UNIT MAINTENANCE (AVUM) AND AVIATION
INTERMEDIATE MAINTENANCE (AVIM) MANUAL
FOR
GENERAL AIRCRAFT MAINTENANCE
(PROPELLER, ROTOR, AND POWERTRAIN MAINTENANCE PRACTICES)
VOLUME 5

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

* This manual together with TM 1-1500-204-23-1 through TM 1-1500-204-23-4 and TM 1-1500-204-23-6 through
TM 1-1500-204-23-10, dated 31 July 1992, supersedes TM 55-1500-204-25/1, dated 6 April 1970, including all
changes.

HEADQUARTERS, DEPARTMENT OF THE ARMY

31 JULY 1992
 TM 1-1500-204-23-5

PRECAUTIONARY DATA
Personnel performing instructions involving operations, procedures, and practices which are included or implied
in this technical manual shall observe the following instructions. Disregard of these warnings and precautionary
information can cause serious injury, death, or an aborted mission.
WARNINGS, CAUTIONS, and NOTES are means of attracting attention to essential or critical information in a man-
ual. Definitions are outlined as follows:
WARNING: An operating or maintenance procedure, practice, condition, statement, etc., which if not strictly ob-
served, could result in injury or death of personnel.
CAUTION: An operating or maintenance procedure, practice, condition, statement, etc., which if not strictly ob-
served, could result in damage to, or destruction of, equipment or loss of mission effectiveness or long term health
hazards to personnel.
NOTE: An essential operating or maintenance procedure, condition, or statement, which must be highlighted.

ELECTRICAL TESTS
Electrical power up to 500 volts is used in testing the equipment. Exercise extreme caution during these tests.

ELECTRICAL EQUIPMENT
All switches and electrical equipment shall be of the enclosed explosion-proof type. All metal apparatus shall be
grounded to avoid the danger of igniting test fluid fumes or creating electrical shock.

USING SOLVENTS/PAINTS
Standard precautions such as fire prevention and adequate ventilation shall be exercised when using solvents or
applying primer and coating.
Wear gloves or gauntlets when handling solvents because solvents may cause skin disorders.
Cements and solvents used to repair liferafts are flammable and shall be treated as such. Never smoke or permit
any type of open flame near when using cements or solvents.
Acrylic monomer and polymer base adhesive, MIL-A-8576, Type II, contains a volatile liquid which may prove toxic
when vapors are inhaled over extended periods. Use only with adequate ventilation.

Change 4 a
TM 1-1500-204-23-5

HAND PULLING PROPELLER

Ensure ignition switch is in OFF position.

LUBRICATING OIL
Lubricating oil, MIL-L-7808 or MIL-L-23699, contains an additive which is poisonous and absorbed readily through
the skin. Do not allow oil to remain on skin any longer than necessary.

FUEL
When servicing aircraft or support equipment, clean up spilled fuel with cotton mops or cotton rags. Wash off any
fuel on hands, body, or clothing.

HANDLING ACID
Wear protective clothing when mixing acid with water. Always pour acid into water, never water into acid.

HANDLING PYROTECHNIC FLARES

Handle pyrotechnic flares with the same care as high explosives.

MAGNESIUM ALLOY FIRE

Do not use water or any standard liquid or foam-type fire extinguishers on a magnesium alloy fire, because they may
cause an explosion. Use dry sand or talcum powder, Federal Specification U-T-30.

REMOVING CORROSION
Take precautions to prevent possible dust explosions when removing corrosion from steel alloys. Use goggles or
face shield when removing paint or corrosion with a wire brush or by the grinding method.

b Change 4
 TM 1-1500-204-23-5

GROUND SUPPORT EQUIPMENT

Do not attempt to lift any load when the hydraulic axle jack is tilted. To prevent accidental falls, appropriate main-
tenance platforms/safety stands illustrated in appropriate workstand manuals or any other approved locally pro-
cured/manufactured safety stands/restraint equipment will be used when working (above 4 feet) on aircraft in a
non-tactical environment.
Install safety lock when an adjustable-height maintenance platform is in use.
Ensure the air hose used with compressed air is safe for the pressure being handled.
Release air pressure in air compressor tank before performing maintenance on air compressors.
Disconnect power before changing belts on electrically-driven compressors.
Disconnect electrical power before opening or disassembling any part of electrical equipment.

FIRE EXTINGUISHERS
Monobromotrifluoromethane (CF3Br) is highly volatile, but not easily detected by odor. Although nontoxic, CF3Br
shall be considered in the same class as other freons and carbon dioxide, i.e., capable of causing danger to person-
nel primarily by reduction of oxygen available for proper breathing. The liquid may cause frostbite or low temperature
burns if allowed to come in contact with the skin.
Bromochloromethane (CB) is a narcotic agent of moderate intensity, but of prolonged duration. It is considered less
toxic than carbon tetrachloride, methylbromide, or the usual products of combustion. Normal precautions should be
taken while using bromochloromethane, including the use of supplied breathing air in enclosed spaces.

HYDRAULIC FLUID
To avoid contamination, do not use previously opened cans of hydraulic fluid. Cans of hydraulic fluid cannot be
resealed. Immediately transfer unused hydraulic fluid to an approved airtight, pressure venting, stainless steel stor-
age reservoir, an approved hydraulic servicing unit or hydraulic test stand containing the same hydraulic fluid. When
opening can, clean top and use a clean sharp, unplated instrument to prevent contamination. Can openers attached
to the aircraft must be cleaned before using.

COMPRESSED AIR
Compressed air shall not be used for cleaning purposes except if reduced to less than 30 psi and then only with
effective chip-guarding and personal protective equipment.

NOISE HAZARD
Noise levels reached during ground runup of Army aircraft are of a level that may cause permanent hearing loss.
Maintenance personnel shall wear adequate hearing protection when working on aircraft with engines in operation.

TURBINE ENGINE OIL

To avoid contamination, do not use previously opened cans of engine oil. A new sealed can of fluid must be opened
and used. When opening can, clean top and use a clean sharp, unplated instrument to prevent contamination.

Change 4 c
TM 1-1500-204-23-5

PROPER USE OF PLATED TOOLS

Use only chrome plated steel or unplated steel tools for disassembly or reassembly procedures described in this
manual. Use of cadmium or zinc plated tools is not permitted since these platings are prone to chipping and flaking.
Should these chips or flakes become embedded in aircraft parts galvanic corrosion will result. Should these chips
or flakes enter fuel or oil wetted components they may eventually clog the filter or produce intergranular attack of
nickel or titanium base alloys at elevated temperature. All tools regardless of type plating should be serviceable and
free of chipping.

ALIPAHATIC NAPHTHA
Alipahatic Naphtha is extremley flammable and toxic to eyes, skin, and respiratory tact. Wear protective gloves
and goggles/face shield. Avoid repeated or prolonged contact. Use only in well ventilated areas (or use approved
respirator as determined by local safety/industrial hygiene personnel). Keep away from open flames, sparks or other
sources of ignition.

DEGREASING SOLVENT, MIL-PRF-680

Degreasing solvent, MIL-PRF-680, is combustible and toxic to eyes, skin and respiratory tract. Wear protective
gloves and goggles/face shield. Avoid repeated or prolonged contact. Use only in well ventilated areas (or use
approved respirator as determined by local safety/industrial hygiene personnel). Keep away from open flames or
other sources of ignition.

CLEANING SOLVENT, HFE-1DE

HFE-1DE is toxic to eyes, skin, and respiratory tract, and decomposes into other hazardous products when exposed
to extreme heat. Wear chemical protective gloves and goggles/face shield. Avoid repeated or prolonged contact.
Use only in well ventilated areas. If ventilation is not adequate, use approved respirator as determined by local
safety/industrial hygiene personnel. Keep away from open flames, welding, or other sources of extreme heat.

d Change 4
 TM 1-1500-204-23-5
C4

CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 4 Washington, DC., 9 May 2011

AVIATION UNIT MAINTENANCE (AVUM) AND AVIATION INTERMEDIATE

MAINTENANCE (AVIM) MANUAL
FOR
GENERAL AIRCRAFT MAINTENANCE
(PROPELLER, ROTOR, AND POWERTRAIN MAINTENANCE PRACTICES)
VOLUME 5
OZONE DEPLETING CHEMICAL INFORMATION
This document has been reviewed for the presence of Class I Ozone Depleting Chemicals by the AMCOM G-4 (Logistics) Environ-
mental Division. As of the base document through C03, dated 15 June 1999, all references to Class I Ozone Depleting Chemicals
have been removed from 3this document by substitution with chemicals that do not cause atmospheric ozone depletion EXCEPT
Bromochloromethane (CF BR.; Fire Extinguisher Agent (Halon 1301).

HAZARDOUS MATERIAL INFORMATION

This document has been reviewed for the presence of SOLVENTS containing hazardous materials defined by the EPCRA 302 and
313 list by the AMCOM G-4 (Logistics) Environmental Division. As of the base document through C03, dated 15 June 1999, all
references to all Solvents containg hazardous materials have been removed from this document by substitution with non-hazardous
or less hazardous materials where possible.

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

1. Remove and insert pages as indicated below. New or changed text material’ is indicated by a vertical bar
in the margin. An illustration change is indicated by a miniature pointing hand.

Remove Pages Insert Pages

a through c/(d blank) a through d

---- A and B
i/(ii blank) i/(ii blank)
2-5 through 2-8 2-5 through 2-8
2-15 and 2-16 2-15 and 2-16
3-9 and 3-10 3-9 and 3-10
3-13 and 3-14 3-13 and 3-14
4-3 through 4-7/(4-8 blank) 4-3 through 4-7/(4-8 blank)

2. Retain this sheet in front of manual for reference purposes.

By Order of the Secretary of the Army:

0$57,1(. '(036(<
General, United States Army
Official: Chief of Staff

JOYCE E. MORROW
Administrative Assistant to the
Secretary of the Army
11701

Distribution:

To be distributed in accordance with the initial distribution number (IDN) 1

requirements for TM 1-15.
 TM 1-1500-204-23-5
C3

CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 3 Washington, DC., 15 June 1999

AVIATION UNIT MAINTENANCE (AVUM) AND AVIATION INTERMEDIATE

MAINTENANCE (AVIM) MANUAL
FOR
GENERAL AIRCRAFT MAINTENANCE
(PROPELLER, ROTOR, AND POWERTRAIN MAINTENANCE PRACTICES)
VOLUME 5
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

1. Remove and insert pages as indicated below. New or changed text material’ is indicated by a vertical bar
in the margin. An illustration change is indicated by a miniature pointing hand.

Remove Pages Insert Pages

---- A/(B blank)

i/(ii blank) i/(ii blank)
1-1/(1-2 blank) 1-1 through 1-5/(1-6 blank)
3-3 and 3-4 3-3 and 3-4
---- 3-4.1 through 3-4.21/(3-4.22 blank)
3-5 and 3-6 3-5 and 3-6

2. Retain this sheet in front of manual for reference purposes.

TM 1-1500-204-23-5
C3

DISTRIBUTION:

To be distributed in accordance with initial distribution number (IDN) 313302 requirements for TM 1-1500-204-
23-5.
 TM 1-1500-204-23-5
C2

CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 2 Washington, DC., 30 April 1996

AVIATION UNIT MAINTENANCE (AVUM) AND AVIATION INTERMEDIATE

MAINTENANCE (AVIM) MANUAL
FOR
GENERAL AIRCRAFT MAINTENANCE
(PROPELLER, ROTOR, AND POWERTRAIN MAINTENANCE PRACTICES)
VOLUME 5
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

1. Remove and insert pages as indicated below. New or changed text material’ is indicated by a vertical bar
in the margin. An illustration change is indicated by a miniature pointing hand.

Remove Pages Insert Pages

2-1 and 2-2 2-1 and 2-2

2-9 and 2-10 2-9 and 2-10
2-15 through 2-18 2-15 through 2-18
3-1 and 3-2 3-1 and 3-2
3-5 through 3-14 3-5 through 3-14
4-1 through 4-6 4-1 through 4-6
A-1/(A-2 blank) A-1/(A-2 blank)
---- Index 1 through Index 9/(Index 10 blank)

2. Retain this sheet in front of manual for reference purposes.

TM 1-1500-204-23-5
C2

DISTRIBUTION:

To be distributed in accordance with DA Form 12-31-E, block No. 3302,requirements for TM 1-1500-204-23-5.
 TM 1-1500-204-23-5
C1

CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 1 Washington, DC., 31 March 1993

AVIATION UNIT MAINTENANCE (AVUM) AND AVIATION INTERMEDIATE

MAINTENANCE (AVIM) MANUAL
FOR
GENERAL AIRCRAFT MAINTENANCE
(PROPELLER, ROTOR, AND POWERTRAIN MAINTENANCE PRACTICES)
VOLUME 5
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

1. Remove and insert pages as indicated below. New or changed text material’ is indicated by a vertical bar
in the margin. An illustration change is indicated by a miniature pointing hand.

Remove Pages Insert Pages

i/(ii blank) i/(ii blank)

4-5 and 4-6 4-5 and 4-6
Index 1 and Index 2 Index 1 and Index 2

2. Retain this sheet in front of manual for reference purposes.

TM 1-1500-204-23-5
C1

DISTRIBUTION:

To be distributed in accordance with DA Form 12-31-E, block No. 3302,requirements for TM 1-1500-204-23-5.
 TM 1-1500-204-23-5

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original . . . . . . . . . . . . . . . . . . . . . . . . . 31 JULY 1992 Change 3 . . . . . . . . . . . . . . . . . . . . . . . 15 JUNE 1999

Change 1 . . . . . . . . . . . . . . . . . . . . . 31 MARCH 1993 Change 4 . . . . . . . . . . . . . . . . . . . . . . . . . 9 MAY 2011
Change 2 . . . . . . . . . . . . . . . . . . . . . . 30 APRIL 1996

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS , CONSISTING OF THE FOLLOWING:

Page No. *Change No. Page No. *Change No.

Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-4.7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
a ......................................... 4 3-4.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
b ......................................... 4 3-4.9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
c ......................................... 4 3-4.10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
d ......................................... 4 3-4.11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
A ......................................... 4 3-4.12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
B ......................................... 4 3-4.13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
i.......................................... 4 3-4.14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ii Blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3-4.15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-4.16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-4.17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-4.18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-4.19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-4.20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-6 Blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3-4.21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-4.22 Blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 3-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 4-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-8 Blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 A-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 A-2 Blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
3-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 Glossary-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
3-4.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Glossary-2 Blank . . . . . . . . . . . . . . . . . . . . . . . . . . 0
3-4.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Index-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3-4.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Index-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3-4.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Index-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3-4.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Index-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3-4.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Index-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

*Zero in this column indicates an original page.

Change 4 A
TM 1-1500-204-23-5

LIST OF EFFECTIVE PAGES (Cont)

Page No. *Change No. Page No. *Change No.

Index-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Index-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Index-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Index-10 Blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
Index-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

*Zero in this column indicates an original page.

B Change 4
 * TM 1-1500-204-23-5

TECHNICAL MANUAL HEADQUARTERS

DEPARTMENT OF THE ARMY
No. 1-1500-204-23-5 WASHINGTON, D.C., 31 JULY 1992
AVIATION UNIT MAINTENANCE (AVUM) AND AVIATION
INTERMEDIATE MAINTENANCE (AVIM) MANUAL
FOR
GENERAL AIRCRAFT MAINTENANCE
(PROPELLER, ROTOR, AND POWERTRAIN MAINTENANCE PRACTICES)
VOLUME 5
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can improve this manual. If you find any mistakes or if you know of a way to improve these
procedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes to
Publications and Blank Forms), located in the back of this manual, directly to: Commander,
U.S. Army Aviation and Missile Command, ATTN: AMSAM-MMA-NP, Redstone Arsenal, AL
35898-5000. A reply will be furnished to you. You may also send in your comments electronically
to our E-mail address: [email protected] or by fax 256-842-6546/DSN 788-6546. For the
World Wide Web use: https://amcom2028.redstone.army.mil. Instructions for sending an electronic
2028 may be found at the back of this manual immediately preceding the hard copy 2028.

OZONE DEPLETING CHEMICALS INFORMATION

This document has been reviewed for the presence of Class I Ozone Depleting Chemicals by the AMCOM G-4 (Logistics)
Environmental Division. As of the base document through C03, dated 15 June 1999, all references to Class I Ozone Deplet-
ing Chemicals have been removed from this document by substitution with chemicals that do not cause atmospheric ozone
depletion EXCEPT Bromochloromethane (CF3BR.; Fire Extinguisher Agent (Halon 1301).

HAZARDOUS MATERIAL INFORMATION

This document has been reviewed for the presence of SOLVENTS containing hazardous materials defined by the EPCRA
302 and 313 list by the AMCOM G-4 (Logistics) Environmental Division. As of the base document through C03, dated 15
June 1999, all references to all Solvents containg hazardous materials have been removed from this document by substitu-
tion with non-hazardous or less hazardous materials where possible.

TABLE OF CONTENTS
Page

CHAPTER 1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

CHAPTER 2 PROPELLER MAINTENANCE PRACTICES AND PROCEDURES . . . . . . . . . . . . . . . . . . . 2-1
CHAPTER 3 ROTOR MAINTENANCE PRACTICES AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 3-1
CHAPTER 4 POWERTRAIN MAINTENANCE PRACTICES AND PROCEDURES . . . . . . . . . . . . . . . . . . 4-1
APPENDIX A REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glossary-1
INDEX ............................................................................ Index-1

* This manual together with TM 1-1500-204-23-1 through TM 1-1500-204-23-4 and TM 1-1500-204-23-6 through TM 1-1500-204-23-10, dated
31 July 1992, supersedes TM 55-1500-204-25/1, dated 6 April 1970, including all changes.
Change 4 i/(ii blank)
 TM 1-1500-204-23-5

CHAPTER 1
INTRODUCTION

1-1. PURPOSE. This volume provides general in- • Lift is produced by air passing over the wing
formation pertaining to aircraft propeller, rotor, and an airplane or over the rotor blades of a
powertrain maintenance practices and procedures. helicopter. Lift is the force that overcomes
The application of materials and techniques used on the weight of an aircraft so that it can rise in
specific aircraft is not covered in this volume. Specific the air.
aircraft application, usage, and substitution are found
in the individual aircraft maintenance manuals. This • Thrust is the force that moves an aircraft
volume is of maximum benefit to the mechanic who through the air. In a conventional fixed-
desires information about propellers, rotors, and pow- wing aircraft, thrust provided by the pro-
ertrains. This volume furnishes the mechanic a source peller moves the plane forward while the
of information about how to perform various mechanical wings supply the lift. In a helicopter both
functions which are used on all aircraft. This volume is thrust and lift are supplied by the main rotor
not a requisitioning authority, and applicable repair parts blades.
and special tools list should be consulted to obtain the
unit of issue and National Stock Number of the items • Drag is the force of resistance by the air to
required for maintenance. the passage of an aircraft through it. Thrust
force sets an aircraft in motion and keeps it
1-2. SCOPE. General information to guide aircraft in motion against drag force.
maintenance personnel is covered within this volume;
however, no attempt has been made to include spe- Any device designed to produce lift or thrust when
cial parts or equipment which are applicable only to through air is an airfoil. Airplane wings, passed propeller
individual or specific aircraft. Propeller maintenance blades, and helicopter main and tail rotor blades are all
practices and procedures are covered in Chapter 2. airfoils (Figure 1-1).
Rotor maintenance practices and procedures are dis-
cussed in Chapter 3. Powertrain maintenance practices
and procedures are presented in Chapter 4.

1-3. CONSUMABLE MATERIALS. Refer to TM

1-1500-204-23-6 for consumable materials in this vol-
ume.

1-4. PRINCIPLES OF HELICOPTER FLIGHT. Basic

flight theory and aerodynamics are considered in full de-
tail when an aircraft is designed. The rotor repairer must
understand these principles in order to maintain aircraft
safely and to make repairs that are structurally sound
and aerodynamically smooth.

a. Aerodynamics. Aerodynamics deals with the Figure 1-1. Example of airfoil.

motion of air and with the forces acting on objects
moving through air or remaining stationary in a current Chord is the distance, or imaginary line, between
of air. The same principles of aerodynamics apply to the leading and the trailing edge of an airfoil. The
both rotary-wing and fixed-wing aircraft. Four forces amount of curve, or departure of the airfoil surface from
that affect an aircraft at all times are weight, lift, thrust, the chord line, is known as the camber. Upper camber
and drag: refers to the upper surface; lower camber refers to the
lower surface. If the surface is flat, the camber is zero.
• Weight is the force exerted on an aircraft The camber is positive if the surface is convex (curves
by gravity. The pull of gravity acts through outward from the chord line). The camber is negative if
the aircraft’s center of gravity, which is the the surface is concave (curves inward toward the chord
point at which an aircraft would balance if line). The upper surface of an airfoil always has posi-
suspended. The magnitude of this force tive camber, but the lower surface may have positive,
changes only with a change in aircraft negative, or zero camber (Figure 1-2).
weight.

Change 3 1-1
TM 1-1500-204-23-5

of attack into the air, the speed of airflow, the air density,
and the shape of the airfoil or wing.

Figure 1-3. Bernoulli’s principle.

c. Lift and Thrust. The amount of lift that an airfoil

can develop depends on five major factors:
• Area (size or surface area of the airfoil).
• Shape (shape or design of the airfoil sec-
tions).
Figure 1-2. Airfoil features.
• Speed (velocity of the air passing over the
b. Bernoulli’s Principle. Bernoulli, an eighteenth airfoil).
century physicist, discovered that air moving over a sur-
face decreases air pressure on the surface (Figure 1-3). • Angle of attack (angle at which the air
As air speed increases, surface air pressure decreases strikes the airfoil).
accordingly. This is directly related to the flight of an • Air density (amount of air in a given space).
aircraft. As an airfoil starts moving through the air, it
divides the mass of air molecules at its leading edge. (1) Area and Shape. The specific shape and
The distance across the curved top surface is greater surface area of an airfoil are determined by the air-
than that across the relatively flat bottom surface. Air craft manufacturer. An airfoil may be symmetrical or
molecules that pass over the top must therefore move unsymmetrical, depending on specific requirements. A
faster than those passing under the bottom in order to symmetrical airfoil is designed with an equal amount
meet at the same time along the trailing edge. The faster of camber above and below the airfoil chord line. An
airflow across the top surface creates a low-pressure unsymmetrical airfoil has a greater amount of camber
area above the airfoil. Air pressure below the airfoil is above the chord line. An airfoil with a smooth surface
greater than the pressure above it and tends to push produces more lift than one with a rough surface. A
the airfoil up into the area of lower pressure. As long rough surface creates turbulence, which reduces lift
as air passes over the airfoil, this condition will exist. It and increases drag.
is the difference in pressure that causes lift. When air (2) Speed. The speed of an airfoil can be
movement is fast enough over a wing or rotor blade, changed by the speed of the engine or by the angle
the lift produced matches the weight of the airfoil and of the blade. The lift developed by an airfoil increases
its attached parts. This lift is able to support the entire as speed increases. However, there is a limit to the
aircraft. As airspeed across the wing or rotor increases amount of lift because the drag (resistance) of the airfoil
further, the lift exceeds the weight of the aircraft and the also increases as speed increases.
aircraft rises. Not all of the air met by an airfoil is used in (3) Angle of Attack. The angle of attack is the
lift. Some of it creates resistance, or drag, that hinders angle between the airfoil chord and the direction of rel-
forward motion. Lift and drag increase and decrease to- ative wind. Direction of airflow in relation to the airfoil is
gether. They are therefore affected by the airfoil’s angle called relative wind. Lift increases as the angle of attack

1-2 Change 3
 TM 1-1500-204-23-5

increases up to a certain point. If the angle of attack be- wheel, the wheel would move as if it had been pushed
comes too great, airflow over the top of the airfoil tends at the 6-o’clock point. The rotors on helicopters act as
to lose its streamlined path and break away from the gyroscopes and are therefore subject to the action of
contoured surface to form eddies (burbles) near the trail- gyroscopic precession.
ing edge. When this happens, the airfoil loses its lift,
and it stalls. The angle of attack at which burbling takes e. Stress. Stress is a force placed on a body
place is called the critical angle of attack. measured in terms of force (pounds) per unit area
(square inches). Aircraft design engineers design air-
(4) Air Density. The density (thickness) of the craft to meet-even to exceed-strength requirements of
air plays an important part in the amount of lift an air- military service. Since Army aircraft are operated under
foil is able to make. The air nearest the earth’s surface combat conditions, they might exceed these design
is much denser than air at higher altitudes. Therefore, limits. Therefore, maintenance personnel must check
an aircraft or helicopter can achieve more lift near the constantly for failures and for signs of approaching fail-
ground than at a high altitude. While keeping at the ure in aircraft structural units. Stress may take the form
same speed and angle of attack, an airfoil will slowly of compression, torsion, tension, bending, or shear or
make less lift as it climbs higher and higher. may be a combination of two or more of these forces
(Figure 1-4):
d. Airfoil Stability.
• Compression is resistance to being pushed
(1) Center of Pressure. The resultant lift pro- together or crushed. Compression is pro-
duced by an airfoil is the difference between the drag duced by two forces pushing toward each
and lift pressures of its upper and lower surfaces. The other in the same straight line. The landing
point on the airfoil chord line where the resultant lift is struts of an aircraft are under compression
effectively concentrated is called the center of pressure. after landing.
The center of pressure of a symmetrical airfoil remains
in one position at all angles of attack. When the angle • Torsion is resistance to twisting. A torsional
of attack of an unsymmetrical airfoil changes, the center forced is produced when an engine turns
of pressure changes accordingly: the center of pressure a crankshaft. Torque is the force that pro-
moves forward with an increase in angle of attack, and duces torsion.
the center of pressure moves backward with a decrease
in angle of attack. • Tension is resistance to being pulled apart
or stretched. Tension is produced by two
forces pulling in opposite directions along
(2) Airfoil Aerodynamic Center. The aerody-
the same straight line. Pilots put the cables
namic center of an airfoil is the point along the chord
of a control system under tension when they
line about which the airfoil tends to rotate when the
operate the controls.
center of pressure moves forward or backward between
the leading and trailing edges. • Bending is a combination of tension and
compression. The inside curve of the bend
(3) Torque. According to Newton’s third law of is under compression, and the outside
motion, for every action there is an equal and opposite curve is under tension. Helicopter main
reaction. As a helicopter main rotor or an airplane pro- rotor blades are subjected to bending.
peller turns in one direction, the aircraft fuselage tends
to rotate in the opposite direction. This effect is called • Shear is the stress exerted when two pieces
torque. Solutions must be found to counteract and con- of metal fastened together are separated
trol torque during flight. In helicopters torque is applied by, sliding one over the other in opposite
in a horizontal rather than a vertical plane. The reaction directions. When force is applied to two
is therefore greater because the rotor is long and heavy pieces of metal fastened together by riv-
relative to the fuselage, and forward speed is not always ets or bolts, sliding them across each other,
present to correct the twisting effect. the rivets or bolts are subjected to shear.
Stress will cut off the bolt or rivet like a pair
(4) Gyroscopic Precession. If a force is ap- of shears. Generally, rivets are subjected
plied against a rotating body, the reaction will be about to shear only, but bolts may be stressed by
90° from the point of application, in the direction of shear and tension. There is internal shear
rotation. This unusual fact is known as gyroscopic pre- in all parts being bent such as the skin of
cession. It pertains to all rotating bodies. For example, sheet metal structures.
if you push the 3-o’clock point on a clockwise rotating

Change 3 1-3
TM 1-1500-204-23-5

Figure 1-4. Types of stresses.

f. Levers and Moment of Force. A lever is a

useful device found in tools such as jacks, shears,
wrenches, and pliers To use tools and balancing pro-
cedures correctly, the repairer needs to understand
moment of force (amount of leverage).

(1) Levers. Levers are classified as three types

according to the position of the applied force (effort), the
resistance, and the fulcrum (the pivot point) (Figure 1-5).
In Type 1 the fulcrum is located between the applied ef-
fort and the resistance. In Type 2 the resistance is lo-
cated between the fulcrum and the applied effort. In
Type 3 the applied effort is located between the resis-
tance and the fulcrum.

Figure 1-5. Types of levers.

1-4 Change 3
 TM 1-1500-204-23-5

Mechanical advantage is the ratio between the • Driving secondary parts at different speeds
resistance and the effort applied to a lever. This is ex- to reduce harmonic vibrations; this method
pressed in the following formula: removes much of the vibration buildup.

• Mounting high-level vibration parts such as

drive shafting on shock-absorbent mounts.

• Installing vibration absorbers in high-level

vibration areas of the airframe.

(1) Lateral. Lateral vibrations are evident in

side-to-side swinging rhythms. An out-of-balance rotor
blade causes this type of vibration. Lateral vibrations in
Proper use of mechanical advantage enables a helicopter rotor systems are quite common.
relatively small force to overcome a larger resisting force
by applying the effort through a longer distance than (2) Vertical. Vertical vibrations are evident in
the resistance is moved. For example, to lift a 4-pound up-and-down movement that produces a thumping
weight (R) which is 2 inches from the fulcrum of a Type 1 effect. An out-of-track rotor blade causes this type
lever requires 1 pound of effort (E) applied 8 inches from vibration.
the fulcrum. The mechanical advantage of this lever
would be as follows: (3) High-Frequency. High-frequency vibrations
are evident in buzzing and a numbing effect on the feet
and fingers of crew members. High-frequency vibra-
tions are caused by an out-of-balance condition or a
high-speed, moving part that has been torqued incor-
rectly. The balancing of high-speed parts is very impor-
Thus, the applied effort in the example would tant. Any build-up of dirt, grease, or fluid on or inside
move through a distance that is four times greater than such a part (drive shafting, for example) causes a high-
the distance the resistance would move. frequency vibration. This type vibration is more dan-
gerous than a lateral or vertical one because it causes
crystallization of metal, which weakens it. This vibration
(2) Moment of Force. A moment of force is the
must be corrected before the equipment can be oper-
product of a force or weight and a distance. To find a
ated.
lever’s moment of force, multiply the applied effort by the
distance between the point of effort application and the
pivot point (fulcrum). If the moment of force of the ap- (4) Ground Resonance. Ground resonance is
plied effort equals the moment of force of the resistance, the most dangerous and destructive of the vibrations
the lever will balance. If an object to be balanced on a discussed here. Ground resonance can destroy a heli-
Type 1 lever weighs 4 pounds and is located 2 inches copter in a matter of seconds. It is present in helicopters
from the fulcrum, it could be balanced by a 2-pound ef- with articulated rotor heads. Ground resonance occurs
fort applied 4 inches from the fulcrum on the opposite while the helicopter is on the ground with rotors turning;
side or by a 1-pound effort applied 8 inches from the ful- it will not happen in flight. Ground resonance results
crum. when unbalanced forces in the rotor system cause the
helicopter to rock on the landing gear at or near its nat-
ural frequency. Correcting this problem is difficult be-
g. Vibration. Any type of machine vibrates. How-
cause the natural frequency of the helicopter changes
ever, greater than normal vibration usually means that
as lift is applied to the rotors. With all parts working
there is a malfunction. Malfunctions can be caused by
properly, the design of the helicopter landing gear, shock
worn bearings, out-of-balance conditions, or loose hard-
struts, and rotor blade lag dampeners will prevent the
ware. If allowed to continue unchecked, vibrations can
resonance building up to dangerous levels. Improper
cause material failure or machine destruction. Aircraft
adjustment of the landing gear shock struts, incorrect
- particularly helicopters - have a high vibration level
tire pressure, and defective rotor blade lag dampeners
due to their many moving parts. Designers have been
may cause ground resonance. The quickest way to re-
forced to use many different dampening and counter-
move ground resonance is to hover the helicopter clear
acting methods to keep vibrations at acceptable levels.
of the ground.
Some examples are:

Change 3 1-5/(1-6 blank)

 TM 1-1500-204-23-5

CHAPTER 2
PROPELLER MAINTENANCE PRACTICES AND PROCEDURES

2-1. GENERAL. The propeller maintenance practices (1) Oil pans or drip pans shall be used when
and procedures discussed in this chapter are represen- leaking oil, grease, and similar material may cause haz-
tative of those in widespread use. No attempt has been ardous accumulations on equipment or floors. All spills
made to include detailed maintenance procedures for a shall be cleaned up immediately. Approved sweeping
specific propeller. Refer to the applicable maintenance compound may be used to remove these materials from
manual for specific maintenance procedures. the floor.

2-2. GENERAL SHOP RULES. The practices and

procedures described in this chapter pertain to the
repair functions of aviation activities and are applicable
Floors shall not be cleaned with volatile or
to all levels of maintenance. Because of the many types
flammable liquids. A flammable film may re-
of Army aircraft, each shop within the manufacturing
main and cause a fire hazard.
and repair section must, of necessity, have personnel
trained in general practices and procedures to the ex-
tent that different type and model aircraft do not upset a (2) Floors shall be maintained smooth and
smooth running shop. clean, free of all obstructions and slippery substances.
Holes and irregularities in floors shall be repaired to
maintain a level surface free from tripping hazards.
a. Responsibility. All supervisory personnel in
the manufacturing section are responsible for a contin-
uing and effective shop safety program. To implement (3) All unnecessary materials on walls shall be
and maintain this program, shop supervisors shall removed and projections shall be kept to a minimum.
utilize bulletin boards, signs, and any other effective
method. Shop personnel shall cooperate in the shop (4) Aisles shall be clearly defined and kept free
safety program by making helpful recommendations of hazardous obstructions. Where possible, aisles shall
and continually exercising care and caution in the op- be suitably marked by painting.
eration of all shop equipment. All shop personnel shall
strive to improve the safety program and be especially (5) All machines, work benches, aisles, etc.,
alert to observe and correct hazardous conditions and shall be adequately illuminated.
unsafe shop practices. All accidents, no matter how
minor, shall be reported to the shop supervisor, and all c. Shop Safety. Unsafe equipment and fire haz-
published instructions regarding safety shall be strictly ards are the main factors to be observed while planning
adhered to. Also, safety engineers and safety officers safety procedures.
shall ensure that proper safety procedures are adhered
to in accordance with AR 385-10, Army Safety Program; (1) Equipment safety. Unsafe equipment shall
AR 385-30, Safety Color Code Markings and Signs; AR be reported immediately. The following equipment
385-32, Protective Clothing and Equipment; The OSHA safety practices shall be observed:
1910.251, OSHA 1910.251; all applicable fire codes,
NFPA 410; and other accepted civilian and military (a) Machines shall be located to provide op-
safety practices. erators with sufficient space to handle materials and per-
form job operations without interference.
b. Shop Housekeeping. Housekeeping is the
yardstick by which the shops in the manufacturing (b) Bolt down all machinery that can move or
section are judged. A clean, well-arranged shop is a walk due to vibration (drill press, bench grinder, etc.).
safe shop and reflects credit on all personnel concerned
with its operation. The following shop practices shall be
observed:

2-1
TM 1-1500-204-23-5

(c) Substantial low resistance conductors (d) Use correct fire extinguishers for class of
shall be used to ground all stationary and portable fire as follows:
machines, equipment, or other devices in which static
charges may be generated or which require electrical • Class A fire (wood, paper, trash,
circuits of a hazardous nature. etc.). Use water or soda-acid fire
extinguisher.
(d) Shop machinery shall be operated only
by qualified personnel observing safe practices. • Class B fire (oil, paint, fuel, grease,
etc.). Use bromotrifluoromethane or
(e) Safety devices, such as guards, inter- carbon dioxide fire extinguisher.
locks, automatic releases, and stops, shall always be
kept in operating condition. • Class C fire (electrical equipment).
Use bromotrifluoromethane or car-
bon dioxide fire extinguisher.
(f) Ensure that all unauthorized personnel
are clear of area before opening valves or energizing • Class D fire (combustible metals
electrical circuits for starting machinery. - magnesium, titanium, zirconium,
sodium, lithium, and potassium). Use
(g) Suitable mechanical guards, such as en- dry powder type fire extinguisher.
closures or barricades, shall be permanently installed on
all machinery not already equipped with such to elimi- (e) Oily waste, rags, and similar combustible
nate danger of injury from moving parts. materials shall be discarded in self-closing metal con-
tainers which shall be emptied daily.
(h) Machinery shall not be adjusted, re-
paired, oiled, or cleaned while machine is in operation (f) Flammable materials shall not be stored in
or power is on. the shop.
(i) Personnel operating machinery shall (g) Use only approved cleaning solvents.
wear protective clothing as prescribed. A protective
face shield or goggles shall be worn when operating a
d. Shop Tools and Materials. Handling tools and
grinder regardless of whether grinder is equipped with
materials require observance of the following common
attached shields.
safety practices:
(j) Jewelry shall not be worn while performing
(1) Do not leave tools or objects in elevated po-
any maintenance.
sitions from which they can fall or be knocked off.
(2) Fire safety. A constant vigilance shall be
(2) Do not point a compressed airstream toward
maintained to seek out fire hazards. Fire hazards are
any part of the body.
constantly present in the shop where sparks, friction,
or careless handling can cause an explosion that may
destroy equipment or buildings, and injure or kill per- (3) All unserviceable tools shall be plainly
sonnel. Refer to AR 385-10, The Army Safety Program marked and removed from service.
and The OSHA 1910.251. The following fire safety
practices shall be observed: (4) Electrical cables and air hoses to portable
units shall be laid out so there is no danger of tripping.
(a) NO SMOKING signs shall be placed in ar-
eas where smoking could create a fire hazard. (5) Electrical tools shall be connected to a low
resistance ground.
(b) Personnel shall be trained in the use,
knowledge, and location of shop fire fighting equipment. (6) Keep bench tops covered with material hard
enough to prevent chips and other foreign material from
(c) Each shop shall be equipped with fire ex- becoming imbedded. Keep bench tops clean and free
tinguishers suited for type of fire most likely to occur. from chips and filings.

2-2 Change 2
 TM 1-1500-204-23-5

(7) Keep vise jaws covered with soft metal jaw complete model number, using the McCauley 1B90/CM
caps. propeller, is provided in table 2-1.

2-3. PROPELLER THEORY. The aircraft propeller a. Hartzell Constant-Speed Propeller. The
consists of two or more blades and a central hub to Hartzell constant-speed propeller uses a hydraulic pis-
which the blades are attached. Each blade of an aircraft ton-cylinder element, as shown in figure 2-1, to control
propeller is essentially a rotating wing. As a result of the pitch of the blades. When the engine speed is below
their construction, the propeller blades produce forces that selected by the pilot, the governor pilot valve directs
that create thrust to pull or push the airplane through governor oil pressure to the propeller. This pressure
the air. The power needed to rotate the propeller blades forces the cylinder forward, compressing the feathering
is furnished by the engine. The propeller is mounted on spring, and reducing the propeller pitch. When the
a shaft, which may be an extension of the crankshaft on engine speed is above that selected by the pilot, the
low-horsepower engines; on high-horsepower engines, governor opens the oil passage to allow the oil in the
it is mounted on a propeller shaft which is geared to the propeller cylinder to return to the engine. The feathering
engine crankshaft. In either case, the engine rotates spring and the counterweight force cause the blades to
the air foils of the blades through the air at high speeds, rotate to a higher pitch position. (See figure 2-2).
and the propeller transforms the rotary power of the
engine into thrust. b. Turboprop Propeller. The turboprop propeller
is operated by a gas turbine engine through a reduc-
2-4. PROPELLER MODEL AND BLADE DESIG- tion-gear assembly. The turboprop fuel control and the
NATION. Propellers are identified by stamping the propeller governor are connected and operate in coordi-
propeller hub with the serial number, model number, nation with each other. The power lever directs a signal
production certificate number, and the number of times from the cockpit to the fuel control for a specific amount
the propeller has been reconditioned. The complete of power from the engine. The fuel control and the pro-
model number of the propeller is a combination of the peller governor together establish the correct combina-
basic model number and suffix numbers to indicate tion of rpm, fuel flow, and propeller blade angle to create
the propeller diameter and pitch. An explanation of a sufficient propeller thrust to provide the desired power.

Table 2-1. Propeller Model Number.

2-3
TM 1-1500-204-23-5

c. Feathering Propeller. A feathering propeller is of thrust horsepower. Thrust horsepower usually con-
a controllable propeller having a mechanism to change stitutes approximately 80 percent of the brake horse-
the pitch to an angle so that forward aircraft motion pro- power. The other 20 percent is lost in friction and slip-
duces a minimum windmilling effect on a power-off pro- page. Controlling the blade angle of the propeller is the
peller. Feathering propellers must be used on multi-en- best method of obtaining maximum propeller efficiency
gine aircraft to reduce propeller drag to a minimum un- for all conditions encountered in flight.
der engine failure conditions.
2-6. ENGINE EFFICIENCY. Mechanical, thermal, and
d. Reverse-Pitch Propeller. The reverse-pitch volumetric efficiency are explained in the following para-
propeller is a controllable propeller in which the blade graphs.
angles can be changed to a negative value during
operation. The purpose of the reversible-pitch feature is a. Mechanical Efficiency. The mechanical effi-
to produce a high negative thrust at low speed by using ciency of an engine is measured by the ratio of the shaft
engine power. Although reverse-pitch may be used output or brake horsepower to the indicated horse-
in flight for steep descents, it is used principally as an power or power developed in the cylinders. It can be
aerodynamic brake to reduce ground roll after landing. expressed by the following formula:

2-5. PROPELLER EFFICIENCY. A propeller is used

with an engine to provide thrust. The engine supplies
brake horsepower through a rotating shaft. The pro-
peller absorbs the brake horsepower and converts it
into thrust horsepower. Propeller efficiency is the ratio

Figure 2-1. Hartzell Pitch Change Mechanism.

2-4
 TM 1-1500-204-23-5

Figure 2-2. Hartzell Constant-Speed Propellor.

b. Thermal Efficiency. The thermal efficiency of 2-7. PROPELLER DEFECTS. Propeller defects are
an engine is the ratio of the heat developed into the use- defined in table 2-2.
ful work to the heat energy of the fuel. It may be based 2-8. TROUBLESHOOTING PROCE-
on either brake horsepower or indicated horsepower. It DURES. Troubleshooting procedures for isolating and
can be expressed by the following formula: correcting various troubles in the propeller system are
found in applicable maintenance manual.
2-9. PROPELLER REMOVAL, CLEANING, AND IN-
SPECTION. General procedures for propeller removal,
cleaning, and inspection are described in the following
paragraphs.
c. Volumetric Efficiency. Volumetric efficiency is a. Propeller Removal. Propeller removal is ex-
the ratio of the volume of fuel-air charge, burned by plained in the applicable maintenance manual.
the engine at atmospheric pressure and temperature,
to the piston displacement. If the cylinder of an engine
draws in a charge of fuel and air having a volume at
standard atmospheric pressure and temperature which DEGREASING SOLVENT, MIL-PRF-680
is exactly equal to the piston displacement of the cylin-
der, the cylinder has a volumetric efficiency of 100 per- Degreasing solvent, MIL-PRF-680, is com-
cent. It can be expressed by the following formula: bustible and toxic to eyes, skin and respiratory
tract. Wear protective gloves and goggles/face
shield. Avoid repeated or prolonged con-
tact. Use only in well ventilated areas (or use
approved respirator as determined by local
safety/industrial hygiene personnel). Keep
away from open flames or other sources of
ignition.

Change 4 2-5
TM 1-1500-204-23-5

Table 2-2. Propeller Defects.

Defect Definition
Battered A damaged or worn area caused by hard usage or heavy blows.
Binding An area of damage caused by parts sticking together.
Blistering Raised areas of plate indicative of a lack of bond between plating and
base metal or overheating above the melting temperature of the plating
material.
Bowed A bent blade usually caused by foreign objects.
Brinelled Having one or more indentations on bearing races, usually caused by
high static loads or application of force during installation or removal.
Indentations are rounded or spherical due to the impression left by the
contacting balls or rollers of the bearing.
Burr A ragged or turned out edge usually resulting from machine processing.
Chafing A condition caused by a rubbing action between two parts under light
pressure which results in wear.
Checked A condition in which there are numerous small cracks in the metal, usually
caused by machine processing.
Chipping The breaking away of pieces of material which is usually caused by
excessive stress concentration or careless handling.
Circumferential Scratching Damage from scratching on the external boundary or surface of an object.
Corrosion Loss of metal by a chemical or electrochemical action. The corrosion
products generally are easily removed by mechanical means. Iron rust is
an example of corrosion.
Crack A partial separation of material usually caused by vibration, over-loading,
internal stresses, defective assembly, or fatigue. Depth may be a few
thousandths to the full thickness of the piece.
Dent A small, rounded depression in a surface usually caused by the part
being struck with a rounded object.
Deposits Material that has accumulated in recessed areas.
Discoloration Discoloration is due to the effects of heat in the presence of oxygen.
Surface colors may range from light straw to gray depending on the
environment temperature and the thickness of the oxide film that is
formed on the surface.

2-6
 TM 1-1500-204-23-5

Table 2-2. Propeller Defects. — Continued

Defect Definition

NOTE

Discoloration due to synthetic engine oils should not be confused with heat discoloration. Additives in
Specification MIL-L-23699 oil react with steel surfaces to form a brownish color stain. This stain is not
detrimental and should not be removed.
Disintegrated A part which breaks or decomposes into small objects.
Distortion Distortion is caused by forces which twist the piece from its original shape.
Eccentric Damage not having the same geometric center.
Erosion Loss of metal from the surface by mechanical action of foreign objects,
such as grit or fine sand. The eroded area will be rough and may be lined
in the direction in which the foreign material moved relative to the surface.
Flaking The breaking loose of small pieces of metal or coated surfaces, which is
usually caused by defective plating or excessive loading.
Fracture A break through the entire thickness of the material.
Frayed An area worn by rubbing actions.
Fretting A rapid oxidation of metal surfaces caused by cyclic back-and-forth
movement of closely fitted parts in the presence of oxygen. It is
characterized by rusty surfaces ranging from black (well bonded) to a
fairly bright brick red color (often loosely bonded or even free particles).
Galling A severe condition of chafing or fretting in which a transfer of metal from
one part to another occurs. It is usually caused by a slight movement of
mated parts having limited relative motion and under high loads.
Glazed Damage which appears smooth and glossy.
Gouging A furrowing condition in which a displacement of metal has occurred (a
torn effect). It is usually caused by a piece of metal or foreign material
between close moving parts.
Grooving A recess or channel with rounded and smooth edges usually caused
by faulty alignment of parts.
Indentation Shallow depressions in the functional surfaces where metal has been
displaced but not removed. They are usually rounded, having the shape
of the foreign particle, and the original surface finish can still be seen
in the depressions.

2-7
TM 1-1500-204-23-5

Table 2-2. Propeller Defects. — Continued

Defect Definition
Mismatched Damage caused when two parts are improperly matched.
Nick A sharp sided gouge or depression with a V-shaped bottom which is
generally the result of careless handling of tools and parts.
Out-of-Round A damaged hole which does not have the same concentric center.
Pickup A buildup or rolling of metal from one area to another, which is usually
caused by insufficient lubrication, clearances, or foreign matter.
Pitting Small, irregularly shaped cavities from which material has been removed
by corrosion. Corrosion can be caused by oxidation (rust), acid attack
(etching, perspiration), electrolytic attack (non-distilled water). The bottom
surfaces of the cavities are usually dark.
Scoring A series of deep scratches caused by foreign particles between moving
parts, or careless assembly or disassembly techniques.
Scratches Shallow, thin lines or marks, varying in degree of depth and width, caused
by presence of fine foreign particles during operation or contact with other
parts during handling.
Sheared Damage caused when a part is stressed in two different directions.
Spalling The breakdown of a functional/active surface due to fatigue, usually in the
form of irregularly shaped pits. The edges of the pits have indications of
cracking and further progression.
Stripped Damaged or unusable threads of a bolt or screw.
Surface Breakdown Breakdown of surface material caused by corrosion.

NOTE

If a high polish is desired, a number of good

Acid or caustic materials should not be used. grades or commercial metal polish are avail-
Power buffers, steel wool, steel brushes, or any able. After completing the polishing operation,
other tool or substance that may scratch or mar all traces of polish should be immediately re-
the blade should be avoided. moved. When the blades are clean, they should
be coated with a clean film of engine oil or suit-
b. Propeller Cleaning. Propeller blades and hubs able equivalents.
are cleaned with degreasing solvent, MIL-PRF-680 and
in accordance with the applicable maintenance manual. c. Propeller Inspection. Inspect propellers reg-
ularly in accordance with the applicable maintenance
manual. The following paragraphs explain general
inspection procedures.

2-8 Change 4
 TM 1-1500-204-23-5

(1) General inspection. Propellers must be in- (b) Clean and smooth area containing appar-
spected regularly. The exact time interval for particular ent crack by sanding area with No. 00 sandpaper or cro-
propeller inspections is usually specified by the propeller cus cloth, Federal Specification P-C-458.
manufacturer. The regular daily inspection of propellers
varies little from one type to another. Typically it is a vi-
sual inspection of propeller blades, hubs, controls, and
accessories for security, safety, and general condition. Do not allow sodium hydroxide or nitric acid so-
Visual inspection of the blades does not mean a care- lution to contact blade thrust washer. Damage
less or casual observation. The inspection should be to thrust washer may otherwise result.
meticulous enough to detect any flaw or defect that may
exist. (c) Apply a small quantity of sodium hydrox-
ide solution mixed in accordance with para 2-9.c.(7)(a)
(2) Checking hub for looseness. Check to to suspected area with a small brush or swab.
make sure bolts are properly installed and tightened. If
nuts can be turned, remove cotter keys and retorque to
required setting.
Upon completion of etching, all traces of sodium
(3) Checking blades for looseness. Check to hydroxide shall be removed with a solution of
see that blades are properly installed in accordance with one part concentrated technical grade propel-
the applicable maintenance manual. lant nitric acid, Federal Specification O-N-350,
to five parts water. Wash blade thoroughly with
(4) Checking external surfaces for metal clean, fresh water. The blade shall then be dried
propellers. Metal propellers and blades are generally and anodized with chromic acid solution in ac-
susceptible to fatigue failure resulting from concen- cordance with MIL-A-8625 after completion of
tration of stresses at the bottom of sharp nicks, cuts, all reworking. Damage to propeller may other-
and scratches. It is especially necessary, therefore, to wise result.
frequently and carefully inspect them for such injuries.
Propeller manufacturers have published service bul- (d) After area is well darkened, thoroughly
letins and instructions which prescribe the manner in wipe with a dampened cloth. When a crack extending
which these inspections are to be accomplished. into metal exists, it will appear as a dark line or mark,
and by using a magnifying glass, small bubbles may be
(5) Checking propeller governor. Check pro- seen forming in the line or mark.
peller governor for leakage, security of attachment, and
general condition. Inspect governor oil for metal parti- 2-10. PROPELLER REPAIR. Repair propellers in ac-
cles. cordance with the best accepted practices and the latest
techniques. Manufacturer recommendations shall be
(6) Inspection of a disassembled pro- followed. It is necessary to mark the name of the manu-
peller. During major overhaul, the propeller is disas- facturer and model designation on the repaired propeller
sembled, and all parts are inspected and checked for in the event original markings were removed during the
size, tolerances, and wear. A magnetic inspection or repair or refinishing operations.
another type of nondestructive test is usually made at
this time to determine whether any fatigue cracks have a. Minor Defects. Dents, cuts, scars, scratches,
developed on the steel components and assemblies. nicks, etc., shall be removed or otherwise treated by
means of fine sandpaper and fine-cut files provided that
(7) Local etching. Local etching is used to de- their removal or treatment does not materially weaken
tect cracks on propellers. Use the following procedures: the blade, materially reduce its weight, or materially im-
pair its performance or reduce the blade dimensions
(a) Local etching shall be performed with below the minimums established by the manufacturer.
a solution locally prepared by adding one pound of Minimums will usually be given in the manufacturer’s
sodium hydroxide, technical, Federal Specification service and overhaul manual. The metal around longitu-
O-S-598, to one gallon of water. Amount of solution to dinal surface cracks, narrow cuts, and shallow scratches
be prepared will be determined by amount of etching to shall be removed to form shallow saucer-shaped de-
be performed. pressions, as shown in figure 2-3.

Change 2 2-9
TM 1-1500-204-23-5

b. Tip Damage. When the removal or treatment a. Static Balancing. Propeller static unbalance
of defects on the tip necessitates shortening a blade, occurs when the center of gravity of the propeller does
shorten each blade used with it and keep such sets of not coincide with the axis of rotation. Two methods of
blades together (see figure 2-4 and 2-5.). In making the static balancing are described in the following para-
repair, it is not permissible to reduce the propeller di- graphs.
ameter below the minimum diameter limit shown on the
airplane specification. NOTE

c. Bends and Twists. Repair methods for bends ● During a propeller static balance check, all
and twists are explained in the following paragraphs. blades must be at the same blade angle. Before
conducting the balance check, inspect to see
(1) Cold straightening. Repair bent blades in that each blade has been set at the same blade
accordance with the instructions of the manufacturer. angle.
Carefully check the extent of a bend in face alignment by
means of a protractor similar to the one shown in figure ● Unless otherwise specified by the manufac-
2-6. Only bends not exceeding 20 degrees at 0.15-inch turer, an acceptable balance check requires that
blade thickness to 0 degrees at 1.1-inch blade thickness the propeller assembly have no tendency to ro-
may be cold straightened. Straighten blades with bends tate in any of the previously described. If the
exceeding these values only based upon recommenda- propeller balances perfectly in all positions, it
tion of the manufacturer, and only at the facilities having should also balance perfectly in all intermediate
proper heat-treatment equipment. In all cases, inspect positions. When necessary, check for balance
the blades for cracks and other injuries both before and in intermediate positions to verify the check in
after straightening. the originally described positions.

(2) Annealing method. Repair by annealing (1) Knife-edge method. The knife-edge test
consists of heating the alloys to an elevated tempera- stand, as shown in figure 2-7, has two hardened steel
ture, holding or soaking them at this temperature for a edges mounted to allow the free rotation of an assem-
length of time depending upon the mass of the metal, bled propeller between them. The knife-edge test stand
and the cooling in still air. This method leaves the metal shall be located in a room or area that is free from any
in the best condition for cold-working. air motion, and preferably removed from any source
of heavy vibration. The standard method of checking
propeller assembly balance involves the following pro-
(3) Hub damage. Repairs to steel hubs and
cedures:
parts shall be accomplished only in accordance with
the recommendations of the manufacturer. Welding
and remachining is permissible only when covered by (a) Insert a bushing in the engine shaft hole
manufacturers service bulletins. of the propeller.

(4) Spinner damage. Check for evidence of (b) Insert a mandrel or arbor through the
dents, cracks or other visible damage. Replace if bushing.
damaged. Dents are permissible, provided they do not
affect propeller appearance while it is turning. (c) Place a propeller assembly so that the
ends of the arbor are supported upon the balance stand
(5) Marking repaired blades. Mark the blades knife-edges. The propeller must be free to rotate.
to correspond with the manufacturer’s system of model
designation to indicate propeller diameter. (d) Check two-bladed propeller assemblies
for balance, first with the blades in a vertical position and
(6) Painting. Paint in accordance with instruc- then with the blades in a horizontal position, as shown
tions contained in TM 55-1500-345-23. in figure 2-7. Repeat the vertical position check with the
blade positions reversed; that is, with the blade which
was checked in the downward position placed in the up-
2-11. PROPELLER BALANCING. Propellers must
ward position.
be balanced statically, dynamically, and aerodynami-
cally.

2-10
 TM 1-1500-204-23-5

Figure 2-3. Repair of Surface Defects

2-11
TM 1-1500-204-23-5

Figure 2-4. Damaged Tip Repair

(e) Check three-bladed propeller assembly track at like points must not exceed the tolerance spec-
with each blade placed in a downward vertical position, ified by the propeller manufacturer. Use the following
as shown in figure 2-8. procedures to check blade tracking:
(1) Mount indicator, which may be a slender
(2) Suspension method. In the suspension point strip of wood or metal, on a stand, as shown in
method, the propeller or part is hung by a cord, any figure 2-9. Point of indicator should just touch nearest
unbalance is determined by noting the eccentricity be- part of the blade.
tween a disk firmly attached to the cord and a cylinder (2) Rotate propeller until next blade is in same
attached to the assembly or part being tested. The position as No. 1 blade was prior to rotation.
suspension method is used less frequently than the
(3) When No. 2 blade does not touch point of
simpler and more accurate knife-edge method.
indicator, measure distance from point to point nearest
point of blade. When No. 2 blade is nearer the stand
b. Aerodynamic Balancing. Aerodynamic unbal- than No. 1 blade was, move indicator back until it just
ance results when the thrust (or pull) of the blades is un- touches No. 2 blade.
equal. This type of unbalance can be largely eliminated
by checking blade contour and blade angle setting. (4) Rotate propeller again until No. 1 blade is
down and measure distance from pointer to blade. With
pointer set to touch nearest blade, the distance to other
c. Dynamic Balancing. Dynamic unbalance re-
blade or blades must not exceed maximum allowable
sults when the center of gravity of similar propeller
in overhaul instructions manual for applicable propeller;
elements, such as blades on counterweights, does not
otherwise, propeller must be removed for overhaul.
follow in the same plane of rotation. Since the length
When propeller track is within repairable limits, make
of the propeller assembly along the engine crankshaft
correcting adjustments in accordance with applicable
is short in comparison to its diameter, and since the
aircraft or propeller maintenance manual.
blades are secured to the hub so they lie in the same
plane perpendicular to the running axis, the dynamic
unbalance resulting from improper mass distribution is 2-12. PROPELLER INSTALLATION. Propellers shall
negligible, provided the track tolerance requirements be installed using the applicable maintenance manual.
are met. Preparation for installation is explained by the following
procedures:
d. Blade Tracking. Blade tracking is the process
of determining the positions of the tips of the propeller a. Depreserve serviceable propellers received
blades relative to each other. The blades should all track from stock following procedure outlined in applicable
one another as closely as possible. The difference in maintenance manual.

2-12
 TM 1-1500-204-23-5

Figure 2-5. Damaged Square Tip Repair

2-13
TM 1-1500-204-23-5

Figure 2-6. Measuring Angle of Bend

Figure 2-7. Two-Blade Balance Check

2-14
 TM 1-1500-204-23-5

Figure 2-8. Three-Blade Balance Check.

Figure 2-9. Propeller Tracking.

2-15
TM 1-1500-204-23-5

b. Inspect propeller and parts visually for damage The single capacity governor only reduces blade pitch
and, without disassembling units, ensure that all parts by producing an oil pressure increase against a servo
which are accessible fit properly. piston. The governor works to counteract, as necessary,
the increase in blade pitch which is accomplished by a
combination of counterweights on the propeller blades
and feathering springs in the servo piston.
DEGREASING SOLVENT, MIL-PRF-680
d. Turbo Prop Governors. The turbo prop gover-
Degreasing solvent, MIL-PRF-680, is com- nor and fuel control are connected and operate in coordi-
bustible and toxic to eyes, skin and respiratory nation with each other. The power lever directs a signal
tract. Wear protective gloves and goggles/face from the cockpit to the fuel control for a specific amount
shield. Avoid repeated or prolonged con- of power from the engine. The fuel control and the pro-
tact. Use only in well ventilated areas (or use peller governor together establish the correct combina-
approved respirator as determined by local tion of rpm, fuel flow, and propeller blade angle to create
safety/industrial hygiene personnel). Keep sufficient propeller thrust to provide the desired power.
away from open flames or other sources of
ignition. e. Turbo Prop Overspeed Governors. The
speed governor acts as a safeguard against propeller
c. Carefully stone down all galling or scoring on overspeed in the event of constant speed governor
jointed surfaces or attaching parts, and all minor corro- failure. The unit in the governor which acts automati-
sion, raised edges, nicks, burrs, and cuts. After stoning cally to regulate engine speed is the speed-sensitive
or dressing propeller parts, remove any small metal par- element. This unit is affected by centrifugal force and
ticles with degreasing solvent, MIL-PRF-680. spring pressure. When engine speed is excessive,
the centrifugal force on the speed-sensitive element
overcomes spring pressure and the element moves the
distributor valve to route hydraulic fluid under pressure
Do not clean propellers with aromatic fuels. to the pitch-change (torque) units at the base of the
propeller blades.
2-13. PROPELLER GOVERNORS. Principles of op-
eration, model designation, single capacity governors, f. Integrated Oil Control Assembly. The integral
turbo prop governors, turbo prop overspeed governors, oil control assembly contains the oil supply for operating
and integrated oil control units are described in the fol- the propeller. This oil is independent of the engine oil
lowing paragraphs. system. The oil control assembly also contains a main
pump which is driven by propeller rotation. The main
a. Principles of Operation. Constant-speed pro- pump delivers oil continuously to the propeller governor.
pellers are controlled by a speed governor which auto- For single-capacity governors, oil pressure is increased
matically adjusts propeller pitch to maintain a selected or decreased. For double-acting governors, the oil is di-
engine speed. If the rpm of the propeller tends to in- rected to either the inboard or outboard side of the dou-
crease, the governor senses the increase and responds ble-acting piston, to decrease or increase blade angle,
by causing the propeller blade angle to increase. Also, respectively.
when the propeller rpm tends to decrease, the gover-
nor causes a decrease in propeller blade angle. An in- 2-14. RIGGING GOVERNED PROPELLERS. Oil
creased blade angle will cause a decrease of rpm, and a control plugging, installation, rigging, and operational
decreased blade angle will cause an increase of engine checks are described in the following paragraphs.
rpm.
a. Oil Control Plugging. Many governors are de-
b. Model Designation. There are two models of signed so that they may be adapted for either single-ac-
propeller governors. One type, the single-capacity gov- tion or double-action operation. As a single-action gov-
ernor, operates by applying oil pressure to or releasing ernor, it directs oil pressure to the rear of the cylinder to
oil pressure from a servo piston. The second model, decrease pitch and allows it to drain from the cylinder
called a double action governor, applies oil pressure to when centrifugal force increases pitch. Propellers hav-
either side of a double action servo piston. ing counterweights use single-action governors. The
counterweights and centrifugal force act together to in-
c. Single Capacity Governors. The single capac- crease pitch. For those propellers which do not use
ity governor is a single-acting, self-contained unit. It reg- counterweights to increase pitch, oil from the governor
ulates engine speed by varying the pitch of the propeller. is used to increase pitch by overcoming the centrifugal

2-16 Change 4
 TM 1-1500-204-23-5

force of the blades. In this case, the plug B is removed normally taken to ensure that the powerplant will obtain
and installed in passage C of the governor. This permits takeoff rpm:
governor oil pressure to be directed to the rear of the
cylinder, to decrease pitch. Oil pressure is directed to (1) During ground runup, move the throttle to
the forward side of the cylinder to increase pitch. See takeoff position and note the resultant rpm and manifold
figure 2-10. pressure.

b. Installation. The following general procedures (2) If the rpm obtained is higher or lower than
are for governor installation: the takeoff rpm prescribed in the instructions of the man-
ufacturer, reset the adjustable stop, as shown in figure
(1) Remove all portions of old gasket from 2-11, on the governor until the prescribed rpm is ob-
mount base. tained.

(2) Remove nicks and burrs on governor base 2-15. PROPELLER ICING. Ice formation on a pro-
and mounting pad with a fine stone, Federal Specifica- peller blade, in effect produces a distorted blade airfoil
tion SS-S-736, prior to installation. section which causes a loss in propeller efficiency.
Generally, ice collects unsymmetrically on a propeller
(3) Install a new gasket every time a governor blade and produces propeller unbalance and destruc-
is installed. tive vibration. Icing types, anti-icing, and deicing are
explained in the following paragraphs.
(4) Torque mount nuts in accordance with appli-
cable aircraft maintenance manual. a. Icing Types. The types of icing are glaze or
clear, rime, and glime or mixed. Each type is described
(5) Retorque mount nuts after the first 15 min- in the following paragraphs.
utes engine runup.
(1) Glaze ice. Glaze (or clear) ice is hard,
c. Rigging . The following general procedures are glossy, and heavy. This type of ice forms when, after
for rigging the propeller governor. Refer to the applica- initial impact, the remaining liquid portion of the raindrop
ble maintenance manual for specific instructions. flows out over the surface freezing as a smooth sheet
of solid ice.
NOTE
(2) Rime ice. Rime ice has an irregular shape
Engine operation shall be performed by autho- and rough surface. It is brittle and frost-like and lighter
rized personnel only. than glaze ice. Rime ice forms when raindrops are
small. The liquid portion remaining after initial impact
(1) Start engine. freezes rapidly before the drop has time to spread. The
small frozen droplets trap air between them giving the
(2) Perform engine run-up check. With PROP ice a white, frosty appearance.
lever in the full forward position, adjust power lever until
propeller rpm stabilizes at high rpm. (3) Glime ice. Glime (or mixed) ice is a mixture
of glaze and rime ice. Glime ice is a hard, rough mixture
(3) Next, retard PROP lever to the minimum rpm which can form rapidly. Glime ice forms when raindrops
position. vary in size or when liquid drops are mixed with snow or
ice particles.
NOTE
b. Anti-Icing. Propeller anti-icing is normally ac-
Adjust governor when rpm settings are not met complished by spraying anti-icing fluid over the leading
as specified by the applicable maintenance edge of the propeller. The fluid is pumped from the fluid
manual. tank through small tubes that open just outside the pro-
peller hub as shown in figure 2-12. The centrifugal force
d. Operation Checks. At the time of propeller of the spinning propeller spreads the fluid over the lead-
governor, or engine installation, the following steps are ing edge of the blades.

Change 2 2-17
TM 1-1500-204-23-5

Figure 2-10. Woodward Governor.

2-18
 TM 1-1500-204-23-5

c. Deicing. An electrical propeller icing control power from the hub to the blade elements. Ice removal
system, as shown in figure 2-13, consists basically of an is accomplished by converting electrical energy to heat
electrical energy source, a resistance heating element, energy in the heating element.
system controls, and necessary wiring. The heating
elements are mounted internally or externally on the 2-16. PROPELLER PRESERVATION AND STOR-
propeller spinner and blades. Electrical power from AGE. Metal Propellers. Preservation and storage of
the aircraft system is transferred to the propeller hub propeller hub and dome assembly and blades is de-
through electrical leads which terminate in slip rings scribed in the following paragraphs.
and brushes. Flexible connectors are used to transfer

Figure 2-11. Propeller RPM Adjusting Screw.

Figure 2-12. Typical Anti-Icing System.

2-19
TM 1-1500-204-23-5

a. Propeller hub and dome assembly. The pro- b. Propeller blades. Prepare metal propeller
peller hub and dome assembly of propellers provided blades for storage by coating all surfaces except rubber
with internal oil controls requires no preservation other parts with a soft film compound such as MIL-C-16173
than that received during engine run when engine is be- , grade II. Blades shall then be wrapped in waterproof
ing preserved. When removing a propeller at a time barrier material, MIL-B-131, Class 2. A suitable wooden
other than engine preservation, internal portions of hub container that provides sufficient protection from han-
and dome will be coated with a mixture consisting of dling and for securing blades in a fixed position shall be
25 percent corrosion preventive, MIL-C-6529, type II, used to contain blades.
and 75 percent engine lubricating oil, MIL-L-6082, grade
1100. Excess oil will be drained from hub and dome,
and all openings sealed with greaseproof barrier mate-
rial, MIL-B-121.

Figure 2-13. Typical Electrical Deicing System.

2-20
 TM 1-1500-204-23-5

CHAPTER 3
ROTOR MAINTENANCE PRACTICES AND PROCEDURES

3-1. GENERAL. The rotor maintenance practices and (1) Oil pans or drip pans shall be used where
procedures discussed in this chapter are representative leaking oil, grease, and similar materials may cause
of those in widespread use. No attempt has been made hazardous accumulations on equipment or floors. All
to include detailed maintenance procedures for a spe- spills shall be cleaned up immediately. Approved
cific helicopter rotor. Refer to the applicable mainte- sweeping compound may be used to remove these
nance manual for specific maintenance procedures. materials from the floor.

3-2. GENERAL SHOP RULES. The practices and

procedures described in this chapter pertain to the
repair functions of aviation activities and are applicable
Floors shall not be cleaned with volatile or
to all levels of maintenance. Because of the many types
flammable liquids. A flammable film may re-
of Army aircraft, each shop within the manufacturing
main and cause a fire hazard.
and repair section must, of necessity, have personnel
trained in general practices and procedures to the ex-
tent that different type and model aircraft do not upset a (2) Floors shall be maintained smooth and
smooth running shop. clean, free of all obstructions and slippery substances.
Holes and irregularities in floors shall be repaired to
maintain a level surface free from tripping hazards.
a. Responsibility. All supervisory personnel in
the manufacturing section are responsible for a contin-
uing and effective shop safety program. To implement (3) All unnecessary materials on walls shall be
and maintain this program, shop supervisors shall removed and projections shall be kept to a minimum.
utilize bulletin boards, signs, and any other effective
method. Shop personnel shall cooperate in the shop (4) Aisles shall be dearly defined and kept free
safety program by making helpful recommendations, of hazardous obstructions. Where possible, aisles shall
and continually exercising care and caution in the op- be suitably marked by painting.
eration of all shop equipment. All shop personnel shall
strive to improve the safety program and be especially (5) All machines, work benches, aisles, etc.,
alert to observe and correct hazardous conditions and shall be adequately illuminated.
unsafe shop practices. All accidents, no matter how
minor, shall be reported to the shop supervisor, and all c. Shop Safety. Unsafe equipment and fire haz-
published instructions regarding safety shall be strictly ards are the main factors to be observed while planning
adhered to. Also, safety engineers and safety officers safety procedures.
shall ensure that proper safety procedures are adhered
to in accordance with AR 385-10, Army Safety Program; (1) Equipment safety. Unsafe equipment shall
AR 385-30, Safety Color Code Markings and Signs; be reported immediately. The following equipment
AR 385-32, Protective Clothing and Equipment; The safety practices shall be observed:
Occupational Safety and Health Act of 1971, OSHA
1910.251; all applicable fire codes, NFPA 410; and (a) Machines shall be located to provide op-
other accepted civilian and military safety practices. eration with sufficient space to handle materials and per-
form job operations without interference.
b. Shop Housekeeping. Housekeeping is the
yardstick by which the shops in the manufacturing (b) Bolt down all machinery that can move or
section are judged. A clean, well arranged shop is a walk due to vibration (drill press, bench grinder, etc.).
safe shop and reflects credit on all personnel concerned
with its operation. The following shop practices shall be
observed:

3-1
TM 1-1500-204-23-5

(c) Substantial low resistance conductors (d) Use correct fire extinguisher for class of
shall be used to ground all stationary and portable fire as follows:
machines, equipment, or other devices in which static
charges may be generated, or which require electrical • Class A fire (wood, paper, trash, etc.)
circuits of a hazardous nature. Use water or soda-acid fire extin-
guisher.
(d) Shop machinery shall be operated only
by qualified personnel observing safe practices. • Class B fire (oil, paint, fuel, grease,
etc.). Use bromotrifluoromethane or
(e) Safety devices, such as guards, inter- carbon dioxide fire extinguisher.
locks, automatic releases, and stops, shall always be
kept in operating condition. • Class C fire (electrical equipment).
Use bromotrifluoromethane or car-
bon dioxide fire extinguisher.
(f) Ensure that all unauthorized personnel
are clear of area before opening valves or energizing • Class D fire (combustible met-
electrical circuits for starting machinery. als-magnesium, titanium, zirconium,
sodium, lithium, and potassium). Use
(g) Suitable mechanical guards, such as en- dry powder type fire extinguisher.
closures or barricades, shall be permanently installed on
all machinery not already equipped with such to elimi- (e) Oily waste, rags, and similar combustible
nate danger of injury from moving parts. materials shall be discarded in self-closing metal con-
tainers which shall be emptied daily.
(h) Machinery shall not be adjusted, re-
paired, oiled, or cleaned while machine is in operation (f) Flammable materials shall not be stored in
or power is on. the shop.
(i) Personnel operating machinery shall (g) Use only approved cleaning solvents.
wear protective clothing as prescribed. A protective
face shield or goggles shall be worn when operating a
d. Shop Tools and Materials. Handling tools and
grinder regardless of whether grinder is equipped with
materials require observance of the following common
attached shields.
safety practices:
(j) Jewelry shall not be worn while performing
(1) Do not leave tools or objects in elevated po-
any maintenance.
sitions from which they can fall or be knocked off.
(2) Fire safety. A constant vigilance shall be
(2) Do not point a compressed airstream toward
maintained to seek out fire hazards. Fire hazards are
any part of the body.
constantly present in the shop where sparks, friction,
or careless handling can cause an explosion that may
destroy equipment or buildings, and injure or kill per- (3) All unserviceable tools shall be plainly
sonnel. Refer to AR 385-10, The Army Safety Program marked and removed from service.
and the Occupational Safety and Health Act of 1971
OSHA 1910.251. The following fire safety practices (4) Electrical cables and air hoses to portable
shall be observed: units shall be laid out so there is no danger of tripping.

(a) NO SMOKING signs shall be placed in ar- (5) Electrical tools shall be connected to a low
eas where smoking could create a fire hazard. resistance ground.

(b) Personnel shall be trained in the use, (6) Keep bench tops covered with material hard
knowledge, and location of shop fire fighting equipment. enough to prevent chips and other foreign material from
becoming imbedded. Keep bench tops clean and free
(c) Each shop shall be equipped with fire ex- from chips and filings.
tinguishers suited for type of fire most likely to occur.

3-2 Change 2
 TM 1-1500-204-23-5

(7) Keep vise jaws covered with soft metal jaw 3-4. HELICOPTER CONFIGURATIONS. There are
caps. various helicopter configurations. The single rotor and
tandem rotor configurations are explained in the follow-
3-3. PRINCIPLES OF OPERATION AND DESIGN ing paragraphs.
FEATURES OF ROTOR SYSTEMS. The amount of
lift available to a rotor system is determined by many a. Single Rotor. The single rotor configuration, as
factors. The pilot has control of the pitch angle of the shown in figure 3-2, uses one main rotor and a tail rotor
rotor blades and the power delivered to the rotor, repre- for torque control. The single rotor configuration is the
sented by the rpm. By controlling the pitch angle of the most common configuration used by Army helicopters.
rotor blades the pilot can establish the vertical flight of
the helicopter. By manipulating the engine rpm control, b. Tandem Rotor. The tandem rotor configuration,
a constant engine speed can be maintained regardless as shown in figure 3-3, uses two main rotors which ro-
of the increase or decrease in blade pitch. The engine tate in opposite directions to counteract torque effects.
rpm control is synchronized with the main-rotor pitch This configuration is common for large helicopters with
control in such a manner that an increase of pitch special mission capability.
increases power and a decrease of pitch decreases
power. A complete control system of a conventional
helicopter is shown in figure 3-1.

Figure 3-1. Helicopter Control System.

Change 3 3-3
TM 1-1500-204-23-5

Figure 3-2. Single Rotor Configuration.

Figure 3-3. Tandem Rotor Configuration.

3-4
 TM 1-1500-204-23-5

3-4.1. POWER TRAIN SYSTEM. A typical single-ro- drive, and main rotor mast. The main drive shaft be-
tor power train system (Figure 3-3.A) consists of a main tween the engine and main transmission drives the main
transmission (main gearbox), a main drive shaft, and a transmission. A series of tail rotor drive shafts with two
series of tailrotor drive shafts with two gearboxes. The gearboxes (transmissions) - intermediate and tail rotor
main transmission includes input drive with freewheel- - between the main transmission and tail rotor drive the
ing provisions if no clutch assembly is required, output tail rotor.

1. Main Drive Transmission 4. Tail Rotor Drive Shafts

2. Main Transmission 5. Intermediate Gearbox
3. Mast 6. Tail Rotor Gearbox

Figure 3-3.A. Typical Single-Rotor Power Train System.

a. Main Drive Shaft. The main drive shaft (Fig- to the free power system in all gas turbine engines used
ure 3-3.B) transmits torque from the engine to the main by the Army, a clutch assembly is not needed on aircraft
transmission. The shaft is a hollow, statically balanced with gas turbine engines.
tube. In addition to required fittings, bolts, nuts, and
washers are provided with flexible splined or rubber cou- The centrifugal clutch assembly is used only with
plings for installation between the engine and transmis- engines of low horsepower output. When the engine
sion. On systems using a clutch assembly, the main speed is increased, centrifugal force throws the clutch
shaft is attached to the clutch on one end and to the shoe against the inner surface of a drum, completing
transmission input drive on the other end. The clutch the drive to the rotor. This type of clutch, because of
assembly provides freewheeling (Figure 3-3.C). On sys- its slippage at low and medium speeds, generates heat,
tems not requiring a clutch assembly, the shaft is at- which is harmful to the life of clutch parts.
tached to an adapter on the engine output shaft on one
end and to the freewheel coupling of the transmission (2) Freewheeling Unit. All rotary-wing aircraft
input drive assembly on the other end. have a freewheel unit located between the engine and
the main rotor or rotors. Three basic types of freewheel
(1) Clutch Assembly. The clutch assembly units are roller, sprag clutch, and overrunning clutch.
allows for a smooth engagement of the engine to the The purpose of the freewheel unit is to free the power
power train system. The clutch is used to stop possible train drive system from the drag made by the dead or
blade damage and shaft shearing due to sudden torque idling engine. By doing this the freewheel unit makes
loading. Some clutches are designed to let the engine autorotation possible. This allows an aircraft to land
start and run without the rotor turning. This is very safely without engine power. All types of freewheel
useful for warm-up and maintenance procedures. Due units generally work

Change 3 3-4.1
TM 1-1500-204-23-5

in the same manner. They provide a positive lock of faster than engine speed, the freewheel unit unlocks the
the power train drive system to the engine at any time power train drive system from the engine.
engine speed equals rotor speed. When rotor speed is

1. Main Drive Shaft Assembly 7. Steel Washer (if required)

2. Coupling Clampset 8. Nut
3. Clamp Bolt 9. Retaining Bolt
4. Chamfer Washer 9A. Cotter Pin
5. Pivots 10. Key Washer
6. Steel Washer 11. Adapter

Figure 3-3.B. UH-1 Main Drive Shaft, SKCP2281.

3-4.2 Change 3
 TM 1-1500-204-23-5

1. Tube Assembly 8. Grease Retainer 15. Drain Tube

2. Union 9. Retaining Ring 16. Packing
3. Packing 10. Seal 17. Wear Sleeve
4. Clutch Assembly 11. Sleeve Assembly 18. Packing
5. Nut 12. Pinion Gear 19. Plug
6. Locking Spring 13. Packing
7. Packing 14. Packing

Figure 3-3.C. Centrifugal Clutch Assembly.

Change 3 3-4.3
TM 1-1500-204-23-5

b. Main Transmission. A typical main transmis- angle change is necessary, the main transmission is
sion performs a number of functions (Figure 3-3.D). It mounted directly on the engine.

• Drives the main rotor mast assembly. (1) Input Drive. Engine torque is transmitted
through the main drive shaft to the input drive, which
• Changes the angle of drive from the engine drives the main transmission gear trains. On systems
to the main motor assembly. not using a clutch assembly, a freewheel coupling is
provided in the input drive assembly, which automat-
• Provides RPM reduction through a train of ically engages to allow the engine to drive the rotor
spiral bevel gears and planetary gears. or disengages the idling engine during autorotational
descent. On dual-engine, single-rotor power train sys-
• Provides a means of driving the tail rotor tems, the transmission has two input drive assemblies.
and the transmission accessories.

• Supports the main rotor assembly. (2) Tail Rotor Drive. The tail rotor is mounted on
the end of the main transmission and is driven by the ac-
cessory gear train. A flexible splined coupling provides
The main transmission is mounted in a variety of
a means of attaching the tail rotor drive shaft.
ways according to a particular manufacturer’s design.
Some transmissions contain a support case. The case
is an integral part of the transmission mounted directly (3) Generator Drive. The generator drive is
to the transmission deck. The transmission may be se- driven by the main transmission accessory gear train.
cured to the transmission deck by a system of tubu- The generator is driven off the main transmission so
lar support assemblies. In one power train system, the that, when the helicopter goes into autorotation and the
transmission is secured to the main rotor mast support engine is idling or stopped, enough electrical power will
structure. In the power train system of a reciprocat- be left to operate instruments, radio, and electrical fuel
ing-engine-powered, observation-type helicopter where pumps.
neither shafting from engine to transmission nor drive

Figure 3-3.D. Typical Main Transmission.

3-4.4 Change 3
 TM 1-1500-204-23-5

(4) Main Transmission Oil System. Most main sages and a filter to the sump outlet. From this outlet
transmissions are lubricated by a wet sump oil system external lines are routed to an oil cooler with a separate
which is separate from the engine oil system (Figure thermal bypass valve, then to a manifold on the trans-
3-3.E). However, the engine oil cooler and transmission mission main case. This manifold is equipped with a
oil cooler may be mounted close together so that they relief valve to regulate system pressure and distribute
can use the same blower system to cool the oil. Oil oil through jets and internal passages. This lubricates
supply from the transmission sump is circulated under bearings and gears inside the transmission where the
pressure from a gear-driven pump through internal pas- oil drains back to the sump.

Figure 3-3.E. Typical Main Transmission Oil System.

Change 3 3-4.5
TM 1-1500-204-23-5

Oil temperature and pressure gage readings are

shown by a thermobulb and a pressure transmitter. Most
transmission oil systems provide a heat switch and a
pressure switch which will light caution lights on panels
lettered XMSN OIL HOT and XMSN OIL PRESS (low
pressure) if such conditions occur. Servicing and drain-
ing provisions are provided in the transmission oil sys-
tem. Oil level sight gages are provided on most trans-
missions; others use the dipstick method. Chip detec-
tors used in the transmission oil system are similar to
those used on engines.

(5) Rotor Tachometer-Generator Drive. The

rotor tachometer RPM indications are provided by the
rotor tachometer-generator. The tachometer-generator
drive is driven by the main transmission accessory gear
train.

(6) Hydraulic Pump Drive. The hydraulic pump

drive is driven by the main transmission accessory gear
train. The hydraulic pump provides hydraulic pressure
for the flight control servo system. Some helicopters use
two separate flight control servo systems completely in-
dependent of each other. One system is the primary
servo system; it gets hydraulic operating pressure from
a hydraulic pump driven by the main transmission. A
secondary servo system gets hydraulic operating pres-
sure from a hydraulic pump driven by the engine.

c. Main Rotor Mast Assembly. The main rotor

mast assembly is a tubular steel shaft fitted with two
bearings which support it vertically in the transmis-
sion (Figure 3-3.F). Mast driving splines engage with 1. Mast Nut
transmission upper-stage planetary gear, providing 2. Mast
counterclockwise rotation (viewed from above). The
upper bearing retainer plate has an oil jet fed by an ex- 3. Upper Bearing Assembly
ternal oil hose. Splines on the upper portion of the mast 4. Lower Bearing Race
provide mounting for main rotor and control assemblies. 5. Transmission
6. Oil Hose for Oil Jet
d. Tail Rotor Drive Shaft. The purpose of the
tail rotor drive shaft is to transmit torque from the main
transmission to the tail rotor gearbox (Figure 3-3.G). Figure 3-3.F. Typical Main Rotor Mast Assembly.
The shaft is made up of a series of hollow tubes with
provisions for statically balancing and coupling attach- e. Intermediate Gearbox. An intermediate gear-
ments on each end. Flexibility in the shaft is provided by box is located on the tail boom of the helicopter (Figure
splined or rubber couplings. The tail rotor drive shaft is 3-3.H). This gearbox provides a specific degree change
supported by a series of support bearings and support in direction of the tail rotor drive shaft with no speed
hanger assemblies. change. The gearbox assembly consists of a case with
flexible coupling provisions for attaching onto the tail ro-
tor shaft fore and aft. The gearbox is splash-lubricated,
and the case is fitted with an oil filter cap, a vent breather,
an oil level sight gage, and a drain plug equipped with a
magnetic insert. The magnetic insert collects metal par-
ticles coming from inside the gearbox. When there is
a requirement, the metal particles can be collected and
analyzed to determine the condition of the gears and
bearings in the gearbox.

3-4.6 Change 3
 TM 1-1500-204-23-5

1. Washer 13. Shaft 25. Flat Washer

2. Tail Rotor Gearbox 14. Hanger 26. Bolt
3. Bolt 15. Shaft 27. Flat Washer
4. Flat Washer 16. Nut and Bolt 28. Bolt
5. Flat Washer 17. Clamp (12) 29. Flat Washer
6. Intermediate Gearbox 18. Shaft 30. Hanger
7. Flat Washer 19. ID Plate (6) 31. Shaft
8. Flat Washer 20. Forward Hanger 32. Nut
9. Nut 21. Shaft 33. Shaft
10.Bolt 22. Nut 34. Flat Washer
11. Flat Washer 23. Flat Washer
12. Hanger 24. Flat Washer

Figure 3-3.G. UH-1 Tail Rotor Drive Shaft.

Change 3 3-4.7
TM 1-1500-204-23-5

1. Retaining Ring 12. Nut 23. Preformed Packing

2. Plate 13. Washer, Steel 24. Retaining Ring
3. Centering Spring 14. Washer, Aluminum 25. Case Assembly
4. Lock Spring 15. Seal 26. Cap Assembly
5. Retainer 16. Retainer Nut 27. Vent Cap
6. Packing 17. Packing 28. Gasket
7. Retainer Bolt 18. Pinion Shaft 29. Self-closing Value
8. Washer 19. Sleeve 30. Packings
9. Inner Coupling 20. Packing 31. Magnetic Chip Detector
10. Outer Coupling 21. Sight Indicator
11. Seal 22. Glass

Figure 3-3.H. Intermediate Gearbox (42°)(UH-1).

3-4.8 Change 3
 TM 1-1500-204-23-5

f. Tail Rotor Gearbox. The tail rotor gearbox is lo- change in tail rotor drive shaft direction and a specific
cated on the extreme aft end of the tail boom-in some speed reduction between input shaft and output shaft
cases on top of the tailboom vertical fin (Figure(3-3.I). on which the tail rotor assembly is mounted.
The gearbox is splashlubricated. It consists of mating
input and output gear assemblies set into a case pro-
vided with a vented oil filler cap, oil level sight gage, and
a drain plug with a magnetic insert plug for collecting
metal particles. By analyzing these metal particles, the When troubleshooting or working on a specific
condition of the gearbox gears and bearings can be de- single-rotor power train system or component,
termined. Flexible couplings are provided for attaching always refer to the applicable maintenance
the tail rotor drive shaft onto the input end of the gear- manual.
box. The tail rotor gearbox provides a specific degree

Change 3 3-4.9
TM 1-1500-204-23-5

1. Sleeve 9. O-Ring 17. O-Ring

2. O-Ring 10. Outer Coupling 18. Shaft
3. Retainer Ring 11. Retaining Bolt 19. Retaining Nut
4. Seal Plate 12. Washer 20. Sleeve
5. Centering Spring 13. Inner Coupling 21. O-Ring
6. Spacer 14. Seal 22. Seat Seal
7. Lock Spring 15. Retaining Nut 23. Shaft
8. Retainer Plug 16. Seal

Figure 3-3.I. Tail Rotor Gearbox (90°)(UH-1).

3-4.10 Change 3
 TM 1-1500-204-23-5

g. Engine Transmission. The two engine trans- of drive and RPM reduction in torque. Torque from the
missions are identical assemblies. Minor rearrange- engine is transmitted by the engine transmission and
ment of transmission external parts provides inter- engine drive shaft assembly to the engine-combining
changeability between right- and left-hand engine transmission. Freewheeling is provided in the output
transmission installations. The transmissions are shaft of the engine transmissions. This permits the drive
mounted directly on the engine being driven by the system to overrun the engine during failure, a sudden
engine output shaft. The transmissions provide angle reduction of RPM, or autorotation. (See Figure 3-3.J).

Figure 3-3.J. Sectional View of Engine Transmission.

Change 3 3-4.11
TM 1-1500-204-23-5

h. Oil System Components. For each engine and oil cooler. Although the oil systems of the engine
transmission there is a complete and separate oil transmission and engine-combining transmission are
system (Figure 3-3.K). The oil system is made up of not interconnected, oil pressure and circulation for both
the transmission sump, transmission lubrication jets, types of transmissions are provided from a six-element
check valve, electrical chip detector, oil temperature oil pump mounted onto and driven by the engine-com-
transmitter (bulb), oil pump, oil pressure transmitter bining transmission.
(transducer), filter and relief valve assembly, oil tank,

Figure 3-3.K. Engine Transmission Oil System.

The engine-combining transmission is a three-sec- sembly for each of the engine transmissions and engine-
tion tank that is mounted onto and above the engine- combining transmission are mounted on the aft side of
combining transmission: one section for the right-hand the oil tank. The oil cooler for the engine transmissions
engine transmission, one section for the left-hand en- is mounted on top of the combining transmission. It re-
gine transmission, and one section for the engine-com- ceives cooling air from the fan assembly mounted on top
bining transmission. The oil filter and relief valve as- of the combining transmission.

3-4.12 Change 3
 TM 1-1500-204-23-5

i. Oil Circulation. Oil is circulated in each trans- enge element of the six-element oil pump in the combin-
mission lubrication system by two separate elements ing transmission (Figure 3-3.L and 3-3.M). Oil is routed
of the six-element lubrication pump in the combining from the oil tank through the filter and bypass valve and
transmission. Oil flows from the oil tank through the through an external line to the oil cooler. The oil is
pressure pump, through the filter and relief valve as- then routed by an external line through a check valve
sembly, through the oil cooler, and through the check to the transmission. In the transmission oil is distributed
valve. Then the oil flows into the transmission where it through internal passages and jets and is sprayed on
is sprayed on the gears and bearings by various jets. Oil bearings and gears. Oil is scavenged from the sump
is scavenged from the sump by the scavenge section of through internal passages by the scavenge element of
the oil pump and returned to the oil tank. the oil pump. The pump then pumps the oil to the tank.
A sight level gage is installed on the forward end of the
j. Engine-Combining Transmission. The com- oil tank.
bining transmission is a central collection and dis-
tribution point for the drive system. The combining k. Forward Rotary-Wing Drive Transmission.
transmission is mounted in the lower forward section of Torque is delivered to the forward rotary-wing drive
the pylon. Torque from the engine transmission is trans- transmission by the forward synchronizing drive shaft
mitted by the combi£ng transmission and the forward from the combining transmission (Figure 3-3.N). The
and aft synchronizing drive shafts to the forward and aft forward rotary-wing transmission then changes the
rotary-wing drive transmission. Speed reduction is also direction of torque from a horizontal plane to a vertical
attained within the combining transmission. The output plane. This reduces the input shaft speed. The forward
shaft drives the lubricated pump. The three-section oil rotary-wing transmission transmits the torque through
tank (one section each for the combining transmission the rotary-wing drive shaft (mast) to the rotor bead.
and each engine transmission) forms the uppermost
portion of the combining transmission. (1) Oil System Component. The oil system
serving the forward rotary-wing drive transmission is a
(1) Oil System Components. The combining complete, separate system. It is a wet-sump system,
transmission oil system is a complete and separate oil which includes the oil temperature transmitter (bulb),
system. The system includes the oil sump, oil tempera- screens, oil pressure pump, oil pressure transmitter
ture transmitter (bulb), oil pump, oil pressure transmitter (transducer), relief valve, pressure filter, magnetic chip
(transducer), filter and relief valve, bypass valve, trans- detector, oil cooler, and No.1 flight control pump.
mission lubricating jets, check valve, magnetic chip
detector, oil tank, and oil coolers. (2) Oil Circulation. Oil from the sump flows
through the screen to the inlet of the pressure pump.
NOTE The pump pressurizes the system and pumps oil
through the filter and cooler and then back to the
The reservoir for the oil system is the center transmission. Drilled and cored passages in the trans-
section of the three-section oil tank on the mission distribute the oil to lubricators and oil jets The
combining transmission. The three-section oil lubricators and jets spray the oil into the transmission
cooler and fan assembly is mounted on the top bearings and onto the rotating gears.
section of the transmission.

(2) Oil Circulation. Oil is circulated by two sep-

arate elements: one pressure element and one scav-

Change 3 3-4.13
TM 1-1500-204-23-5

Figure 3-3.L. Combining Transmission - Sectional View.

3-4.14 Change 3
 TM 1-1500-204-23-5

Figure 3-3.M. Combining Transmission Oil System - Schematic Diagram.

Change 3 3-4.15
TM 1-1500-204-23-5

l. Aft Rotary-Wing Drive Transmission. Torque drives the accessory gear section. The accessory gear
is delivered to the aft rotary-wing drive transmission by section consists of gearing for driving the lubrication
the aft synchronizmg drive shaft from the combimng pump, one flightcontrol hydraulic pump, two AC gen-
transmission. The direction of torque changes from erators, and a utility hydraulic pump. A one-way-drive
a horizontal plane to a vertical plane, and the aft ro- clutch is united into one body in the accessory gear
tary-wing transmission reduces input shaft speed (Fig- drive shaft for the accessory gear section. This type
ure 3-3.O). The aft rotary-wing transmission transmits of clutch permits the accessory gears to overrun the
the torque through the rotary-wing drive shaft (mast) transmission gears when the accessory gears are being
to the rotor head. In addition to the reduction gearing, driven by the hydraulic motor. In normal operation the
there are two accessory drive gears. One, driven by the accessory gears are driven by the bevel gear in the
input shaft, drives the transmission oil-cooling fan shaft transmission through the clutch.
and an oil scavenge pump. A second accessory gear

Figure 3-3.N. Sectional View of Forward Transmission.

3-4.16 Change 3
 TM 1-1500-204-23-5

Figure 3-3.O. Sectional View of Aft Transmission.

Change 3 3-4.17
TM 1-1500-204-23-5

(1) Oil System Components. The oil system NOTE

serving the aft rotary-wing drive transmission is a com-
plete, separate system (Figure 3-3.P). It is a wet-sump The sump is the lower circular casting of the
system which includes the temperature transmitter transmission. The fan drive shaft drives an oil
(bulb), magnetic chip detector, screens, drain valve, scavenger pump in the fan drive housing. The
oil level sight gage, oil pressure pump, oil pressure pump returns scavenge oil which collects in the
transmitter (transducer), relief valve, pressure Filter, forward part of the transmission when the air-
and oil cooler. craft is in a nosedown attitude.

3-4.18 Change 3
 TM 1-1500-204-23-5

Figure 3-3.P. Aft Transmission Oil System - Schematic Diagram.

Change 3 3-4.19
TM 1-1500-204-23-5

(2) Oil Circulation. Oil is drawn from the sump, m. Drive Shafts. The purpose of drive shafting is
through the screen to the inlet of the pressure pump. to transmit torque from the engines to the transmissions
The pump pressurizes the system and pumps the oil and rotors. It also transmits torque to the fan assembly.
through the filter and cooler and back to the transmis-
sion. Oil is supplied through external piping to the aft (1) Engine Drive Shaft. There are two engine
rotary-wing drive shaft (mast) thrust bearing. Drilled and drive shaft assemblies each tandem-rotor power train
cored passages in the transmission unit distribute oil system (Figure 3-3.Q). The purpose of the engine drive
to lubricators and jets. The lubricators and jets spray shaft assembly is to transmit torque from each of the en-
oil into the transmission bearings and onto the rotating gine transmissions to the combining transmission. The
gears. A scavenge pump in the fan drive housing is shaft is a hollow, dynamically balanced tube. Each shaft
driven by the fan drive shaft. The pump returns scav- is connected to the combining transmission and engine
enged oil which collects in the forward part of the trans- transmission by an adapter and plate assemblies, one
mission when the aircraft is in a nose-down attitude. on each end of the shaft. The adapter and plate assem-
blies provide flexibility in the shaft assembly.

1. Bolt 2. Adapter and Plate Assembly

3. Special Washer 4. Nut
5. Shaft Assembly 6. Bolt
7. Adapter and Plate Assembly 8. Retainer Nut
9. Cotter Pin

Figure 3-3.Q. Engine Drive shaft Assembly.

3-4.20 Change 3
 TM 1-1500-204-23-5

(2) Forward Synchronizing Drive Shaft. The (3) Synchronizing Drive Shaft. The purpose of
purpose of the forward synchronizing drive shaft is the aft synchronizing drive shaft is to transmit torque
to transmit torque from the engine-combining trans- from the engine-combining transmission to the aft ro-
mission. It also keeps the forward and aft rotors tary-wing drive transmission (Figure 3-3.R). The aft syn-
mechanically connected and in phase with each other. chronizing drive shaft is similar to and supported in the
The shafting assembly consists of a series of shafts, same manner as the forward synchronizing drive shaft
each of which is a hollow, dynamically balanced tube. assembly. The only difference is that the aft synchroniz-
Each shaft is interconnected to the other, to the com- ing shaft assembly contains fewer shaft units and fewer
bining transmission on the aft end, and to the forward supports.
rotary-wing drive transmission on the forward end by an
adapter and plate asscmbly. The shaft is mounted and
supported by bearings and support assemblies which
contain shock mounts.

Figure 3-3.R. AFT Synchronizing Drive Shaft.

Change 3 3-4.21/(3-4.22 blank)

 TM 1-1500-204-23-5

3-5. HELICOPTER FLIGHT CONTROLS. The vari- 3-6. MAIN ROTOR ASSEMBLIES. Rigid, semi-rigid,
ous helicopter controls are explained in the following and fully articulated rotor assemblies are described in
paragraphs. the following paragraphs.

a. Cyclic Pitch Control. The cyclic pitch control a. Semi-Rigid Rotor. In a semi-rigid rotor system,
changes the tilt of the main rotor for control about the lon- the rotor blades are rigidly interconnected to the hub, but
gitudinal axis (roll) and lateral axis (pitch). It acts through the hub is free to tilt and rock with respect to the rotor
a mechanical linkage, as shown in figure 3-4, to increase shaft. In this system, only two-bladed rotors are used.
the pitch of the retreating blade and decrease the pitch The rotor flaps as a unit, that is, as one blade flaps up,
of the advancing blade on each cycle of rotation. the other blade flaps down an equal amount.

b. Collective Pitch Control. The collective pitch b. Fully Articulated Rotor. Fully articulated rotor
control, as shown in figure 3-5, varies the lift of the main systems permit individual movement of the blades from
rotor by increasing or decreasing the pitch of all blades the hub in both a vertical and horizontal plane. The
at the same time. Raising the collective pitch control hinge points and direction of motion around each hinge
increases the pitch of the blades, thereby increasing are shown in figure 3-6.
the lift. Lowering the control decreases the pitch of the
blades, causing a loss of lift. Collective pitch control is (1) Blade flapping. The rotor blades are at-
also used in coordination with cyclic pitch control to reg- tached to the rotor hub by a horizontal hinge which
ulate the airspeed of the helicopter. permits the blades to move in a vertical plane, and flap
up or down, as they rotate, as shown in figure 3-7. In
c. Swashplate. The swashplate assembly trans- forward flight and assuming that the blade-pitch angle
mits movement of the flight controls to the main rotor remains constant, the increased lift on the advancing
blades. Refer to the applicable maintenance manual for blade will cause the blade to flap up, decreasing the an-
unique features of a swashplate on a specific aircraft. gle of attack because the relative wind will change from
a horizontal direction to a more downward direction.
d. Throttle Control. The throttle control is The decreased lift on the retreating blade will cause the
mounted on the collective pitch grip, as shown in figure blade to flap down, increasing the angle of attack
3-5, and is operated by rotating the motorcycle-type
grip. Rotating the grip outboard increases rpm, and
rotating it inboard decreases rpm.

e. Torque Control. Torque control provides for

movement about the vertical axis (yaw). This move-
ment is controlled by the directional-control pedals in
the cockpit.

Figure 3-5. Collective Pitch Control.

Figure 3-4. Cyclic Pitch Control.

Change 3 3-5
TM 1-1500-204-23-5

Figure 3-6. Fully Articulated Rotor Head.

3-6
 TM 1-1500-204-23-5

because the relative wind changes from a horizontal di-

rection to a more upward direction. The combination of b. Nomenclature. Table 3-1 contains terms and
decreased angle of attack on the advancing blade and definitions commonly associated with rotor blades.
increased angle of attack on the retreating blade through
blade flapping action tends to equalize the lift over the c. Blade Construction. The various ways that
two halves of the rotor disk. main rotor blades are constructed are described in the
following paragraphs.
(2) Blade feathering. The blades of a fully ar-
ticulated rotor can be rotated about their spanwise axis (1) Single pocket fairing. A fairing consists of
or feathered. Feathering is accomplished by cyclic stick formed and slotted ribs made of clad aluminum alloy to
movements which are transmitted by mechanical link- which are bonded the upper and lower skins. The skins
age through the swashplate to change the pitch angle are usually made of laminated, plastic-impregnated
of each rotor blade. glass cloth.

(3) Blade leading and lagging. The blade flap- (2) Multiple pockets or fairings. These fair-
ping action creates an unbalanced condition with result- ings, also called basic fairing, contain formed and
ing vibration. To prevent this vibration, a drag hinge, as slotted aluminum alloy ribs. The skins covering the
shown in figure 3-8, is incorporated which permits the fairings are made of laminated scotchply. The fairings
blade to move back and forth in a horizontal plane. This are found between the root end fairing and the tip end
movement is called leading when the blade moves for- fairing.
ward and lagging when moving aft.
(3) Internal structural components. Typical in-
3-7. MAIN ROTOR BLADES. Types, construction, ternal structural components are the spar or spars, ribs,
and classification of rotor blades, along with terms doublers, wedges, and a honeycomb core.
common to them, will be discussed in the following
paragraphs.

a. Types. There are two general types of main ro-

tor blades in use today. These types are metal and fiber-
glass. They are described in the following paragraphs.

(1) Metal. Aluminum is the most frequently used

metal in rotor blades due to its light weight and strength
characteristics. It is found in the honeycomb core, spars,
Figure 3-7. Blade Flapping Action (Vertical Plane).
ribs, and doublers, and is also used as the skin covering.
Titanium is used for spars and abrasion strips on some
rotor blades.

(2) Fiberglass. Main rotor blades that contain

fiberglass may have straight fiberglass or may have a
composite mixture consisting of ingredients such as
fiberglass, titanium, Nomex, glass fiber epoxy resin,
and an elastomeric. Fiberglass is used for skin and
spars.

NOTE Figure 3-8. Blade Leading and Lagging (Horizontal

Plane).
Metal and fiberglass rotor blades should not be
intermixed. See applicable maintenance man-
ual for uses and restrictions.

Change 2 3-7
TM 1-1500-204-23-5

(4) Bonds and bonding. Bonded blades have (2) Revision. This is normally an alpha charac-
components which are lapped or covered by metallic ter that is added when the blade is modified.
or fibrous substances to increase strength and solidity.
Bonded assemblies typically consist of the spar, fairing (3) Serial number. This is the number assigned
assemblies, nose and transition cap, trailing edge, and to each blade so it can be tracked by flying hours, length
trim tabs. of time installed, repairs made, and similar information.

d. Blade Classification Data. The data plate on 3-8. TAIL ROTOR HUBS. The function and types of
a main rotor blade usually contains the manufacturers tail rotor hubs are discussed herein.
name and blocks in which the following information is
contained. a. General. The tail rotor hub and blade assembly
counteracts the torque of the main rotor and also pro-
(1) Part number. This is the number assigned to vides directional control.
the particular type of blade. It is used for ordering new
blades.

Table 3-1. Main Rotor Blade Terms.

Term Definition
Blade planform The contour of a blade as viewed from above.
Blade twist The amount of offset that the chord line at the blade tip has from the chord line
at the blade root.
Blade skin The outer surface of the blade that provides the airfoil shape.
Tip That portion of the rotor blade that is furthermost from the rotor hub.
Root That portion of the rotor blade that attaches the rotor blade to the rotor hub.
Leading edge The frontmost portion of the rotor blade.
Trailing edge The rearmost portion of the rotor blade.
Span and span line The straight line joining the tip and root ends of the rotor blade.
Chord and chord line The straight line joining the leading and trailing edges of the rotor blade.
Spar The main longitudinal member or members of the rotor blade that the ribs or spar
tubes are connected to, normally D-shaped.
Doublers Reinforcing structures which are attached to the spar to give additional strength
to the rotor blade.
Top of blade The uppermost surface of the rotor blade.
Bottom of blade The lowermost surface of the rotor blade.
Rotor blade stations Reference points on the rotor blade which are measured, usually in inches,
from the center of the rotor hub.

3-8
 TM 1-1500-204-23-5

b. Types. Common types of tail rotor hubs are de- (2) Fiberglass. Fiberglass tail rotor blades typi-
scribed in the following paragraphs. cally have graphite composite spars running from tip to
tip. In some uses, the spars are covered with crossply
(1) Delta hinge type. This type of tail rotor hub fiberglass to form the airfoil shape.
assembly has a preconed or split cone arrangement with
a flex-beamed-type or grooved yoke and a delta hinge c. Balance. Balance is critical to tail rotor blades
mounted on a trunnion which is splined to the tail rotor because of their high rotational speed, compared to the
gearbox shaft. Rotor blade pitch change occurs at the main rotor blades. Tail rotor blades can be balanced in
attach points to the spherical bearings. both the span and chord directions.

(2) Flapping action tail rotor. On this type of (1) Spanwise. Spanwise balancing of the tail ro-
tail rotor hub, the blade assemblies telescope over the tor blades involves adding or removing weight at the
hub and are bolted to an interconnecting tension-torsion blade tip. A balancing kit should be used with adapters
strap assembly within the hub. Blade angle is controlled for the specific type blades.
by the pitch control assembly.
(2) Chordwise. Chordwise balancing of the tail
(3) Articulated tail rotor. The articulated tail ro- rotor blades involves adding of removing balance wash-
tor head has two forks. Each fork has a hub with two ers to the pitch arm. A balancing kit with adapters should
blades. The resilient mounts allow each hub and blade be used for the specific blades being balanced.
to move in and out in a seesaw motion. Blade twist is
controlled by a stainless steel strap pack that passes NOTE
through each hub.
Always try to balance the blades by deleting
weights or washers. Keep over-all weight at a
3-9. TAIL ROTOR BLADES. The following para-
minimum.
graphs describe the types and construction of tail rotor
blades. Balancing and trammeling are also discussed. Consult the applicable maintenance manual for
the particular model of helicopter.
a. Types. Tail rotor blades are the same basic
types as main rotor blades. d. Trammeling. Trammeling is the method of us-
ing a trammel bar to adjust or set the adjustable control
(1) Metal. Aluminum is the most common metal rod or tail rotor pitch change link. A trammel bar is a
used in tail rotor blades. It is found in the skin and spars. precision tool with adjustable trammel heads. The shaft
Stainless steel is used in spars and on leading edges. pins on the trammel heads are put in the clevis holes of
the control rods or change links to get the exact dimen-
(2) Fiberglass. Fiberglass tail rotor blades can sion of the part being replaced.
be crossply fiberglass or graphite composite types.
Fiberglass is used for spars and skin. 3-10. BLADE BALANCE. Blade balance is very im-
portant to safe operation of a helicopter. Methods used
b. Construction. Use of metal and fiberglass to balance blades are discussed in the following para-
components in the construction of tail rotor blades is graphs.
contained herein.
a. General. Out of balance blades can cause a
(1) Metal. Metal tail rotor blades typically are all- flutter which affects helicopter operation. Even though
metal bonded assemblies with a stainless steel spar and rotor blades are balanced against a master blade during
honeycomb core or an all-metal shell bonded to a hon- manufacture or overhaul, they occasionally need to be
eycomb core. rebalanced because of wear or damage.

Change 2 3-9
TM 1-1500-204-23-5

b. Mass Balance Weights (Bars). Certain fiber- (a) Remove paint from area to be patched.
glass and composite structure rotor blades contain Protect core if exposed, so as not to contaminate while
weights which are incorporated into or right behind the cleaning.
spar. These blades are balanced during manufacture.
(b) Draw a circle around damaged area large
c. Spanwise Balance Weights. Spanwise bal- enough to encompass damage.
ance is accomplished by changing (preferably reducing)
the weight in one of two areas. Some model helicopters (c) Cut out skin around damaged area. This
have cylindrical tubes behind the spar to use as a may be accomplished by using a hole saw or scribing
container for weights. On other helicopters, one-inch through skin with a sharp instrument.
tape is used to determine how much lead weight should
be added to the hollow shank of the blade attach bolt. (d) Remove skin in cutout area, disturbing
Consult the applicable maintenance manual. core as little as possible.

d. Tracking Weights. Tracking weight adjust- (e) Deburr edges of hole, ensuring skin is
ments are made to compensate for the added weight of free of scratches and nicks.
repairs. The location of the repair is cross-referenced
to a chart in the maintenance manual. The chart will in- (f) Prepare a patch of the same type of metal.
dicate weight removal or shifting necessary to maintain Patch shall be large enough to overlap hole at least 0.75
balance. Tracking weight adjustments are recorded on inch all around perimeter. Deburr edges of patch.
the DA Form 2408-16, Component Historical Record.
Consult the applicable maintenance manual.

e. Trim Tabs. Trim tabs are adjusted by using a

blade bending tool which is calibrated in degrees. The Cleaning materials are flammable and toxic.
blades are raised by bending the tab up and lowered by Avoid skin contact and breathing of solvent
bending the tab down. Consult the applicable mainte- vapors.
nance manual for procedures and bending limits for the
trim tabs.

3-11. ROTOR REMOVAL, CLEANING, AND IN-

SPECTION. Rotor removal, cleaning, and inspection ALIPAHATIC NAPHTHA
procedures are explained in the applicable Maintenance Alipahatic Naphtha is extremely flammable and
Manuals. toxic to eyes, skin, and respiratory tract. Wear
protective gloves and goggles/face shield.
3-12. ROTOR BLADE REPAIR. General procedures Avoid repeated or prolonged contact. Use only
for metal and fiberglass rotor blade repair are described in well ventilated areas (or use approved res-
in the following paragraphs. Refer to the applicable pirator as determined by local safety/industrial
maintenance manual for specific procedures. hygiene personnel). Keep away from open
flames, sparks or other sources of ignition.
a. Metal Blade Repair. General procedures for
metal blade repair are described in the following para- (g) Sand mating surfaces of blade and patch,
graphs. using No. 400 grit paper. All paint and primer shall be re-
moved from bond surface of blade. Wipe both surfaces
(1) Negligible damage. Negligible damage can clean with a rag soaked in alaphatic naphtha, Federal
be defined as a nick, a scratch, a dent, or a gouge, de- Specification TT-N-95. Dry with clean cloth.
pending on the type of helicopter and the construction
of the rotor blade. The location of the damage on the
blade, i.e. top, trailing edge, root area, by the tip, also
has a bearing on being called negligible damage. Con-
sult the applicable maintenance manual for specific def- Area to be bonded shall be clean, dry, and free
initions and corrective actions, if any. of grease, oil, wax, etc. Bonding will not hold
properly on a dirty surface.
(2) Damage repairable by patching. Typical
patching procedures for damaged rotors are explained (h) Apply adhesive to bond areas of patch
in the following steps. Refer to applicable maintenance and blade.
manual for specific procedures.

3-10 Change 4
 TM 1-1500-204-23-5

(i) Apply patch to blade, moving patch slightly

back and forth under pressure, to seat properly and ex- NOTE
pel air pockets in adhesive. Blend out excess adhesive
around edges. Complete repainting of main and tail rotor
blades on UH-60, UH-1, OH-58, AH-1, AH-64,
(j) Patch may be held in place while curing OH-6, and CH-47 aircraft is normally accom-
with rubber bands made from inner tube or other me- plished during blade overhaul only. Main and
chanical means. tail rotor blades are individually balanced (span-
wise and chordwise) to master blades during
(k) Refinish patch and adjacent area. overhaul after painting to insure interchange-
ability between blades of the same configura-
(3) Repairing blade pockets. Holes in blade tion. Painting of blades in the field may cause
pocket skin shall be repaired, as applicable, with subsequent interchangeability problems.
aluminum tape, a bonded aluminum patch, or with ure-
thane foam and aluminum tape. Refer to the applicable a. Main Rotor Painting. Tactical and nontactical
maintenance manual for specific repair procedures. aircraft rotor blade painting is described in TM 55-1500-
345-23.
(4) Tip cap damage. Inspect the tip cap for
nicks, cracks, and corrosion. Check the balance b. Spot Painting. Spot painting procedures are
weights for security of attachment. Refer to the applica- described in TM 55-1500-345-23.
ble maintenance manual for specific repair procedures.
c. Refinishing. Refer to the applicable mainte-
(5) Corrosion removal. Remove corrosion nance manual for refinishing of rotor blades during
from skin using abrasive doth. Refer to the applicable maintenance.
maintenance manual for specific removal procedures.
3-14. ROTOR BLADE ALIGNMENT. Methods used
(6) Trailing edge voids. Any voids not in excess to align rotor blades are described in the following
of the allowable limits as shown by the applicable main- paragraphs.
tenance manual are to be sealed with adhesive. Blades
with voids which exceed allowable limits shall be for- a. Telescopic Method. The telescopic method of
warded to depot for evaluation and repair. blade alignment is done with the rotor hub and blade
assembly removed from the helicopter. The main rotor
b. Fiberglass Blade Repair. For fiberglass re- hub and blade assembly is placed on stands which will
pairs, refer to the applicable maintenance manual. allow a blade to move horizontally if it needs to be ad-
justed. An alignment scope is positioned on the hub and
3-13. ROTOR BLADE PAINTING. Main and tail rotor is used to sight on the alignment screw on the blade tip.
painting is explained in the following paragraphs. After Alignment adjustments are made by adjusting the drag
complete repainting or extensive touch-up, rotor blades brace. Consult the applicable maintenance manual for
shall be rebalanced in an intermediate or overhaul main- detailed instructions.
tenance facility. Refer to TM 55-1500-345-23 for de-
tailed painting practices and procedures. b. String Method. This method has been used for
about 25 years and is considered good and accurate. A
string is stretched between the alignment screws at the
blade tips. The string should cross the rotor hub at the
center of rotation. Consult the applicable maintenance
Painting of main rotor and tail rotor blades may manual for detailed guidance.
create out-of-balance and unacceptable vibra-
tion conditions. Strict adherence to instructions 3-15. TROUBLESHOOTING PROCEDURES (RO-
is required to reduce the probability of creat- TOR SYSTEMS). Reference applicable maintenance
ing these out-of-balance conditions. Care must manual.
be exercised to apply proportionate amounts of
paint to each blade to maintain proper balance. 3-16. HELICOPTER VIBRATIONS. The following
paragraphs describe the various types of vibrations.
Table 3-2 shows the general frequencies into which
frequencies are divided.

Change 2 3-11
TM 1-1500-204-23-5

a. Extreme Low Frequency Vibration. Extreme b. Electronic Blade Tracker. The most common
low frequency vibration is pretty well limited to pylon electronic blade tracker consists of a Balancer/Phazor,
rock. Pylon rocking two to three cycles per second is Strobex Tracker, and VIBREX Tester (see figure 3-10).
inherent with the rotor, mast, and transmission system. The Strobex blade tracker permits blade tracking from
To keep the vibration from reaching noticeable levels, inside or outside the helicopter while on the ground or
transmission mount dampening is incorporated to ab- inside the helicopter in flight. The system uses a highly
sorb the rocking. concentrated light beam flashing in sequence with the
rotation of the main rotor blades so that a fixed target at
b. Low Frequency Vibration. Low frequency vi- the blade tips will appear to be stopped. Each blade is
brations, 1/rev and 2/rev, are caused by the rotor itself. identified by an elongated retro-reflective number taped
1/rev vibrations are of two basic types, vertical or lateral. or attached to the underside of the blade in a uniform
A 1/rev is caused simply by one blade developing more location. When viewed at an angle from inside the he-
lift at a given point than the other blade develops at the licopter, the taped numbers will appear normal. Track-
same point. ing can be accomplished with tracking tip cap reflectors
and a strobe light. The tip caps are temporarily attached
c. Medium Frequency Vibration. Medium fre- to the tip of each blade. The high-intensity strobe light
quency vibrations at frequencies of 4/rev and 6/rev are flashes in-time with the rotating blades. The strobe light
another inherent vibration associated with most rotors. operates from the aircraft electrical power supply. By
An increase in the level of these vibrations is caused observing the reflected tip cap image, it is possible to
by a change in the capability of the fuselage to absorb view the track of the rotating blades. Tracking is accom-
vibration, or a loose airframe component, such as the plished in a sequence of four seperate steps: ground
skids, vibrating at that frequency. tracking, hover verification, forward flight tracking, and
autorotation rpm adjustment (see figure 3-11).
d. High Frequency Vibration. High frequency vi-
brations can be caused by anything in the ship that ro- c. Tail Rotor Tracking. The marking and elec-
tates or vibrates at extremely high speeds. The most tronic methods of tail rotor tracking are explained in the
common and obvious causes; loose elevator linkage at following paragraphs.
swashplate horn, loose elevator, or tail rotor balance and
track. (1) Marking Method. Procedures for tail rotor
tracking using the marking method, as shown in figure
3-17. ROTOR BLADE TRACKING. Blade tracking is 3-12, are as follows:
the process of determining the positions of the tips of the
rotor blade relative to each other while the rotor head is NOTE
turning, and of determining the corrections necessary
to hold these positions within certain tolerances. The •After replacement or installation of tail rotor
blades should all track one another as closely as possi- hub, blades, or pitch change system, check tail
ble. The purpose of blade tracking is to bring the tips of rotor rigging and track tail rotor blades. Tail ro-
all blades into the same tip path throughout their entire tor tip clearance shall be set before tracking and
cycle of rotation. Various methods of blade tracking are checked again after tracking.
explained in the following paragraphs.
•The strobe-type tracking device may be used if
available. Instructions for use are provided with
a. Flag and Pole. The flag and pole method, as
the device.
shown in figure 3-9, shows the relative positions of the
rotor blades. The blade tips are marked with chalk or
grease pencil. Each blade tip should be marked with a (a) Attach a piece of soft rubber hose six
different color so that it will be easy to determine the rela- inches long on the end of a ½ x ½ inch pine stick or
tionship of the other tips of the rotor blades to each other. other flexible device. Cover rubber hose with prussian
This method can be used on all types of helicopters that blue or similar type of coloring thinned with oil.
do not have jet propulsion at the blade tips. Refer to the
applicable maintenance manual for specific procedures.

3-12
 TM 1-1500-204-23-5

NOTE

Ground runup shall be performed by authorized

personnel only.

(b) Start engine in accordance with applica-

ble maintenance manual. Run engine with pedals in
neutral position. Reset marking device on underside of
tailboom assembly. Slowly move marking device into
disk of tail rotor approximately one inch from tip.

(c) When near blade is marked, stop engine

and allow rotor to stop. Repeat this procedure until
tracking mark crosses over to the other blade, then ex-
tend pitch control link of unmarked blade one half turn.

(2) Electronic method. The aviation vibration

analyzer kit P/N 29313107 with version 7.01 consisting
of the universal tracking devise, control and display unit,
and data acquisition unit to include accelerometers,
tachometer and tracker. For proper use of the AVA refer
to the LOGSA website www.logsaarmy.mil.

Figure 3-9. Rotor Blade Tracking.

Table 3-2. Helicopter Vibration Types.

Frequency level Vibration

Extreme low frequency Less than 1/rev PYLON ROCK
Low frequency 1/rev or 2/rev type vibration
Medium frequency Generally 4, 5, or 6/rev
High frequency Tail rotor speed or faster

Change 4 3-13
TM 1-1500-204-23-5

Figure 3-10. Electronic Blade Tracking Equipment.

3-14
 TM 1-1500-204-23-5

3-18. ROTOR BLADE PRESERVATION AND STOR- exposed bare metal (i.e., grip and drag pads)
AGE. Accomplish the following requirements for rotor with a light coating of corrosion preventive.
blade preservation and storage:
• Place barrier material (MIL-B-121, Grade A)
• Condemn, demilitarize, and dispose of locally shiny side next to blade at all locations where
any blade which has incurred nonrepairable the blade will contact the hogs-hair container
damage. supports.

• Tape all holes in the blade such as bullet dam- • Secure blade to shock-mounted support and
age, tree damage, or foreign object damage to secure container lid.
protect the interior of the blade from moisture
and corrosion. • Place properly completed DA Form 2410, Ma-
terial condition tag DA Form 1577-2, and any
• Thoroughly remove foreign matter from the en- other blade records in a waterproof bag and in-
tire exterior surface of blade with mild soap and sert into container record tube.
water.
• Obliterate old markings from the container
• Protect blade outboard eroded surfaces with a which pertained to the original shipment or to
light coating of corrosion preventive or primer the original item which it contained. Stencil
coating. blade NSN and serial number on container.

• Protect blade main bolt hole bushing, drag

brace retention bolt hole bushing, and any

Figure 3-11. Reflector Blade Tracking.

3-15
TM 1-1500-204-23-5

Figure 3-12. Tail Rotor Tracking.

3-16
 TM 1-1500-204-23-5

CHAPTER 4
POWERTRAIN MAINTENANCE PRACTICES AND PROCEDURES

4-1. GENERAL. The powertrain maintenance prac- (1) Oil pans or drip pans shall be used where
tices and procedures discussed in this chapter are leaking oil, grease, and similar materials may cause
representative of those in widespread use. No attempt hazardous accumulations on equipment or floors. All
has been made to include detailed maintenance proce- spills shall be cleaned up immediately. Approved
dures for a specific powertrain. Refer to the applicable sweeping compound may be used to remove these
maintenance manual for specific maintenance proce- materials from the floor.
dures.

4-2. GENERAL SHOP RULES. The practices and

procedures described in this chapter pertain to the Floors shall not be cleaned with volatile or
repair functions of aviation activities and are applicable flammable liquids. A flammable film may re-
to all levels of maintenance. Because of the many types main and cause a fire hazard.
of Army aircraft, each shop within the manufacturing
and repair section must, of necessity, have personnel (2) Floors shall be maintained smooth and
trained in general practices and procedures to the ex- clean, free of all obstructions and slippery substances.
tent that different type and model aircraft do not upset a Holes and irregularities in floors shall be repaired to
smooth running shop. maintain a level surface free from tripping hazards.

a. Responsibility. All supervisory personnel in (3) All unnecessary materials on walls shall be
the manufacturing section are responsible for a contin- removed and projections shall be kept to a minimum.
uing and effective shop safety program. To implement
and maintain this program, shop supervisors shall (4) Aisles shall be clearly defined and kept free
utilize bulletin boards, signs, and any other effective of hazardous obstructions. Where possible, aisles shall
method. Shop personnel shall cooperate in the shop be suitably marked by painting.
safety program by making helpful recommendations,
and continually exercising care and caution in the op- (5) All machines, work benches, aisles, etc.,
eration of all shop equipment. All shop personnel shall shall be adequately illuminated.
strive to improve the safety program and be especially
alert to observe and correct hazardous conditions and c. Shop Safety. Unsafe equipment and fire haz-
unsafe shop practices. All accidents, no matter how ards are the main factors to be observed while planning
minor, shall be reported to the shop supervisor, and all safety procedures.
published instructions regarding safety shall be strictly
adhered to. Also, safety engineers and safety officers (1) Equipment safety. Unsafe equipment shall
shall ensure that proper safety procedures are adhered be reported immediately. The following equipment
to in accordance with AR 385-10, The Army Safety safety practices shall be observed:
Program; AR 385-30, Safety Color Code Markings and
Signs; AR 385-32, Protective Clothing and Equipment; (a) Machines shall be located to provide op-
The Occupational Safety and Health Act of 1971, OSHA erators with sufficient space to handle materials and per-
1910.251; all applicable fire codes, NFPA 410; and form job operations without interference.
other accepted civilian and military safety practices.
(b) Bolt down all machinery that can move or
b. Shop Housekeeping. Housekeeping is the walk due to vibration (drill press, bench grinder, etc.).
yardstick by which the shops in the manufacturing
section are judged. A clean, well-arranged shop is a
safe shop and reflects credit on all personnel concerned
with its operation. The following shop practices shall be
observed:

4-1
TM 1-1500-204-23-5

(c) Substantial low resistance conductors (d) Use correct fire extinguisher for class of
shall be used to ground all stationary and portable fire as follows:
machines, equipment, or other devices in which static
charges may be generated, or which, require electrical • Class A fire (wood, paper, trash,
circuits of a hazardous nature. etc.). Use water or soda-acid fire
extinguisher.
(d) Shop machinery shall be operated only
by qualified personnel observing safe practices. • Class B fire (oil, paint, fuel, grease,
etc.). Use bromotrifluoromethane or
(e) Safety devices, such as guards, inter- carbon dioxide fire extinguisher.
locks, automatic releases, and stops, shall always be
kept in operating condition. • Class C fire (electrical equipment).
Use bromotrifluoromethane or car-
bon dioxide fire extinguisher.
(f) Ensure that all unauthorized personnel
are clear of area before opening valves or energizing • Class D fire (combustible metals)
electrical circuits for starting machinery. magnesium, titanium, zirconium,
sodium, lithium, and potassium. Use
(g) Suitable mechanical guards, such as en- dry powder type fire extinguisher.
closures or barricades, shall be permanently installed on
all machinery not already equipped with such to elimi- (e) Oily waste, rags, and similar combustible
nate danger of injury from moving parts. materials shall be discarded in self-closing metal con-
tainers which shall be emptied daily.
(h) Machinery shall not be adjusted, re-
paired, oiled, or cleaned while machine is in operation (f) Flammable materials shall not be stored in
or power is on. the shop.
(i) Personnel operating machinery shall (g) Use only approved cleaning solvents.
wear protective clothing as prescribed. A protective
face shield or goggles shall be worn when operating a
d. Shop Tools and Materials. Handling tools and
grinder regardless of whether grinder is equipped with
materials require observance of the following common
attached shields.
safety practices:
(j) Jewelry shall not be worn while performing
(1) Do not leave tools or objects in elevated po-
any maintenance.
sitions from which they can fall or be knocked off.
(2) Fire safety. A constant vigilance shall be
(2) Do not point a compressed airstream toward
maintained to seek out fire hazards. Fire hazards are
any part of the body.
constantly present in the shop where sparks, friction,
or careless handling can cause an explosion that may
destroy equipment or buildings, and injure or kill person- (3) All unserviceable tools shall be plainly
nel. Refer to AR 385-10, The Army Safety Program and marked and removed from service.
the Occupational Safety and Health Act of 1971OSHA
1910.251. The following fire safety practices shall be (4) Electrical cables and air hoses to portable
observed: units shall be laid out so there is no danger of tripping.

(a) NO SMOKING signs shall be placed in ar- (5) Electrical tools shall be connected to a low
eas where smoking could create a fire hazard. resistance ground.

(b) Personnel shall be trained in the use, (6) Keep bench tops covered with material hard
knowledge, and location of shop fire fighting equipment. enough to prevent chips and other foreign material from
becoming imbedded. Keep bench tops clean and free
(c) Each shop shall be equipped with fire ex- from chips and filings.
tinguishers suited for type of fire most likely to occur.

4-2 Change 2
 TM 1-1500-204-23-5

(7) Keep vise jaws covered with soft metal jaw 1 Drain and flush gearbox with specified
caps. operating oil.

e. Preservation of Aircraft Undergoing Mainte-

nance. Aircraft undergoing AVUM/AVIM maintenance
in a hangered environment shall not be considered to
be in storage. Tasks applicable to short term storage DEGREASING SOLVENT, MIL-PRF-680
shall be performed as necessary to prevent deteriora- Degreasing solvent, MIL-PRF-680, is com-
tion of the aircraft. Selection of the required tasks is at bustible and toxic to eyes, skin and respiratory
the discretion of the maintenance officer based on local tract. Wear protective gloves and goggles/face
conditions. Aircraft stored in an outside environment shield. Avoid repeated or prolonged con-
awaiting parts shall be preserved for the appropriate tact. Use only in well ventilated areas (or use
storage category as described above. approved respirator as determined by local
4-3. POWERTRAIN. Powertrain systems for single safety/industrial hygiene personnel). Keep
rotor and tandem rotor helicopters are explained in the away from open flames or other sources of
following paragraphs. ignition.
a. Single Rotor Powertrain. The single rotor
powertrain consists of gearboxes, drive-shafts, and 2 Remove, clean, and reinstall filter, finger
clutches. The system carries torque from the engines to screen, and magnetic plug. Clean with degreasing sol-
the main and tail rotors. A typical single rotor powertrain vent, MIL-PRF-680.
system is shown in figure4-1.
NOTE
b. Tandem Rotor Powertrain. The tandem rotor
powertrain delivers torque from the engines to both ro- When removing screen or filter, catch oil which
tors. A typical tandem rotor powertrain is shown in figure comes from around screen and filter in a clean
4-2. white cloth. Dip cloth and its contents into de-
4-4. DRIVE COMPONENTS. The components that greasing solvent, MIL-PRF-680. Examine for-
make up the power drive system are gearboxes, eign material found in cloth, as well as that ad-
clutches, free-wheel units, engine cooling fans, rotor hering to screen, as a means of determinging
brakes, and drive shafting. Power drive components condition of gearbox.
shall be serviced at normal operating oil temperature
with the oil specified in the applicable aircraft mainte- 3 Service gearbox, with grade and specifi-
nance manual. cation of oil specified in applicable aircraft maintenance
a. Gearboxes. The gearbox is coupled to the manual.
engine by the main driveshaft and provides drive angle
change and speed reduction to drive the main rotor 4 Inspect gearbox after 5, 10, and 15
mast, through a train of spiral bevel gears and two-stage hours operation. If amount of particles has increased,
planetary gears. remove gearbox for overhaul. If amount of particles has
(1) Inspection. Refer to the applicable mainte- decreased, gearbox will be continued in service.
nance manual for specific inspection procedures. The (c) Overspeed inspection. When a gear-
following paragraphs contain general instructions for box has been subjected to overspeeding, it shall be
gearbox inspection. inspected in accordance with the applicable aircraft
(a) Oil contamination. When metal parti- inspection requirements manual.
cles are found in oil or gearbox and are readily identi- (d) Sudden speed reduction inspec-
fied as fragments of gearbox parts, such as gears, nuts, tion. When a sudden reduction in speed or sudden
bearings, slingers, thrust washers, snap rings, and lock- stoppage is encountered, gearbox shall be inspected or
wire, the gearbox shall be replaced in accordance with replaced as specified in the inspection requirements of
the applicable aircraft maintenance manual. If the gear- applicable maintenance manual.
box has an external oil cooler, the oil cooler shall be re-
(e) Leaking seals. Inspect gearbox for leak-
placed and the lines flushed.
ing seals. Leaking seals can be replaced in some gear-
(b) Identification of metal particles. When boxes. These seals shall be replaced as outlined in ap-
foreign substances are found and not readily identified, plicable maintenance manual. Damaged or leaking fit-
perform the serviceability check described in the follow- tings will be replaced.
ing procedures:

Change 4 4-3
TM 1-1500-204-23-5

Figure 4-1. Single Rotor Powertrain.

4-4
 TM 1-1500-204-23-5

Figure 4-2. Tandem Rotor Powertrain.

(f) Oil cooler inspection. Inspect gearbox oil (d) Drain corrosion preventive mixture from
cooler in accordance with the applicable aircraft inspec- gearbox.
tion requirements manual. Replace oil cooler assem-
bly after gearbox failure and attach metal tag to cooler
marked: REMOVED AFTER GEARBOX FAILURE, DE- Coat all unprotected surfaces such as shafts
CONTAMINATE AT SPECIFIED DEPOT. with hard-film corrosion preventive compound, MIL-C-
11796, and cover coated area with greaseproof barrier
(g) Accessory inspection. Gearbox acces- material, MIL-B-121.
sories shall be inspected in accordance with the applica-
ble aircraft inspection requirements manual. Damaged (f) Attach warning tag with following notation:
or worn gearbox accessories shall be replaced in accor- GEARBOX PRESERVED. REFILL WITH PROPER
dance with instructions contained in applicable mainte- LUBRICANT, FLUSH, DRAIN, AND REFILL WITH
nance manual. PROPER LUBRICANT BEFORE OPERATING.

(2) Preservation for shipment. Use the follow- (g) Pack gearbox securely in suitable ship-
ing procedures to preserve gearboxes for shipment: ping container.

(a) Drain oil from gearbox. (3) Depreservation. Depreserve gearboxes us-
ing the following procedures:
(b) Plug all openings and fill gearbox with
corrosion preventive, MIL-C-6529, Type II. Do not mix (a) Remove gearbox from shipping con-
corrosion preventives and lubricating oils unless they tainer, and remove greaseproof paper and tape.
are compatible.

(c) Rotate gears to accomplish internal

sloshing required for preservation.

4-5
TM 1-1500-204-23-5

(1) Drive shafts. Replace bent, cracked, bro-

ken, or excessively scored or scratched drive shafts as
outlined in the applicable maintenance manual.
DEGREASING SOLVENT, MIL-PRF-680
Degreasing solvent, MIL-PRF-680, is com- (2) Bearings. Replace bearings as outlined in
bustible and toxic to eyes, skin and respiratory the applicable maintenance manual.
tract. Wear protective gloves and goggles/face
shield. Avoid repeated or prolonged con- (3) Couplings. Replace deteriorated or dam-
tact. Use only in well ventilated areas (or use aged couplings as outlined in the applicable mainte-
approved respirator as determined by local nance manual.
safety/industrial hygiene personnel). Keep
away from open flames or other sources of (4) Overspeed, sudden reduction in speed, or
ignition. sudden stoppage. Replace or inspect parts as spec-
ified in the inspection requirements of the applicable
(b) Remove all external corrosion preventive maintenance manual.
compound from gearbox with degreasing solvent, MIL-
PRF-680. (5) Lubrication. Lubricate universal joints, slip
joints, and drive shaft bearings according to require-
(c) Flush gear box by filling with proper lubri- ments given in the lubrication chart of applicable main-
cant and draining. After flushing, refill with proper lubri- tenance manual.
cant as specified in applicable maintenance manual.
(6) Alignment. Align all drive shafting as out-
b. Freewheeling Units. The freewheeling cou- lined in the applicable maintenance manual.
pling provides for autorotative capabilities by automat-
ically disconnecting the rotor system from the engine 4-5. CLEANING OF POWERTRAIN COMPO-
when the engine stops or slows below the equivalent NENTS. Powertrain component cleaning is described
of rotor rpm. When the engine is disconnected from in the following paragraphs.
the rotor system through the automatic action of the
freewheeling coupling, the transmission continues to a. Gearboxes. The oil system shall be drained
rotate with the main rotor thereby enabling the tail rotor and flushed with clean oil as specified in the applicable
to continue turning at its normal rate. This permits the maintenance manual.
pilot to maintain directional control during autorotation.
Replace any parts that show evidence of failure or b. Oil Lines. Lines that cannot be cleaned while
excessive wear. Check for proper operation prior to installed shall be removed for cleaning. Flush oil lines
each flight as specified in the inspection requirements with specified operating oil.
of the applicable maintenance manual.
c. Oil Filters. Oil filters shall be removed and
c. Deleted. cleaned with degreasing solvent, MIL-PRF-680.
d. Rotor Brakes. Replace and repair rotor brakes
in accordance with the applicable maintenance manual.

e. Drive Shafting. Maintenance for drive shaft

components is explained in the following paragraphs.

4-6 Change 4
 TM 1-1500-204-23-5

DEGREASING SOLVENT, MIL-PRF-680 Do not use a hard edged or pointed tool to

Degreasing solvent, MIL-PRF-680, is com- scrape or pick at screen. Compressed air shall
bustible and toxic to eyes, skin and respiratory not be used for cleaning purposes except if re-
tract. Wear protective gloves and goggles/face duced to less than 30 psi and then only with
shield. Avoid repeated or prolonged con- effective chip-guarding and personal protective
tact. Use only in well ventilated areas (or use equipment.
approved respirator as determined by local
safety/industrial hygiene personnel). Keep e. Valves. Replace oil cooler regulator valves
away from open flames or other sources of when system is contaminated with metal particles. All
ignition. other oil system valves will be removed, cleaned with
degreasing solvent, MIL-PRF-680, and reinstalled.

f. Oil Pumps. Clean oil pumps with specified op-

erating oil.
CLEANING SOLVENT, HFE-71DE
HFE-71DE is toxic to eyes, skin, and respiratory g. Oil Coolers. Flush oil coolers with specified op-
tract, and decomposes into other hazardous erating oil.
products when exposed to extreme heat. Wear
chemical protective gloves and goggles/face h. Clutches. Wipe with a clean cloth.
shield. Avoid repeated or prolonged contact.
Use only in well ventilated areas. If ventilation i. Freewheeling Units. Clean with degreasing sol-
is not adequate, use approved respirator as vent, MIL-PRF-680, and apply a light coat of specified
determined by local safety/industrial hygiene operating oil.
personnel. Keep away from open flames, weld-
ing, or other sources of extreme heat. j. Engine Cooling Fans. Clean fans with a cloth
dampened in degreasing solvent, MIL-PRF-680.
d. Oil Screens. Oil screens will be immersed in
degreasing solvent, MIL-PRF-680, Type II, and washed k. Rotor Brakes. Wipe with a clean cloth.
with a softbristled brush. Blow out residual dirt and fluid
with light air blast directed into inside of screen. When l. Drive Shafting. Wipe with a clean cloth damp-
heavy carbon deposits adhere to screen, immerse ened in degreasing solvent, MIL-PRF-680.
screen in stabilized degreasing fluid, HFE-71DE, at
room temperature. Dry with light air blast.

Change 4 4-7/(4-8 blank)

 TM 1-1500-204-23-5
APPENDIX A
REFERENCES

AR 385-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Army Safety Program

AR 385-30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety Color Code Markings and Signs
AR 385-32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protective Clothing and Equipment
TM 1-1500-204-23-6 . . . . . . . . . . . . . . . . . . . Aviation Unit Maintenance (AVUM) and Aviation Intermediate Mainte-
nance (AVIM) Manual for General Aircraft Maintenance (Hardware and
Consumable Materials) Volume 6
TM 55-1500-345-23 . . . . . . . . . . . . . . . . . . . . Painting and Marking of Army Aircraft
TM 55-4920-402-13&P . . . . . . . . . . . . . . . . . Operator’s Aviation Unit and Intermediate Maintenance Manual (Includ-
ing Repair Parts and Special Tools Lists) for Vibrex Balancing Kit, Part
No. B4591 (NSN 4920-01-040-7816)
NFPA 410 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard on Aircraft Maintenance
OSHA 1910.251 . . . . . . . . . . . . . . . . . . . . . . . The Occupational Safety and Health Act of 1971
MIL-A-8625 . . . . . . . . . . . . . . . . . . . . . . . . . . . Anodic Coatings for Aluminum and Aluminum Alloys
DA Form 2410 . . . . . . . . . . . . . . . . . . . . . . . . Component Removal and Repair/Overhaul Record
DA Form 2408-16 . . . . . . . . . . . . . . . . . . . . . Aircraft Component Historical Record
DA Form 1577-2 . . . . . . . . . . . . . . . . . . . . . . . Unservicable (Reparable) Tag Materiel

Change 2 A-1/(A-2 blank)

 TM 1-1500-204-23-5
GLOSSARY
BRAKE HORSEPOWER The actual horsepower delivered by an engine to a propeller or other driven device.

COLD-WORKING A mechanical working of metal performed at temperatures below the critical range.

FEATHERING Rotating the blades of a propeller to an edge-to-the-wind position for the purpose
of stopping the rotating of the propeller and reducing drag.

PITCH Motion around the lateral axis.

ROLL Motion around the longitudinal axis.

THRUST HORSEPOWER The actual amount of horsepower that is transformed into thrust.

TORQUE A force or combination of forces that tend to produce a rotating or turning motion.

YAW Motion around the vertical axis.

Glossary-1/(Glossary-2 blank)
 TM 1-1500-204-23-5
INDEX

Paragraph
Figure, Table
Subject Number

Aerodynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 b

Alignment, Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Angle of Bend, Measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15b
Anti-Icing System, Typical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-12

Balance (of Tail Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9c

Balance Check Three-Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
Balance Check, Two-Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7
Balance, Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Balancing, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Bends and Twists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10c
Blade Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10a
Mass Balance Weights (Bars) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10b
Spanwise Balance Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10c
Tracking Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10d
Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10e
Blade Classification Data (Main Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 -7d
Blade Construction (Main Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7c
Blade Designation, Propeller Model and . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Blade Flapping Action (Vertical Plane) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-7
Blade Leading and Lagging (Horizontal Plane) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-8
Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11d
Blade Tracking, Electronic, Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-10
Blade Tracking, Reflector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-11
Blade, Rotor, Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Blade, Rotor, Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17, F3-9
Cleaning, Powertrain Components of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Collective Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5b, F3-5
Components, Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Configurations, Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Construction (of Tail Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9b
Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Control System, Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Cyclic Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5a, F3-4

Change 2 Index-1
TM 1-1500-204-23-5
D

Damaged Square Tip Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-5

Damaged Tip Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
Defects, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 T2-2
Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15c
Drive Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Drive Shafting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4e
Freewheeling Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4b
Gearboxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4a
Rotor Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4d
Drive Shafting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4e, 4-5I
Dynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11c

Efficiency, Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

Efficiency, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Electrical Deicing System, Typical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13
Electronic Blade Tracker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17b
Electronic Blade Tracking Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-10
Engine Cooling Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5j
Engine Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Mechanical Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6a
Thermal Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6b
Volumetric Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6c
Extremely Low Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16a

Fiberglass Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12b

Flight Controls, Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Flag and Pole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17a
Flapping Action, Blade (Vertical Plane) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-7
Freewheeling Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5i
Fully Articulated Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6b
Fully Articulated Rotor Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-6

Index-2 Change 2
 TM 1-1500-204-23-5
G

Gearboxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4a, 4-5a

General (Blade Balance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10a
General (Tail Rotor Hubs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8a
General Shop Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2,3-2, 4-2
Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2a, 3-2a, 4-2a
Shop Housekeeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2b, 3-2b, 4-2b
Shop Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2c, 3-2c , 4-2c
Shop Tools and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2d, 3-2d, 4-2d
General, Powertrain Maintenance Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
General, Propeller Maintenance Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General, Rotor Maintenance Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Governed Propellers, Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Governor, Woodward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10
Governors, Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

Hartzell Constant-Speed Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-2, 2-4a

Hartzell Pitch Change Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
Helicopter Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Single Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4a
Tandem Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4b
Helicopter Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Helicopter Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Collective Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5b
Cyclic Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5a
Swashplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5c
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5d
Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5e
Helicopter Vibration Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T3-2
Helicopter Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Extreme Low Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16a
High Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16d
Low Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16b
Medium Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16c

Icing, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

Icing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15a

Change 2 Index-3
TM 1-1500-204-23-5
I - Continued

Installation (of Governors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14b

Installation, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Integrated Oil Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13f

Low Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Main Rotor Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Fully Articulated Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6b
Semi-Rigid Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6b
Main Rotor Blade Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T3-1
Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Blade Classification Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7d
Blade Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7c
Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7b
Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7a
Main Rotor Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13a
Mass Balance Weights (Bars) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10b
Materials, Consumable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Measuring Angle of Bend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Mechanical Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6a
Medium Frequency Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16c
Metal Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12a
Minor Defects (in Propellers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10a
Model Designation (Propeller Governors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13b
Model Number, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T2-1

Nomenclature (for Main Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7b

Oil Control Plugging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14a

Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5g

Index-4 Change 2
 TM 1-1500-204-23-5
O - Continued

Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5c

Oil Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5b
Oil Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5f
Oil Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5d
Operation Checks (of Governors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14d

Painting, Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13

Pitch Change Mechanism, Hartzell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
Pitch Control, Collective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-5
Pitch Control, Cyclic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Single Rotor Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3a
Tandem Rotor Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3b
Powertrain Maintenance Practices and Procedures (General) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Powertrain, Single Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3a, F4-1
Powertrain, Tandem Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3b, F4-2
Preservation and Storage, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Preservation and Storage, Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Principles of Operation and Design Features of Rotor Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Procedures, Troubleshooting (Propeller System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Procedures, Troubleshooting (Rotor Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Propeller Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Aerodynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 b
Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11d
Dynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11c
Static Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 a
Propeller Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16b
Propeller Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9b
Propeller Defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7, T2-2
Propeller Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Propeller Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Integrated Oil Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13f
Model Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13b
Principles of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13a
Single Capacity Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13c

Change 2 Index-5
TM 1-1500-204-23-5
Turbo Prop Overspeed Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13e
Turbo Prop Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13f
Propeller Hub and Dome Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16a
Propeller Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Anti-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15b
Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15c
Icing Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15a
Propeller Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9c
Propeller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Propeller Maintenance Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Propeller Model and Blade Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Propeller Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T2-1
Propeller Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Propeller Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a
Propeller Removal, Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Propeller Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9b
Propeller Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9c
Propeller Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a
Propeller Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Bends and Twists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10c
Minor Defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10a
Tip Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10b
Propeller RPM Adjusting Screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11
Propeller Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Propeller Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Purpose (of Manual) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Refinishing (Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13c

Reflector Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-11
Repair of Surface Defects (Propeller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3
Repair, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Responsibility (for General Shop Rules) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2a, 3-2a, 4-2a
Rigging (of Governors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14c
Rigging Governed Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14b
Oil Control Plugging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14a
Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14d
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14c

Index-6 Change 2
 TM 1-1500-204-23-5
R - Continued

Rigid Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6a

Rotor Assemblies, Main . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Rotor Blade Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
String Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14b
Telescopic Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14a
Rotor Blade Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Main Rotor Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13a
Refinishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13c
Spot Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13b
Rotor Blade Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Rotor Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Fiberglass Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12b
Metal Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12a
Rotor Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17, F3-9
Electronic Blade Tracker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17b
Flag and Pole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17a
Tail Rotor Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17c
Rotor Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4d, 4-5k
Rotor Maintenance Practices and Procedures, General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Rotor Removal, Cleaning, and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Rotor Systems, Principles of Operation and Design Features of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Rotor, Fully Articulated, Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-6
Rotor, Main, Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Rotor, Single, Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2
Rotor, Tail, Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Rotor, Tail, Hubs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Rotor, Tandem, Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
RPM Adjusting Screw Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11

Scope (of Manual) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

Semi-Rigid Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6b
Shop Housekeeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2b, 3-2b, 4-2b
Shop Rules, General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2, 3-2, 4-2

Change 2 Index-7
TM 1-1500-204-23-5
S - Continued

Shop Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2c, 3-2c, 4-2c

Shop Tools and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2d, 3-2d, 4-2d
Single Capacity Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13c
Single Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4a
Single Rotor Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2
Spanwise Balance Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10c
Spot Painting (Rotors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13b
Square Tip, Damaged, Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-5
Static Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 a
String Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14b
Surface Defects (Propeller), Repair of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3
Swashplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5c

Tail Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9b
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9b
Trammeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9d
Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9a
Tail Rotor Hubs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8a
Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8b
Tail Rotor Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17c, F3-12
Tandem Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4b
Tandem Rotor Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Telescopic Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14a
Terms, Main Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T3-1
Theory, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Thermal Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6b
Three-Blade Balance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5d
Tip Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10b
Tip, Damaged, Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5e
Tracking Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10d
Tracking, Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Tracking, Tail Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-12

Index-8 Change 2
 TM 1-1500-204-23-5
T - Continued

Trammeling (of Tail Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9d

Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10e
Troubleshooting Procedures (Propeller System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Troubleshooting Procedures (Rotor Systems) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Turbo Prop Overspeed Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13e
Turbo Prop Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13d
Two-Blade Balance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7
Types (of Main Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7a
Types (of Tail Rotor Blades) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9a
Types (of Tail Rotor Hubs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8b
Typical Anti-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-12
Typical Electrical Deicing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13

Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5e
Vibrations, Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Volumetric Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6c

Woodward Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10

Change 2 Index-9/(Index-10 blank)

By Order of the Secretary of the Army:

GORDON R. SULLIVAN
General, United States Army
Chief of Staff

Official:

MILTON H. HAMILTON
Administrative Assistant to the
Secretary of the Army
06311

Distribution:
To be distributed in accordance with DA Form 12-31-E, block no. 3226, AVUM and AVIM maintenance

U.S. GOVERNMENT PRINTING OFFICE: 1995 - 395-240

 These are the instructions for sending an electronic 2028
The following format must be used if submitting an electronic 2028. The subject line must be
exactly the same and all fields must be included; however only the following fields are
mandatory: 1, 3, 4, 5, 6, 7, 8, 9, 10, 13, 15, 16, 17, and 27.
From: “Whomever” [email protected]
To: [email protected]
Subject: DA Form 2028
1 From: Joe Smith
2 Unit: home
3 Address: 4300 Park
4 City: Hometown
5 St: MO
6 Zip: 77777
7 Date Sent: 19--OCT--93
8 Pub no: 55--2840--229--23
9 Pub Title: TM
10 Publication Date: 04--JUL--85
11 Change Number: 7
12 Submitter Rank: MSG
13 Submitter FName: Joe
14 Submitter MName: T
15 Submitter LName: Smith
16 Submitter Phone: 123--123--1234
17 Problem: 1
18 Page: 2
19 Paragraph: 3
20 Line: 4
21 NSN: 5
22 Reference: 6
23 Figure: 7
24 Table: 8
25 Item: 9
26 Total: 123

27 Text:
This is the text for the problem below line 27.
 Use Part II (reverse) for Repair Parts and DATE
Special Tool Lists (RPSTL) and Supply
RECOMMENDED CHANGES TO PUBLICATIONS AND
BLANK FORMS
Catalogs/ Supply Manuals (SC/SM) 8/30/02
For use of this form, see AR 25--30; the proponent agency is ODISC4.

TO: (Forward to proponent of publication or form)(Include ZIP Code) FROM: (Activity and location)(Include ZIP Code)
Commander, U.S. Army Aviation and Missile Command MSG, Jane Q. Doe
ATTN: AMSAM--MMA--NP 1234 Any Street
Redstone Arsenal, AL 35898 Nowhere Town, AL 34565
PART 1 - ALL PUBLICATIONS (EXCEPT RPSTL AND SC/SM) AND BLANK FORMS
PUBLICATION/FORM NUMBER DATE TITLE Organizational, Direct Support, And
TM 9-1005-433-24 16 Sep 2002 General Support Maintenance Manual for
Machine Gun, .50 Caliber M3P and M3P
Machine Gun Electrical Test Set Used On
Avenger Air Defense Weapon System
ITEM PAGE PARA- LINE FIGURE TABLE
NO. NO. GRAPH NO. * NO. NO. RECOMMENDED CHANGES AND REASON

1 WP0005 2 Test or Corrective Action column should identify a different WP number.

PG 3

L E
P
A M
E X
* Reference to line numbers within the paragraph or subparagraph.
TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/ SIGNATURE
AUTOVON, PLUS EXTENSION

MSG, Jane Q. Doe, SFC 788-1234

DA FORM 2028, FEB 74 REPLACES DA FORM 2028, 1 DEC 68, WHICH WILL BE USED. USAPA V3.01
TO: (Forward direct to addressee listed in publication) FROM: (Activity and location) (Include ZIP Code) DATE
Commander, U.S. Army Aviation and Missile Command MSG, Jane Q. Doe 8/30/02
ATTN: AMSAM-MMA-NP 1234 Any Street
Redstone Arsenal, AL 35898 Nowhere Town, AL 34565

PART II - REPAIR PARTS AND SPECIAL TOOL LISTS AND SUPPLY CATALOGS/SUPPLY MANUALS
PUBLICATION NUMBER DATE TITLE

TOTAL NO.
PAGE COLM LINE NATIONAL STOCK REFERENCE FIGURE ITEM OF MAJOR
ITEMS RECOMMENDED ACTION
NO. NO. NO. NUMBER NO. NO. NO.
SUPPORTED

L E
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M
PART III - REMARKS (Any general remarks or recommendations, or suggestions for improvement of publications and
blank forms. Additional blank sheets may be used if more space is needed.)

A
E X
TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/AUTOVON, SIGNATURE
PLUS EXTENSION
MSG, Jane Q. Doe, SFC 788-1234
USAPA V3.01
 Use PartII(reverse) for Repair Parts and DATE
Special Tool Lists (RPSTL) and Supply
RECOMMENDED CHANGES TO PUBLICATIONS AND Catalogs/ Supply Manuals (SC/SM)
BLANK FORMS
For use of this form, see AR 25--30; the proponent agency is ODISC4.

TO: (Forward to proponent of publication or form)(Include ZIP Code) FROM: (Activity and location)(Include ZIP Code)
Commander, U.S. Army Aviation and Missile Command ATTN:
AMSAM-MMA-NP Redstone Arsenal, AL 35898

PART 1 --ALL PUBLICATIONS (EXCEPT RPSTL AND SC/SM) AND BLANK FORMS
PUBLICATION/FORM NUMBER DATE TITLE

ITEM PAGE PARA- LINE FIGURE TABLE

NO. NO. GRAPH NO. * NO. NO. RECOMMENDED CHANGES AND REASON

* Reference to line numbers within the paragraph or subparagraph.

TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/ SIGNATURE
AUTOVON, PLUS
EXTENSION

DA FORM 2028, FEB 74 REPLACES DA FORM 2028, 1 DEC 68, WHICH WILL BE USED. USAPA V3.01
TO: (Forward direct to addressee listed in publication) FROM: (Activity and location) (Include ZIP Code) DATE
Commander, U.S. Army Aviation and Missile Command
ATTN: AMSAM-MMA-NP Redstone Arsenal, AL
35898

PART II --REPAIR PARTS AND SPECIAL TOOL LISTS AND SUPPLY CATALOGS/SUPPLY MANUALS
PUBLICATION NUMBER DATE TITLE

TOTAL NO.
PAGE COLM LINE NATIONAL STOCK REFERENCE FIGURE ITEM OF MAJOR
ITEMS RECOMMENDED ACTION
NO. NO. NO. NUMBER NO. NO. NO.
SUPPORTED

PART III --REMARKS (Any general remarks or recommendations, or suggestions for improvement of publications and blank forms.
Additional blank sheets may be used if more space is needed.)

TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/AUTOVON, SIGNATURE

PLUS EXTENSION

USAPA V3.01
 The Metric System and Equivalents

Linear Measure Liquid Measure

1 centimeter = 10 millimeters = .39 inch 1 centiliter = 10 milliters = .34 fl. ounce

1 decimeter = 10 centimeters = 3.94 inches 1 deciliter = 10 centiliters = 3.38 fl. Ounces
1 meter = 10 decimeters = 39.37 inches 1 liter = 10 deciliters = 33.81 fl. ounces
1 dekameter = 10 meters = 32.8 feet 1 dekaliter = 10 liters = 2.64 gallons
1 hectometer = 10 dekameters = 328.08 feet 1 hectoliter = 10 dekaliters = 26.42 gallons
1 kilometer = 10 hectometers = 3,280.8 feet 1 kiloliter = 10 hectoliters = 264.18 gallons

Weights Square Measure

1 centigram = 10 milligrams = .15 grain 1 sq. centimeter = 100 sq. millimeters = .155 sq. inch
1 decigram = 10 centigrams = 1.54 grains 1 sq. decimeter = 100 sq. centimeters = 15.5 sq. inches
1 gram = 10 decigram = .035 ounce 1 sq. meter (centare) = 100 sq. decimeters = 10.76 sq. feet
1 decagram = 10 grams = .35 ounce 1 sq. dekameter (are) = 100 sq. meters = 1,076.4 sq. feet
1 hectogram = 10 decagrams = 3.52 ounces 1 sq. hectometer (hectare) = 100 sq. dekameters = 2.47 acres
1 kilogram = 10 hectograms = 2.2 pounds 1 sq. kilometer = 100 sq. hectometers = .386 sq. mile
1 quintal = 100 kilograms = 220.46 pounds
1 metric ton = 10 quintals = 1.1 short tons

Cubic Measure
1 cu. centimeter = 1000 cu. millimeters = .06 cu. Inch
1 cu. decimeter = 1000 cu. centimeters = 61.02 cu. Inches
1 cu. meter = 1000 cu. decimeters = 35.31 cu. feet

Approximate Conversion Factors

To change To Multiply by To change To Multiply by

inches centimeters 2.540 ounce-inches Newton-meters .007062

feet meters .305 centimeters inches .394
yards meters .914 meters feet 3.280
miles kilometers 1.609 meters yards 1.094
square inches square centimeters 6.451 kilometers miles .621
square feet square meters .093 square centimeters square inches .155
square yards square meters .836 square meters square feet 10.764
square miles square kilometers 2.590 square meters square yards 1.196
acres square hectometers .405 square kilometers square miles .386
cubic feet cubic meters .028 square hectometers acres 2.471
cubic yards cubic meters .765 cubic meters cubic feet 35.315
fluid ounces milliliters 29,573 cubic meters cubic yards 1.308
pints liters .473 milliliters fluid ounces .034
quarts liters .946 liters pints 2.113
gallons liters 3.785 liters quarts 1.057
ounces grams 28.349 liters gallons .264
pounds kilograms .454 grams ounces .035
short tons metric tons .907 kilograms pounds 2.205
pound-feet Newton-meters 1.356 metric tons short tons 1.102
pound-inches Newton-meters .11296

Temperature (Exact)

°F Fahrenheit 5/9 (after Celsius °C

temperature subtracting 32) temperature
PIN: 70441-000