HELICOPTER, ATTACK, AH-64D LONGBOW APACHE. TECHNICAL MANUAL (2002)

TM 1-1520-251-10

10. Radar Altitude and Vertical Scale. The radar

14. Waterline. The waterline symbol (fig

2-97)

altitude is presented with a digital readout and analog tape

provides a central status reference of the pitch ladder. It be-

in the center right area of the page. When the radar altitude

comes filled to indicate that the attitude indicator is offset in

HI indicator is presented, the radar altitude digital readout

the pitch axis by selection of the - W - button or by manual

and analog tape are shown YELLOW in color. When the ra-

application of a BIAS.

dar altitude LO indicator is presented, the radar altitude

ATTITUDE INDICATOR AND

digital readout and analog tape are shown RED in color. An

HORIZONTAL LINE PER EGI

audio message is presented when aircraft altitude is equal

to LO set altitude and is less that 10 ft AGL, or is 10% below

the LO set altitude and is between 11 ft and 999 ft AGL, or is

ATTITUDE INDICATOR AND

100 ft below the LO altitude and is between 1000 ft and

HORIZONTAL LINE OFFSET

1428 ft AGL. Radar altitude is displayed as a digital readout

FROM EGI

in 1 ft increments from 0 to 50 ft AGL, and 10 ft increments

LBA0059

from 50 ft AGL to a maximum altitude of 1428 ft AGL. The

radar altitude vertical scale is presented when the aircraft is

Figure 2-97. Waterline Symbol

operating at an altitude between 0 and 200 ft (ascending),

or 10 and 180 ft (descending). The analog scale has tic

15. Turn Rate. The turn rate indicator provides an

marks to the right of the tape in 10 ft increments up to 50 ft,

analog indication of the aircraft current turn rate in degrees

and 50 ft increments from 50 to 200 ft. The radar altitude

per second. The turn rate indicator is displayed on a hori-

digital readout and scale are not presented when the radar

zontal scale in the lower center area of the display just

altitude data is not valid, exceeds 1428 ft, the radar altime-

above the skid/slip ball. It indicates both the direction and

ter is not powered on, or out of range.

rate of turn the aircraft is experiencing. Vertical tic marks

represent the limits for centered (no turn), one-half stan-

11. Rate of Climb. The rate of climb scale and indi-

dard rate turn, and full standard rate turn (box centered un-

cator triangle are located to the left and adjacent to the ra-

der the triangle). Full travel to the left or right represents

dar altitude vertical scale. The scale is presented with a

4.8_ per second. If inertial data is not available, the symbol

filled triangle pointer indicating the current rate of climb. Tic

is not presented.

marks designate rates of climb or descent at 100 fpm incre-

ments to "

500 fpm, and a single tic mark designates the

16. Skid/Slip. The skid/slip ball provides an indi-

1000 fpm location. Both positive altitude (climb) and nega-

cation of the amount of side acceleration and how well a

tive altitude (descent) are displayed on the FLT page; only

turn is coordinated. Reference lines represent the limits for

negative altitude is displayed on the HMD. When the

in-trim or coordinated flight. Full travel to the left or right

triangle is in either 1000 fpm limit position, a WHITE data

represents +0.15G. If inertial acceleration is not available

field indicating the current rate of climb or descent is pres-

(the inertial data is not valid), the skid/slip ball or ground

ented adjacent to the triangle. The data field shall present

speed are not presented.

the rate of climb or descent to the nearest 100 fpm. The rate

17. Navigation Data Status Window. A status

of climb is not presented if the EGI is not providing valid

window is presented in the lower left area of the page, con-

earth referenced velocities vertical speed information.

taining ground speed, destination point, distance and time

to go. The status window is removed whenever all of its in-

12. Altitude Hold. When the flight control system

terior data fields are not presented.

is attempting to hold altitude, a horizontal ‘‘home plate”

18. Time To Go. The time to go indicates how

symbol is placed at the zero rate of climb symbol position

much time it will take to reach the fly-to destination point

as the altitude hold symbol. If this hold mode fails or is dis-

based on the aircraft’s current ground speed. Time to go is

engaged, a flight controls tone is initiated and the symbol

not presented when aircraft ground speed is at or below 15

changes to WHITE in color, flashes for 3 seconds and is

kts, or the estimated time is greater than or equal to 10

then removed.

hours. The seconds digits are only presented when the

time is less than 5 minutes. Time to go is only presented

13. Attitude Indicator. The attitude indicator is

when the destination point or ground speed are presented

presented in the center area of the page. It is dynamic and

and inertial velocities are valid.

provides the pitch and roll attitude of the helicopter. The at-

titude indicator displays 90° pitch nose up and 90° pitch

19. Distance To Go. The distance to go indication

nose down around the lateral axis and 360° around the lon-

is a digital readout which provides distance from present

gitudinal axis. The sky portion of the pitch ladder is CYAN,

position to the fly-to destination point. It is displayed to the

and the horizon line and ground portion of the pitch ladder

0.1 km or nm. The valid range is 0.0 to 999.9 km/nm. The

are BROWN. The attitude indicator is presented if the EGI

distance to go digital readout is only presented when the

attitude data is valid.

destination point or ground speed are presented.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-102

TM 1-1520-251-10

20 Ground Speed. Ground speed is presented

load factor limit, or exceeding 2 Gs. If the current load factor

to the nearest knot. Ground speed is only presented when

is within 1/4 G of the Chapter 5 load factor limit, it is shown

the INU is aligned.

as WHITE in color. If the current load factor exceeds the

Chapter 5 load factor limit, it is shown as RED in color. This

21. Destination Point. The destination point indi-

load factor limit is dynamic, and determined for the current

cates the waypoint (“W##”), hazard (“H##”), control mea-

altitude, velocity, and gross weight conditions. The G sta-

sure (“C##”), target (“T##”), or threat (“T##”) currently se-

tus digital readout is located beneath the airspeed digital

lected as the fly-to destination point. If a destination point is

readout for easy reference in flight. Once the G status is

not available, the symbol is not presented.

presented, it is presented for a minimum of 2 seconds prior

22. Stabilator. The stabilator position is provided

to removal. The G status is not presented if acceleration

data is not available from the EGI.

to the aircrew by the stabilator symbol (fig 2-98 ). This sym-

bol presents an icon depicting the side view of the air foil

24. Airspeed. The true airspeed in knots is pres-

positioned at the current stabilator angle. An adjacent arc

ented in the left middle area of the page. The airspeed be-

scale provides reference from - 10_ to +35_. A zero degree

comes boxed (square corners and is shown RED in color)

tick mark is provided for increased situational awareness

to indicate the airspeed has reached Velocity Not to Ex-

during manual operations and as a quick reference for air-

ceed (VNE). The valid airspeed range is 0 to 210 kts in 1 kt

craft shutdown procedures. See para 2.68.1 for a descrip-

increments. If airspeed data is not available, airspeed is not

tion of the stabilator symbol. This WHITE symbol is pres-

presented.

ented whenever the stabilator is operating in manual mode

for any reason (intentional selection by the crew, or as a re-

25. Attitude Hold. When the flight control system

sult of automatic system failure). If the stabilator is failed

is attempting to hold attitude, a status window is placed

such that manual input is not able to alter the position, a dig-

around the airspeed digital readout to indicate attitude

hold. If this hold mode fails or is disengaged, a flight con-

ital readout providing the TAS limit is presented beneath

the icon, and the symbol set is shown YELLOW in color.

trols tone is initiated and the symbol changes to WHITE in

Additionally, if the flight control system fails such that the

color, flashes for 3 seconds and is then removed.

system does not know the stabilator condition, the icon with

26. TGT. The engine turbine gas temperature

? and TAS limit are presented. The symbol is shown RED in

(TGT) digital readout is presented in the upper left area of

color when TAS exceeds the stabilator TAS limit.

the page format. It is only presented when 2 or 2.5 minutes

remain in a particular TGT limit range. See paragraph

2.48.4 in this chapter.

STABILATOR MANUAL MODE

27. Engine Torque. The engine torque is pres-

ented as a digital readout in the upper left area of the page.

MANUAL MODE FAILED

It indicates the highest engine torque of the two engines.

STABILATOR POSITION KNOWN

When a greater than 12% torque split occurs between en-

gines, the torque flashes to indicate impending single en-

gine operation. The torque is boxed when 98% or higher,

STABILATOR POSITION DATA

indicating an impending continuous torque limit of 100%.

NOT VALID, POSITION UNKNOWN

The torque and box color correspond to the color of the pre-

sentation on the ENG page.

STABILATOR POSITION DATA

NOT VALID, TAS EXCEEDS

28. Navigation FLY-To CUE. If the aircraft is

STABILATOR TAS LIMIT

equipped with MTADS provisions, the nav fly-to cue repre-

sents direction to the active next navigation waypoint and is

LBA2556C

used in conjunction with the flight path vector to aid in navi-

gation. It is a small diamond shaped polygon with a flat bot-

tom and a dot in the center. When properly aligned, the

Figure 2-98. Stabilator Position Symbology

flight path vector will fit within the cue. When shown over

wide FOV video imagery (HMD, TDU or MPD), the symbol

23. G Status. A digital indication of the load factor

is virtual. When presented on the MPD FLT page, it is not

is provided when the aircraft is within 1/4 G of the Chapter 5

virtual.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 4

2-103

TM 1-1520-251-10

29. Flight Path Vector. If the aircraft is equipped

• T1

Radar Altitude HI button

with MTADS provisions, the flight path vector provides an

• T3

Radar Altitude LO button

indication of projected aircraft flight path. It is a small dy-

• T4

UNIT IN/MB (inches/millibars) button

namic circle with tic marks on the outer portion of the circle

at the three, nine, and twelve o’clock positions. It is a virtual

• T5

Barometric ALT button

symbol when shown over wide FOV video imagery to indi-

• T6

Barometric PRES button

cate the outside world reference with regard to actual heli-

• L2

Accelerometer G-RESET button

copter flight path. When presented on the MPD FLT page,

it is not virtual. The vector represents the point towards

• L5

Up BIAS Set button

which the helicopter is flying. The horizontal difference be-

• L6

Down BIAS Set button

tween the head tracker and the flight path vector indicates

the aircraft sideslip direction and magnitude, when both are

• R6

RAD ALT ON/OFF button

not limited. The flight path vector flashes when edge lim-

• B2

UNIT KM/NM button

ited, and is only presented when the INU body velocities

• B6

FLT SET button

are valid, and the 3-dimensional velocity magnitude is u

kts ground speed.

a. HI Button. The HI button displays and allows

editing of the altitude which triggers presentation of the

2.111 MPD FLT PAGE, FLT SET SELECTED

Radar Altitude HI indication. The HI button is presented if

the radar altimeter is on.

Selection of the FLT SET button presents the control but-

b. LO Button. The LO button displays and allows

tons necessary to configure the FLT page units of display,

editing of the altitude which triggers presentation of the

set the barometric altitude/pressure, set the criteria for

Radar Altitude LO indication and presentation of the audio

presentation of the HI and LO radar altitude indications,

message “altitude low”. No LO audio or visual indication is

power the radar altimeter, reset the accelerometer, apply

presented when LO is set to 0. The LO button is present-

a manual bias to the attitude indicator and HMD horizon

ed if the radar altimeter is 0.

line, and monitor symbols not continuously displayed on

c. UNIT IN/MB Button. The UNIT IN/MB button

the FLT Page when FLT SET is not selected.

sets the units of display for the barometric pressure digital

2.111.1 MPD FLT Page With FLT SET Selected But-

readout and the barometric PRES button. Barometric

tons. With the FLT SET button selected, (fig 2-99) the

pressure can be displayed in either inches of mercury

FLT Page provides the following button selections:

(“IN”) or millibars (“MB”).

d. ALT Button. The ALT button displays and al-

lows editing of the current barometric altitude. The baro-

metric altitude button is not presented if the ADS has

failed.

e. PRES Button. The PRES button displays and

allows editing of the current barometric pressure. Baro-

metric pressure data ranges from 28.10 to 30.99 in. of

mercury in 0.01 in. of mercury increments, or 951.5 to

1,049.4 mb in 0.1 mb increments. Changes in barometric

altitude are reflected in both barometric altitude and pres-

sure presentations. The barometric pressure is not pres-

ented if the ADS has failed.

f. G-RESET Button. The G-RESET button is dis-

played above the accelerometer. This function resets the

accelerometer tell-tales to 1 G.

g. Up and Down BIAS set buttons. The up BIAS

set button allows the air crew to add nose-up bias to the

pitch ladder and horizon line. The down BIAS set button

allows the air crew to add nose-down bias to the pitch lad-

der and horizon line. The up and down bias buttons can

apply as much as 10_ pitch offset in either direction. Typi-

LBA0801

cal uses of this control include applying a pitch offset, in

increments of 1_, to the attitude indicator and HMD hori-

Figure

2-99. FLT Page, FLT SET Selected

zon line’s EGI setting prior to takeoff.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-104

Change 4

TM 1-1520-251-10

It can also be used while in flight to add an additional bias

1. Barometric Pressure and Status Win-

to the pitch ladder and horizon line after the attitude indi-

dow. Barometric pressure is presented in the upper right

cator has been aligned to the waterline. The bias applied

area of the page. Total range of barometric pressure is

can be cleared by deselecting the waterline button. When

28.10 to 30.99 in. of mercury in 0.01 in. of mercury incre-

a bias has been applied, a BIAS data field is presented on

ments, or 951.57 to 1,409.44 mB in 0.1 mB increments.

the FLT page below the - W - button (FLT SET not se-

When FLT SET is selected, the barometric pressure and al-

lected), or between the up and down BIAS buttons (FLT

titude are presented surrounded by a status window. Baro-

SET selected). These buttons are not presented when the

metric pressure is not presented unless the ADS finds its

EGI altitude data is not valid.

pressure altitudes to be valid and within valid range.

h. RAD ALT Button. The RAD ALT on/off button

2. G Status. The G status digital readout is pres-

provides the crew the ability to power the radar altimeter.

ented continuously when FLT SET is selected, rather than

The system default is ON for normal operations or ground

only when within 1/4 G of the dynamic limit. The G status is

power interruptions. The system will store the last status

not presented if acceleration data is not available from the

setting and return the radar altimeter to that state in the

EGI. See also para 2.110.2.23.

event of in-flight power interruption.

3. Accelerometer. The accelerometer is dis-

i. UNIT KM/NM button. The UNIT KM/NM button

played in the middle of the display format left of the air-

is presented below the navigation data status window,

speed digital readout. It has six components: indicated ac-

and sets the units for display of distance to go and for the

celeration, positive acceleration tell-tale, negative

TSD between KM and NM.

acceleration tell-tale, positive acceleration limit, negative

j. FLT SET button. Selection of the FLT SET but-

acceleration limit, and scale tic marks. A dynamic solid

ton presents the control buttons necessary to set or enter

triangle is provided to indicate the total G forces that the air-

data on the FLT page

craft is currently experiencing. When the current accelera-

k. FLT page button (on second level FLT page

tion exceeds a limit, the triangle is RED. The displayed

only). Pressing the FLT page button returns the MPD to

range is - 1 G to +4 Gs. As this vertical tape moves in a posi-

the top-level format.

tive or negative direction along the scale, it leaves “tell-tale”

2.111.2 MPD FLT Page With FLT SET Selected Graph-

open triangles at the extreme points of its movement as an

ics. The FLT (Flight Instruments) Page, provides the

indication of recent G forces. When the tell - tale accelera-

symbols shown on the FLT page (fig 2-96), and the follow-

tion exceeded a limit, it is shown as RED. The tell-tale

ing additional graphics (fig 2-100):

triangle positions and colors are reset to 1 G and GREEN

by the accelerometer reset button. The upper and lower G

force limits, shown as RED dots on the scale, are devel-

oped from the flight envelope based on aircraft airspeed

and gross weight. If acceleration data is not available from

the INU, the symbol is not displayed.

2.112 STANDBY FLIGHT INSTRUMENTS (PILOT

STATION ONLY)

The pilot standby flight instruments directly measure and

provide independent backup displays of aircraft flight per-

formance (altitude, airspeed, attitude, and compass head-

ing) in case of primary power or flight reference system

failure. The standby flight instruments receive 28 Vdc

from the emergency dc bus.

LBA0801A

Figure 2-100. FLT Page Symbols

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 4

2-105

TM 1-1520-251-10

2.112.1 Standby Attitude Indicator. The standby atti-

2.112.3 Standby Altimeter. The standby altimeter in-

tude indicator (fig 2-101) displays helicopter attitude. The

dicator (fig 2-103) is graduated in 50 ft increments marked

indicator can display 360° of roll and "

85° of pitch.

at 100 ft intervals (0 - 9 x 100). Just left of center is a 1000

ft drum and a 10,000 ft drum to supplement the scale

pointer. The scale window in the lower right of the instru-

ment face, indicates barometric pressure setting in inches

of mercury. It is adjustable by use of the barometric pres-

sure set knob on the lower left corner of the indicator case.

Maximum allowable error is 70 ft.

LBA0664

Figure 2-101. Standby Attitude Indicator

LBA0078

Figure 2-103. Standby Altimeter

2.112.2 Standby Airspeed Indicator. The standby air-

speed indicator (fig 2-102) presents indicated airspeed (0

2.112.4 Standby Magnetic Compass. The standby

- 250 kts) from the right pitot probe.

magnetic compass (fig 2-104) is attached to the pilot gla-

reshield just left of center. A correction card is mounted

under the compass.

LBA0077

LBA0665

Figure 2-102. Standby Airspeed Indicator

Figure 2-104. Standby Magnetic Compass

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-106

TM 1-1520-251-10

Section XV. SERVICING, PARKING, AND MOORING

2.113 SERVICING

• Emergency fuels - None authorized.

Servicing information and procedures for the various sys-

2.113.3 Use of Fuels. There are special limitation on

tems or components are covered in the following para-

the use of commercial fuels (Table 2-10). For the purpose

graphs. Servicing points for fuel, engine oil, main trans-

of recording, fuel mixtures shall be identified by the major

mission, nose gearbox, and auxiliary power unit oil (fig

component of the mixture.

2-105). Fuel, lubricants, specifications, and fuel capacities

are listed in Table 2-9.

2.113.4

Interchangeable Fuels. Fuels having the

same NATO code number are interchangeable. Jet fuels

2.113.1 External Hydraulic, Pressurized Air and Elec-

(Table 2-10) conforming to specification ASTM D-1655

trical Requirements.

may be used when MIL-T-5624 fuels are not available. In-

terchanging fuel may change engine operating character-

a. External Hydraulic Power Requirements. Ex-

istics under the following circumstance.

ternal hydraulic power requirements are 3000 PSI at a

flow rate of 6 GPM for both the Primary and Utility hydrau-

a. NATO F-40 Fuel. Aircraft using NATO F-40

lic systems.

(JP-4) may be refueled with NATO F-44 (JP-5) or com-

mercial ASTM type A fuels. The engine operating charac-

b. External Pressurized Air Requirements. An

teristics may change because of lower operating tempera-

external air source that provides 40 psig and 30 lb per

tures. Slower acceleration, lower engine speed, harder

minute (300 cfm) air flow is required to pressurize the sys-

starting, and greater range may be experienced.

tem for engine start.

b. NATO F-44 Fuel. Aircraft using NATO F-44

(JP-5) may be refueled with NATO F-40 (JP-4) or com-

CAUTION

mercial ASTM type B fuels. The engine operating charac-

teristics may change because of higher operating temper-

28 Vdc from an external power source is not

atures. Faster acceleration, higher engine speed, easier

required in order to apply 115/200 Vac to the

starting, and less range may be experienced.

helicopter. If 28 Vdc is applied from the ex-

ternal power source, damage to the helicop-

c. NATO F-34 Fuel. NATO F-34 (JP-8) is almost

ter may occur. Prior to applying external

identical to commercial ASTM type A-1 fuels, but with a

electrical power, it must be confirmed that

corrosion inhibitor/lubricity improver and fuel system icing

pins E and F of the external power cable do

inhibitor additives.

not have 28 Vdc and that they are jumpered.

Pins E and F must be jumpered in order to

apply external electrical power to the heli-

2.113.5 Mixing of Fuels. When changing from one

copter.

type of authorized fuel to another, for example: JP-4 to

JP-5 it is not necessary to drain the fuel system before

c. External Electrical Power Requirements. Ex-

adding new fuel.

ternal electrical power requirements are 115/200 Vac, 400

Hz, and 45 KVA.

2.113.6 Oil Types. Oils are classified as primary, com-

mercial equivalent, or emergency as follows:

2.113.2 Fuel Types. Fuels are classified as primary,

commercial equivalent, or emergency, as follows:

• Primary oils are found in Table 2-11.

• Primary fuels are JP-4, JP-5, and JP-8.

• Commercial equivalent oils are found in Table

2-11.

• Commercial equivalent fuels are found in Table

2-10.

• Emergency oils - None authorized.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 1

2-107

TM 1-1520-251-10

Table

2-9. Fuel and Lubricant Specifications and Capacities

Tank or

Capacity

Materials

System

Name

Spec

Grade

Forward Fuel Cell

156 gal usable

Turbine Fuel

MIL-T-5624

JP-4

156 gal total

MIL-T-5624*

JP-5

MIL-T-83133

JP-8

Aft Fuel Cell

219 gal usable

Turbine Fuel

MIL-T-5624

JP-4

220 gal total

MIL-T-5624*

JP-5

MIL-T-83133

JP-8

Auxiliary Fuel Tank

229 gal usable

Turbine Fuel

MIL-T-5624

JP-4

230 gal total

MIL-T-5624*

JP-5

(each tank)

MIL-T-83133

JP-8

Internal Auxiliary Fuel System

129 gal usable

Turbine Fuel

MIL-T-5624

JP-4

130 gal total

MIL-T-5624*

JP-5

MIL-T-83133

JP-8

IAFS Combo - Pak

98 gal usable

Turbine Fuel

MIL-T-5624

JP-4

100 gal total

MIL-T-5624*

JP-5

MIL-T-83133

JP-8

Engine Oil

7 qt

Lubricating Oil

MIL-L-23699*

MIL-L-7808

Main Transmission

45 pt (22.5 qt)

Lubricating Oil

MIL-L-23699*

MIL-L-7808

Engine Nose Gearbox

5 pt (2.5 qt)

Lubricating Oil

MIL-L-23699*

(each gearbox)

MIL-L-7808

Intermediate Gearbox

2 lb, 2 oz

Grease, SYN-Tech

HMS 20-1155

NS 4405 FG

Tail Rotor Gearbox

3 lb, 5 oz

Grease, SYN-Tech

HMS 20-1155

NS 4405 FG

Auxiliary Power Unit (APU)

2 qt

Lubricating Oil

MIL-L-23699*

MIL-L-7808

Primary Hydraulic System

3 qt

Hydraulic Fluid

MIL-H-83282*

MIL-H-5606

Utility Hydraulic System

2.6 gal

Hydraulic Fluid

MIL-H-83282*

MIL-H-5606

Main Landing Gear Shock

3.8 qt

Hydraulic Fluid

MIL-H-5606

Strut

Nitrogen

Tail Landing Gear Shock Strut

Hydraulic Fluid

MIL-H-5606

Nitrogen

Brake System

0.32 gal

Hydraulic Fluid

MIL-H-5606

Engine Air Turbine Starter

0.422 pt

Lubricating Oil

MIL-L-23699*

MIL-L-7808

* Use in ambient temperatures of - 25 ° F ( - 32 °C) and above.

Do not mix lubricating oils MIL-L-23699 and MIL-L-7808.

Do not mix hydraulic fluids MIL-H-83282 and MIL-H-5606.

(2-111 blank)/2-112

Change 2

TM 1-1520-251-10

Table 2-10. Approved Fuels

US Military Fuel

JP-4 (MIL-T-5624)

JP-5 (MIL-T-5624) or JP-8 (MIL-T-83133)

NATO Code No.

F-40 (Wide Cut Type)

F-44 or F-34 (High Flash Type)

COMMERCIAL FUEL

JET A-1

(ASTM-D-1655)

JET B

JET A

NATO F-34

American Oil Co.

American JP-4

American Type A

Atlantic Richfield

Arcojet B

Arcojet A

Arcojet A-1

Richfield Div

Richfield A

Richfield A-1

B.P. Trading

B.P.A.T.G.

B.P.A.T.K.

Caltex Petroleum Corp.

Caltex Jet B

Caltex Jet A-1

Cities Service Co.

CITGO A

Continental Oil Co.

Conoco JP-4

Conoco Jet-50

Conoco Jet-60

Gulf Oil

Gulf Jet B

Gulf Jet A

Gulf Jet A-1

EXXON Co. USA

EXXON Turbo Fuel B

EXXON A

EXXON A-1

Mobil Oil

Mobil Jet B

Mobil Jet A

Mobil Jet A-1

Phillips Petroleum

Philjet JP-4

Philjet A-50

Shell Oil

Aeroshell JP-4

Aeroshell 640

Aeroshell 650

Sinclair

Superjet A

Superjet A-1

Standard Oil Co.

Jet A. Kerosene

Jet A-1 Kerosene

Chevron

Chevron B

Chevron A-50

Chevron A-1

Texaco

Texaco Avjet B

Avjet A

Avjet A-1

Union Oil

Union JP-4

76 Turbine Fuel

Belgium

BA-PF-2B

Canada

3GP-22F

3-6P-20x20

Denmark

JP-4 MIL-T-5624

France

Air 3407A

Germany

VTL-9130-006

UTL-9130-0007/UTL 9130-010

Greece

JP-4 MIL-T-5624

Italy

AA-M-C-1421

AMC-143

Netherlands

JP-4 MIL-T-5624

D ENG RD 2493

Norway

JP-4 MIL-T-5624

Portugal

JP-4 MIL-T-5624

Turkey

JP-4 MIL-T-5624

United Kingdom (Britain)

D. Eng RD 2454

D.Eng RD 2498

NOTE: COMMERCIAL FUEL LIMITATIONS

Anti-icing and Biocidal Additive for Commercial Turbine Engine Fuel. The additive provides anti-icing protection

and functions as a biocide to kill microbial growths in aircraft fuel systems. Icing inhibitor conforming to

MIL-I-27686 shall be added to commercial fuel, not containing an icing inhibitor, during refueling operations, re-

gardless of ambient temperatures. Refueling operations shall be accomplished in accordance with accepted

commercial procedures. This additive (Prist or equivalent.) is not available thru the Army Supply System, but is

to be locally procured when needed.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-113

TM 1-1520-251-10

Table 2-11. Approved Oils

Approved Domestic Commercial Oils for MIL-L-7808

Manufacturer’s Name

Manufacturer’s Designation

American Oil and Supply Co.

PQ Turbine Oil 8365

Humble Oil and Refining Co.

ESSO/ENCO Turbo Oil 2389

Mobile Oil Corp.

RM-184A/RM-201A

Approved Domestic Commercial Oils for MIL-L-23699

Manufacturer’s Name

Manufacturer’s Designation

Americal Oil and Supply Co.

PQ Turbine Lubricant 5247/

6423/6700/7731/8878/9595

Bray Oil Co.

Brayco 899/899-G/899-S

Castrol Oil Co.

Castrol 205

Chevron International Oil Co., Inc.

Jet Engine Oil 5

Crew Chemical Corp.

STO-21919/STO-21919A/STD 6530

W.R. Grace and Co. (Hatco Chemical Div.)

HATCOL 3211/3611

Humble Oil and Refining Co.

Turbo Oil 2380 (WS-6000)/2395

(WS-6495)/2392/2393

Mobile Oil Corp.

RM-139A/RM-147A/Avrex S

Turbo 260/Avrex S Turbo 265

Royal Lubricants Co.

Royco 899 (C-915)/899SC/

Stauffer Jet II

Shell Oil Co., Inc.

Aeroshell Turbine Oil 500

Shell International Petroleum Co., Ltd.

Aeroshell Turbine Oil 550

Standard Oil Co., of California

Chevron Jet Engine Oil 5

Stauffer Chemical Co.

Stauffer 6924/Jet II

Texaco, Inc.

SATO 7377/7730 TL-8090

Approved Foreign Commercial Oils for MIL-L-7808

Data not available at this time.

Approved Foreign Commercial Oils for MIL-L-23699

Data not available at this time.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-114

TM 1-1520-251-10

2.114 FUEL SYSTEM SERVICING

2.114.3 Single-Point Adapter (SPA) Pressure Refuel-

ing.

Each fuel cell is serviced through gravity filler receptacles

or is pressure filled through closed circuit or single point

CAUTION

adapters (fig 2-105 sheet 4 of 4). Table 2-9 lists individual

tank capacities.

Refueling pressure will not exceed 55 lb/

psig. Damage to fuel system may result.

2.114.1 Gravity Refueling.

Using servicing instruction printed on the inside panel of

the refuel panel access door (fig 2-105 sheet 3 of 4), per-

form pressure refueling pre-check. Remove adapter cap,

and using a standard US Army supplied SPA nozzle, fill

WARNING

fuel cells with correct fuel to the required level (Table 2-9).

With the SPA nozzle, fuel flow at 50 psi is at least 100

gpm.

When opening anti-syphoning device on

external tank flapper valve, extreme care

NOTE

should be exercised when releasing air

Auxiliary fuel quantity must be added

pressure to preclude venting of fuel

through AUX GALLONS data entry button

overboard through the filler neck.

on the FUEL page

2.114.4 Refueling of External Auxiliary Tanks. The

CAUTION

external auxiliary tanks are gravity filled through filler re-

ceptacles. Remove the gravity filler caps and service

tanks with correct fuel to the required levels (Table 2-9).

To prevent damage to fuel system, do

not exceed maximum fueling pressure of

2.114.4A Refueling of Internal Auxiliary Fuel System

15 psi.

(IAFS). The IAFS can only be pressure refueled using

the Closed - circuit or Single Point adapter. Basic proce-

dures are the same as for refueling the main cells (para

For gravity refueling, open fuel vent shutoff valve, remove

2.114.2 and 2.114.3). The IAFS can be refueled separate-

filler cap, pull chain (opening anti-syphoning device), and

ly from, or together with, the main fuel cells. Configure the

using correct fuel, service fuel cells to the required levels

switches in the refueling panel to refuel the desired cells

(Table 2-9).

(see refueling panel decal) and refuel using normal proce-

dures.

2.114.2 Closed-Circuit Pressure Refueling.

2.114.5 Fuel Sump Drains. Two fuel sump drains, one

for each internal fuel tank, are located on the underside of

the fuselage. These drains are used to drain fuel or water

CAUTION

and to check for fuel contamination. To actuate, press the

plunger. Hold until sufficient fuel has drained.

Refueling pressure will not exceed 55 lb/

2.114.5A IAFS Sump Drains. The IAFS is equipped

psig. Damage to fuel system may result.

with a sump drain used for draining fuel or water or to test

for contamination. This is accessed by opening the IAFS

sump access door located at the bottom of the ammo bay

Using service instructions printed on the inside panel of

cover. To activate, press the plunger until sufficient fuel

the refuel panel access door (fig 2-105 sheet 3 of 4), per-

has drained.

form pressure refueling pre-check. Remove adapter cap,

and using a standard US Army nozzle, service fuel cells

2.114.5B Fuel Quantity Indicating Tape. The fuel

with the correct fuel to the required level (Table 2-9). Using

quantity indicating tape, located on aft center of the modi-

the standard US Army nozzle, fuel flow at 15 psi is 56 gal

fied ammunition bay door, is a mechanical indicator of the

per minute (gpm).

fuel quantity in the internal auxiliary fuel cell.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 1

2-115

TM 1-1520-251-10

2.114.6 Rapid Refueling. The helicopter can be refueled

4. A/S switch - SAFE

for rapid turnaround using one of the following procedures:

5. APU - Start

• Warm refueling with both engines shut down, rotor

6. Engine PWR levers - IDLE for 2 minutes, then

stopped, and APU running.

OFF.

• Hot refueling with engine 2 shutdown and rotors

7. IDM auto transmit - Disable

turning.

a. SET page IDM INHBT - Select, IDM IN-

• Hot refueling using the D1 nozzle with both

HIBIT advisory boxed

engines operating and rotors turning.

BLK 1

perform b,c, and d

The following additional procedures shall be observed for

rapid refueling:

b. AUTO REPLY - Off

c. AUTO ACK - Off

CAUTION

d. TACFIRE Net - Not tuned.

• Pilot and CPG shall perform their arma-

NOTE

ment safety checks prior to entering the

When selected, the IDM INHBT button is

Forward Area Refueling Point (FARP).

continuously displayed as Operation In

• Radio transmissions (automated or

Progress.

crew initiated) shall be limited to

HF RADIO - Disable auto radio transmission

EMERGENCIES ONLY until refueling

capability

has been completed.

a. HF RADIO GND OVRD - Off.

• The IDM’s AUTO REPLY and AUTO

ACK shall be turned off

BLK 1

or the

IDM INHBT button shall be selected

b. HF RADIO SILENT - On.

BLK 2

RTR BRK switch - BRK (below 50% N_R until ro-

•

BLK 1

Aircrews shall ensure that

tor stopped, then OFF).

there are no actively tuned TACFIRE

10.

ANTI-COL switch - OFF.

nets prior to refuel/rearm.

11.

Refueling - Monitor.

• Prior to departure, ground personnel

shall advise the pilot that the fuel caps

12.

Refueling completed - Verify [

BLK 1

RE-

are installed and grounding cables are

FUEL VALVE ] or [

REFUEL VALVE

BLK 2

removed.

OPEN ] (UFD/EUFD) and REFUEL VALVE

OPEN (MPD) cautions are not displayed.

• Uncommanded FM transmissions may

occur during IDM IBIT, FALLBACK,

13.

IDM auto transmit capability - Set as required

when the CIU circuit breaker is open, or

a. SET page IDM INHBT - Deselect as re-

during CIU power-up. CIU power-up oc-

quired: IDM INHIBIT advisory is not dis-

curs during aircraft power-up and upon

played and IDM INHIBIT button is non OIP

CIU circuit breaker reset.

BLK 1

perform b,c, and d

NOTE

b. AUTO REPLY - Set as required

• There is no UFD/EUFDadvisory associated with

c. AUTO ACK - Set as required

the selection of the HF GND OVRD button.

d. TACFIRE Net - Set as required.

• The IDM INHBT button will not inhibit automated

HF radio transmissions

14.

HF RADIO - Set as required

a. HF RADIO GND OVRD - On or Off.

a. Rapid (Warm) Refueling. The following proce-

dures and steps shall be observed for warm refueling with

and/or

both engines shut down, rotor stopped, and APU running:

b. HF RADIO SILENT - On or Off.

1. TAIL WHEEL switch - LOCK.

15.

ANTI-COL switch - As Desired.

2. PARK BRAKE - Set.

16.

Engines Start - Perform appropriate STARTING

3. Weapons - Secure

ENGINES procedure.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-116

Change 3

TM 1-1520-251-10

b. Rapid (HOT) Refueling. The following proce-

BLK 1

perform b,c, and d

dures and steps shall be observed for hot refueling with

b. AUTO REPLY - Set as required

engine 2 shut down and rotors turning or using the D1

c. AUTO ACK - Set as required

nozzle with both engines operating and rotors turning:

1. TAIL WHEEL switch - LOCK.

d. TACFIRE Net - Set as required

2. PARK BRAKE - Set.

12.

HF RADIO - Set as required

3. Weapons - Secure.

a. HF RADIO GND OVRD - On or Off.

4. A/S switch - SAFE.

and/or

5. Engine POWER levers - As required.

b. HF RADIO SILENT - On or Off

a. Both engines running and rotors turning -

13.

ANTI-COL switch - As Desired.

(1) POWER Lever NO 2 to IDLE.

14.

Collective - Apply until 60% torque (No 1 en-

(2) FUEL page XFER button - OFF.

gine) is reached or aircraft is light on wheels.

Maintain power setting for 30 seconds.

b. Single engine and rotors turning - POWER

15.

CROSSFEED - NORM. Maintain power setting

Lever NO 2 to IDLE for 2 minutes, then OFF.

for 30 seconds.

6. IDM auto transmit - Disable

16.

Collective - Reduce to minimum torque.

17.

Engine POWER levers - As required.

a. SET page IDM INHBT - Select : IDM IN-

HIBIT advisory boxed

a. Both engines running and rotors turning -

(1) POWER Lever NO 2 to FLY.

BLK 1

perform b,c, and d

(2) FUEL page XFER button - AUTO.

b. AUTO REPLY - Off

c. AUTO ACK - Off

b. Single engine and rotors turning - Perform

appropriate engine 2 start. Use crossbleed

d. TACFIRE Net - Not tuned

procedure.

NOTE

When selected, the IDM INHBT button is

There is an increased probability of engine

continuously displayed as Operation In

No.1 or No. 2 FUEL PSI LOW UFD/EUFD

Progress

message, master caution illumunation and

flame out due to non - use of the single en-

7. HF RADIO - Disable auto radio transmission

gine torque pull procedure. While the dual

capability

engine feed forward tank will not remove air

a. HF RADIO GND OVRD - Off.

from the ammunition bay feed line. Air accu-

mulation in the No. 1 engine fuel feed hose

is not affected.

b. HF RADIO SILENT - On

c. Rapid

(HOT) Refueling

(Sandy Environ-

8. ANTI-COL switch - OFF.

ment). The following procedures and steps shall be ob-

served for hot refueling in sandy environments with en-

9. Refueling - Monitor. When the aft tank is full -

gine 2 shut down and rotors turning or using the D1 nozzle

CROSSFEED - AFT. Continue to refuel the for-

with both engines operating and rotors turning:

ward tank.

1. TAIL WHEEL switch - LOCK.

10. Refueling completed - Verify [

BLK 1

RE-

FUEL VALVE ] or [

BLK 2

REFUEL VALVE

2. PARK BRAKE - Set.

OPEN ] (UFD/EUFD) and REFUEL VALVE

3. Weapons - Secure.

OPEN (MPD) cautions are not displayed.

4. A/S switch - SAFE.

11. IDM auto transmit capability - Set as required

5. Engine POWER levers - As required.

a. SET page IDM INHBT - Deselect as re-

a. Both engines running and rotors turning -

quired: IDM INHIBIT advisory is not dis-

(1) POWER Lever NO 2 to IDLE.

played and IDM INHIBIT button is non OIP

(2) FUEL page XFER button - OFF.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 3

2-116.1

TM 1-1520-251-10

b. AUTO REPLY - Set as required

b. Single engine and rotors turning - POWER

c. AUTO ACK - Set as required

Lever NO 2 to IDLE for 2 minutes, then OFF.

d. TACFIRE Net - Set as required

6. IDM auto transmit - Disable

12.

HF RADIO - Set as required

a. SET page IDM INHBT - Select : IDM IN-

a. HF RADIO GND OVRD - On or Off.

HIBIT advisory boxed

and/or

BLK 1

perform b,c, and d

b. HF RADIO SILENT - On or Off

b. AUTO REPLY - Off

13.

ANTI-COL switch - As Desired.

c. AUTO ACK - Off

14.

Engine POWER levers - As required.

d. TACFIRE Net - Not tuned

a. Both engines running and rotors turning -

NOTE

(1) POWER Lever NO 2 to FLY.

(2) FUEL page XFER button - AUTO.

When selected, the IDM INHBT button is

continuously displayed as Operation In

Progress

b. Single engine and rotors turning - APU

start. Engine 2 start. POWER Lever NO 2 to

7. HF RADIO - Disable auto radio transmission

FLY.

capability

15.

Collective - Reduce to minimum torque.

a. HF RADIO GND OVRD - Off.

16.

Switch CROSSFEED to FORWARD position so

that both engines feed from forward tank for 60

seconds.

b. HF RADIO SILENT - On

8. ANTI-COL switch - OFF.

17.

Switch CROSSFEED to NORMAL and wait 30

seconds.

9. Refueling - Monitor. When the aft tank is full -

CROSSFEED - AFT. Continue to refuel the for-

18.

After 30 seconds, switch CROSSFEED to AFT

ward tank.

and wait 60 seconds.

10. Refueling completed - Verify [

BLK 1

RE-

FUEL VALVE ] or [

BLK 2

REFUEL VALVE

19.

After 60 seconds, switch CROSSFEED to NOR-

OPEN ] (UFD/EUFD) and REFUEL VALVE

MAL and wait 30 seconds.

OPEN (MPD) cautions are not displayed.

2.115 ENGINE OIL SYSTEM SERVICING

11. IDM auto transmit capability - Set as required

The engine oil tank is located within the engine frame. It is

a. SET page IDM INHBT - Deselect as re-

serviced through a gravity filler port. An oil-level sight gage is

quired: IDM INHIBIT advisory is not dis-

located near the gravity filler port. When the oil level falls to

played and IDM INHIBIT button is non OIP

the add mark, replenish with the correct oil (Table 2-11) until

BLK 1

perform b,c, and d

the level reaches the full mark on the sight gauge.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-116.2

Change 3

TM 1-1520-251-10

2.116 MAIN TRANSMISSION SERVICING

2.120 EXTERNAL PRESSURIZED AIR SOURCE

The main transmission is located below the main rotor

An external air receptacle (fig 2-106) under the No 1 en-

static mast base in the center fuselage section. Access to

gine nacelle provides an attachment point for an external

the oil filler cap and the right sump oil-level sight gage (fig

air line to start either engine or accomplish maintenance

2-105 sheet 2 of 4) is through the transmission access

functions. An external air source that provides 40 psig and

panel on the right side of the fuselage. The left sump oil

30 lb per minute air flow is required to pressurize the sys-

level sight gage can be viewed through the transmission

tem for engine start. The maximum pressure from a

access door on the left side of the fuselage. Add oil to the

ground source shall not exceed 50 psig.

proper service level. Table 2-11 lists the proper oil to use.

2.121 TOWING THE HELICOPTER

The proper level is an average between both left and right

sight glasses and should be one-half (1/2) full in the sight

Tow the helicopter by attaching a tow bar to the tail wheel

glass.

fork. Towing the helicopter must be accomplished by

trained personnel in accordance with instructions in TM

2.117 AUXILIARY POWER UNIT (APU) SERVICING

1-1520-Longbow/Apache.

The APU oil filler cap and oil level sight gage (fig 2-105

2.122 MOORING THE HELICOPTER

sheet 3 of 4) are located on the oil reservoir on the APU

gearbox. The oil level can be viewed through an access

The helicopter is moored IAW TM 1-1520-Longbow/

panel under the No 2 engine. Remove the oil filler cap and

Apache.

add oil until the oil level reaches the proper service level.

Table 2-11 lists the proper oil to use.

2.123 CANOPY AND WINDSHIELD CLEANING

2.118 NOSE GEARBOX SERVICING

The canopy and windshield should be carefully cleaned

with clear water and a moist chamois or paper cleaning

The engine nose gearboxes are mounted on the front of

towel. Grease or oil spots should be removed with a paper

each engine. When the oil falls below the proper service

cleaning towel moistened in an approved plastic cleaning

level, replenish with correct oil. Table 2-11 lists the correct

agent.

oil to use. Proper service level is oil filled to one-half of the

sight glass (fig 2-105 sheet 3 of 4).

2.124 TADS/PNVS SHROUD WINDOW CLEANING

TADS/PNVS shroud windows should be cleaned, using a

2.119 HYDRAULIC SYSTEM SERVICING

paper cleaning towel (lens paper preferred) moistened

with a solution of an approved mild detergent and clean

The hydraulic system should only be serviced with the ap-

water, followed by a clean water rinse. Special optics

proved fluids (Table 2-11). Detailed hydraulic system serv-

cleaning procedures (TM 1-1520-Longbow/Apache)

icing instructions are contained in TM 1-1520-Longbow/

should be used to clean the shroud windows as soon as

Apache.

practicable.

AIR HOSE

LBA0036

Figure 2-106. External Pressurized Air Receptacle

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-117

TM 1-1520-251-10

Section XVI. DATA MANAGEMENT SYSTEM

2.125 INTRODUCTION

2.126.5 [

BLK 1

Data Transfer Unit (DTU). DTU is

the name given to the combination of the following hard-

This section describes the display formats and dedicated

ware:]

components associated with the operation of the Data

[

BLK 1

Data Transfer Cartridge (DTC). The

Management System (DMS) as well as the location and

DTC is a solid state memory device that facilitates transfer

function of each component. The DMS displays are inte-

of data from the mission planning station to the aircraft via

grated into the following major components.

the Data Transfer Receptacle, described below. The DTC

2.126 DMS HARDWARE

has 256 Kilobytes of battery powered memory available.]

The DMS is made up of System Processors (SPs), Dis-

[

BLK 1

Data Transfer Receptacle

play Processors (DPs), Weapons Processors (WPs), a

(DTR). The DTR (fig 2-108) accepts the DTC to facilitate

Communication Interface Unit (CIU), a Data Transfer Unit

uploading data from the DTC to selected LRUs and down-

(DTU), a Maintenance Data Recorder (MDR) and the off-

loading of aircraft information from the SP to the DTC.]

aircraft Aviation Mission Planning Station (AMPS).

2.126.1 System Processor (SP). The aircraft contains

two SPs. The SP commands all subsystem initiated tests,

monitors system status and fault information, and pro-

cesses the information for display. The SP provides air-

craft information to the DTU. There is a processor select

panel which provides a manual selection option. Non vol-

atile memory data exchange between SPs only occurs

when the SP Processor is in the AUTO position.

LBA1809

2.126.2 Display Processor (DP). There are two DPs,

Figure 2-108.

BLK 1

Data Transfer Receptacle

each of which controls two Multipurpose Displays (MPDs).

2.126.5A [

BLK 2

Data Transfer Unit (DTU). The

The DPs provide display information to the MPDs, Optical

DTU (fig 2-108A) is a four slot Personal Computer

Relay Tube (ORT) or TEDAC , VCR, and Integrated Helmet

Memory Card International Association (PCMCIA) inter-

and Display Sight System (IHADSS) displays. The DP also

face unit. The DTU will accept up to four type I, II, or III

processes keyboard, bezel button, and cursor inputs. The

DTCs. The DTU is connected directly to the DPs with two

DPs receive video recorder and sensor video signals and dis-

dedicated fibre channels. ]

tribute the signals to the appropriate display. [

BLK 2

The

DPs detect when one of the Color Image Processing Mod-

ules (CIPM) or the Monochrome Image Processing Modules

(MIPM) is not currently updating a particular display (MPDs,

IHADSS, ORT or TEDAC). If this occurs during dual DP op-

erations, the SP will allow the faulty DP to reset. This reset

will cause the crew to be in single DP operations, the reset

should last 13 to 24 seconds.]

2.126.3 Weapons Processor (WP). The aircraft con-

LBA5030

tains two WPs. The WPs command portions of weapons

subsystem initiated tests directly with the DPs, provides

Figure 2-108A.

BLK 2

Data Transfer Unit

system status and fault information to the SPs, and pro-

cesses that information for display.

[

BLK 2

Data Transfer Card (DTC). The DTC

is a PCMCIA flash memory card that facilitates transfer of

2.126.4 Communication Interface Unit (CIU). The

data from the AMPS to the aircraft via the DTU. The DTC

CIU provides voice messages and tones for the Warnings,

can store up to two gigabytes of mission data and/or digi-

Cautions, and Advisories (WCA) subsystem.

tal maps.]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-120

Change 3

TM 1-1520-251-10

2.126.6

Maintenance Data Recorder (MDR). The

2.127 DATA TRANSFER MANAGEMENT

MDR is a solid state memory device which provides crash

Crewmembers can select the type of data to be uploaded

survivable data storage for mishap investigation and en-

to the aircraft. The system processor will automatically

hanced aircraft maintenance. The MDR will store Flight

upload the saved status files to the aircraft after a power

Data, Maintenance Faults, Maintenance Excellences, and

failure has occurred. Selecting an upload function com-

WCAs. Operation of the MDR is automatic and requires

mands the system to retrieve specific data from the DTC

no crewmember interaction.

and upload them into the system memory for system or

mission operations. For data loading procedures see

paragraph 2.129. Refer to Table 2-12 for DTC Upload

Data.

Table 2-12.

DTC Upload Data

Data to be Loaded*

BLK 1

IDM Free Text

BLK 1

IDM Tacfire Movement

Messages

BLK 1

IDM Tacfire Auto

Authentication

BLK 1

COMM Presets

BLK 1

COMM Preset Nets

BLK 1

Call Sign Frequencies

BLK 1

Authentication/Reply Codes

BLK 1

Transmit Authenticate Codes

BLK 1

IDM Subscribers Net

Assignments

BLK 1

IDM Auto Response Transmit

Flag

BLK 1

IDM Protocol Address

BLK 1

IDM Channels 1 - 4

BLK 1

IDM Tacfire Authentication

Transmit Codes

BLK 1

IDM Tacfire Authentication

Receive Codes

BLK 1

IDM Nets 1 - 8 Configuration

BLK 1

IDM Channels 1 - 4 Net

Assignments

Waypoints/Hazards

X¹

Control Measures

X¹

Targets and Threats

X¹

Routes

X¹

BLK 2

IDM Configuration 1

IDM Configuration 2

Radio Selections

Multiple Word of Day (MWOD)

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-121

TM 1-1520-251-10

Table 2-12. DTC Upload Data - continued

Data to be Loaded*

BLK 2

COMM Presets

X²

Suffixes

Expanders

SOI Authentication Codes

BLK 1

NAV Mode/Present Position

BLK 2

NAV Mode/Present Position

Boundaries and Phase Lines

X¹

Engagement Areas

X¹

Laser Codes

X¹

X²

ADF

X¹

X²

Weapons Selections

FCR Lethal Ranges

Sight Mode Selects

FCR Control Selects

Miscellaneous (Tail #, W & B,

Perf Data, ASE)

X²

Emergency Procedures

Priority Fire Zones

X¹

X²

No Fire Zones

X¹

X²

Shot At

X²

BLK 2

Comm Member Directory

BLK 2

Comm Preset Directory

FCR Priority Scheme⁴

BLK 2

HF Configuration⁵

BLK 2

HF ECCM Configuration⁵

BLK 2

BMP Views³

Laser Keywords³

BLK 2

Threat Ranges³

* A = Master Load

B = All Comm Data C = All Mission 1

D = All Mission 2

E = Wpns/Sights

F = Emerg Proc

G = Thru Flt

H = Shot At

I = Misc

J = FCR Lethal Rng

K = Nav

L = DP Autoload

M = SP Autoload

N = WP Autoload

Note¹ Master Load uploads Mission 1 data as current mission. To use Mission 2 data, it must be uploaded as

the current mission (overwrite Mission 1 Data).

Note² Changes made during the current mission will be uploaded.

Note³ These files are automatically uploaded when the DTU door is closed and any DTU advisories are cleared.

Note⁴ FCR priority schemes are uploaded as necessary upon selection of the PRIORITY SCHEME button on the FCR

UTIL page.

Note⁵ HF files are only loaded when the HF button is selected.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-122

Change 3

TM 1-1520-251-10

2.128 DMS PAGE

The DMS page (fig 2-109) is accessible from the MENU

page using the DMS button. For the purposes of the fol-

lowing discussions in this section, all subsequent pages of

the DMS subsystem are accessed from the DMS page.

The DMS page provides a listing of the system faults de-

tected through one of the BIT tests or direct input to the

system processor, and a complete listing of all current ad-

visory messages. When a fault is detected, the crew will

be given a message no greater than 18 characters long. If

more than one fault occurs with the same message, the

message is only displayed once. Faults and advisories

are listed in order of occurrence with the most recent in-

dication being given on the top of the list. If more than one

page of data is available for display, PAGE buttons shall

be displayed at the bottom bezel buttons and scroll both

columns of the display at the same time. The dividing lines

LBA5158

are drawn at all times on this format.

Figure 2-109A.

[

BLK 2

DMS Page]

The following selections are available on the DMS page:

• T1

DTU page button

• T2

FAULT page button

• T3

IBIT page button

• T4

BLK 2

SHUTDOWN page button

• T5

VERS page button

• T6

UTIL page button

• B2

PAGE down button

• B3

PAGE up button

• B6

WCA page button

2.128.1 DTU. The DTU button accesses the DTU page.

For description and operation of the DTU see paragraph

2.129.

2.128.2

FAULT. The FAULT button accesses the

FAULT page. For description and operation of the FAULT

page see paragraph 2.130.

2.128.3 IBIT. The IBIT button accesses the IBIT selec-

tion page. For description and operation of the IBIT page

see paragraph 2.131.

2.128.4 [

BLK 2

SHUTDOWN. The SHUTDOWN but-

LBA0428

ton accesses the SHUTDOWN page. For description and op-

eration of the SHUTDOWN page (para 2.131A).]

2.128.4 VERS. The VERS button accesses the software

version listing page of selected LRU software loads. For de-

Figure

2-109.

[

BLK 1

DMS Page]

scription and operation of the VERS page (para 2.132).

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-123

TM 1-1520-251-10

2.128.5

UTIL. The DMS UTIL button provides the

means to access the DMS UTIL page. For the description

and operation of the DMS UTIL page (para 2.133).

2.128.6 PAGE. The DMS PAGE (UP/DOWN) list but-

tons are only displayed when the ADVISORIES column or

FAULTS column exceeds a count of 15. The PAGE (UP/

DOWN) buttons permit the operator to select the next

page of ADVISORIES/FAULTS where a maximum of 14

in either column could be displayed. When two pages are

presented, ADVISORIES and FAULTS are unique where

they are not repeated from one page to the other.

2.128.7 WCA. The WCA button accesses the WCA page.

For description and operation of the WCA page (para 2.134).

2.128.8 Advisory Column Listing Area. The left col-

umn of the DMS page lists current advisory information.

LBA5200

The most recent advisory messages are listed on the top

Figure 2-110.

[

BLK 1

DTU Page]

line as they occur, with previous messages shifting down

one line each time a new advisory is listed. The text string

includes up to 18 characters in length.

2.128.9 Fault Column Listing Area. The right column of

the DMS page lists the current faults. The text string includes

up to 18 characters in length. The most recent fault message

is listed on the top line as it occurs. Fault messages are an

abbreviated functional description of the messages displayed

on the FAULT page. Faults come from three sources: PBIT,

CBIT, and IBIT. PBIT is automatically performed when power

is applied to the system. CBIT is also automatic and is per-

formed at regular intervals on certain components. IBIT is dis-

cussed in paragraph 2.131.

2.129 DTU PAGE

The DTU page ( [

BLK 1

fig

2-110], [

BLK 2

fig

2-110A] ) provides the capability to select the type of data

Figure 2-110A.

[

BLK 2

DTU Page]

to be loaded into the aircraft systems, and [

BLK 2

the

capabiltiy to enter the ownship’s TI USERNAME/PASS-

The following unique selections are available on the DTU

WORD and set the associated MSG SECURITY level.]

page:

Selecting a load function allows the system to accept se-

• T6

DP button

lected data from the DTC(s). The pilot has access to the

• L1

MASTER LOAD button

MASTER LOAD button that will load all primary system

• L2

DATA button

initialization data from the DTC at one time. The pilot also

has the ability to selectively load subsystem data from the

• L6

WEAPONS/SIGHTS button

DTC such as communications and navigation data files.

• R1

EMERG PROC button

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-124

Change 3

TM 1-1520-251-10

• R2

THRU-FLIGHT button

NOTE

• R3

SHOT AT button

No mission or map data is being transferred

to or from the DTC card(s) when the DTU

• R4

MISCELLANEOUS button

ACK button is displayed

• R5

FCR LETHAL RANGES button

[

BLK 1

DTU Acknowledge. The DTU ACK (Ac-

• R6

NAVIGATION button

knowledge) momentary option button (B4) (fig 2-111) will be

• B3

[

BLK 2

DTU button]

displayed for advisories which can be acknowledged. Select-

• B5

WP button

ing ACK will clear the advisory and present the DTU page.

The DTU ACK button will not be displayed after selection.

• B6

SP button

Through this process the operator is acknowledging that the

2.129.1 DTU UPLOAD ADVISORIES & OPERATIONAL

data found on the DTC may or may not be valid for use.]

CONDITIONS.

[

BLK 1

DTC Not On Board Advisory. When

the system processor detects that the DTC has not been

[

BLK 2

Card Status Window. The card status

inserted into the DTR, a signal is sent to the DP to display

window ( fig 2-110A) is displayed in the top center of the DTU

the DTC NOT ON BOARD ADVISORY, colored WHITE.

page when the DTU mode is set to OPER. The card status

No selections will be available on the DTU page until a

window displays the type and name of the card in each of the

DTC is detected in the DTR.

four slots. If a card is not mission or map, type a “?” is dis-

played in place of the type. The DTC card status window is

[

BLK 1

DTU Not Ready Advisory. When the

presented whether or not a mission card is installed. The air-

system processor detects that the DTC has not been up-

craft will use the first mission and map card it finds. The arrow

loaded into the DTR, a signal is sent to the DP to display

and white color indicate which cards are being used by the

the DTU NOT READY ADVISORY, colored WHITE. No

aircraft. ]

selection will be available on the DTU page until a DTC is

detected in the DTR.]

[

BLK 1

Date Status Window. The DTU page

[

BLK 1

DTC Corrupted Advisory. When the

date status window (fig 2-110) displays the date informa-

system processor detects (via counter) that the DTC car-

tion found in the DTC status block. The SP checks to en-

tridge status block upload has been attempted three times

sure that the information is within the valid ranges, but

without the operation proceeding to the MTOC upload se-

crewmembers must check to ensure that the DTC date is

quence, the SP will stop the operation and set the DTC

valid for any particular mission.]

CORRUPT ADVISORY message, colored WHITE. No

selections shall be available on the DTU page until the

DTC can be replaced or reprogrammed.]

[

BLK 1

DTC Version Mismatch Adviso-

ry. When the DTC version expected by the system proc-

essor does not match the DTC version recorded on the

cartridge, the system processor sets the DTC Version

Mismatch ADVISORY message, colored WHITE. No

selections shall be available on the DTU page until the

DTC can be replaced or reprogrammed.]

[

BLK 1

DTC Advisory Messages. The SP

checks three areas in the DTC status block data to deter-

mine DTC status: First, the SP will check for valid date,

then a valid status block checksum, and finally, a valid

Main Table Of Contents (MTOC). If any of these condi-

tions are invalid, a signal is sent to the DP. The DP pro-

cesses the signal and sends a signal to the MPD to dis-

play the appropriate advisory messages, colored WHITE

(fig 2-111). Any combination of the three messages can

appear at one time. These conditions do not keep the

crewmember from using the DTU functions; they are used

LBA2553

to inform him of DTC status before uploading operations

begin. Selecting the DTU ACK button will clear the screen

Figure

2-111. DTC Advisory Messages

and make available all the DTU page selections.]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-125

TM 1-1520-251-10

[

BLK 2

DTU Connection Not Established Advi-

will be colored WHITE. If the load listing area contains

sory. When neither DP can establish a connection with the

more than 15 errors, the PAGE scrolling buttons will be

DTU over the fibre channel or when a DP has lost connection

displayed. The last line of text on page 1 will be the first

with the SP over the fibre channel, this advisory is displayed.

line of text on page 2. The number of pages available is

The DTU Connection Not Established advisory is colored

based on the number of errors listed.

white. No selections will be available until the DP establishes

a fibre channel connection with the SP and one of the DPs

has established a connection with the DTU.]

[

BLK 2

Data Transfer Unit is Not Ready Adviso-

ry. When the DP detects that the DTU door is opened, it will

display this advisory. The Data Transfer Unit is Not Ready

advisory is displayed white. No selections will be available

until the DTU door is closed and a mission card is present.]

NOTE

DTC should not be removed until the last

line displays DTC WRITE COMPLETE.

[

BLK 2

DTU Initialization Is in Progress Advi-

sory. This advisory is displayed when the DTU door is

first closed. While the advisory is displayed, the DTU is

checking which DTCs are present and what files are avail-

able on those DTCs.]

[

BLK 2

DTU IBIT Is In Progress Adviso-

ry. This advisory is displayed when the DTU is currently

LBA5029

running IBIT. This advisory is colored white. No selections

will be available until the DTU has completed it’s IBIT.]

Figure

2-112. DTU Load Error Listing Area

m. IDM Data Transfer In Progress Adviso-

ry. When the crew elects to send data from either Mis-

• B4

ABORT Upload button

sion 1 or Mission 2 or to store data into Mission 1 or Mis-

sion 2, the data will be retrieved from or stored to the DTU.

o. PAGE. The DTU PAGE List buttons will be pre-

During this time, the IDM DATA TRANSFER IS IN PROG-

sented when the DTU load error listing area contains

RESS message, colored WHITE will be displayed on the

more than 15 errors to allow the operator to select the next

DTU page. No DTU selections will be available until this

page of the list The last line of text on the first page will be

task is completed.

the first line of text on the second page.

n. DTU Load Error Listing Area. The DTU load er-

p. ABORT. The ABORT Upload momentary option

ror listing area (fig 2-112) informs crewmembers of the

button will appear at the B4 position only when a DTU up-

upload being run, present status, and the loading errors

load is in progress. Selecting ABORT will interrupt the

detected during DTU data uploading. Error messages for

DTU up-load and display the current load status in the

these selections will then be listed accordingly. All errors

DTU load error listing area.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-126

Change 2

TM 1-1520-251-10

2.129.2 DP. The DP auto load button ( [

BLK 1

fig

block from the DTC. The data is used by the ENG page for

2-110], [

BLK 2

fig 2-110A] ) provides feedback status dur-

displaying emergency procedures for warnings.

ing the automatic process of up-loading the DP. It will be dis-

played with a barrier on the DTU page when no upload is in

CAUTION

progress. [

BLK 1

The SP automatically initiates this

upload process to each DP that transitions from a non-opera-

Some thru - flight data will be lost unless

tional state to a normal or single DP operating mode.]

the THRU-FLIGHT button is selected

[

The SP initiates this upload process to both DPs

within one minute upon power up.

BLK 2

when one DP transitions from a nonoperational state to a

NOTE

normal or single operating mode.] This process is also initi-

[

BLK 2

The THRU - FLIGHT files cannot

ated as part of full system power-on and will take priority in

be updated if the DTU is in STBY.]

the up-loading operation. If an error is detected during

upload, the crewmember can also cause the automatic pro-

2.129.6 THRU-FLIGHT. The THRU-FLIGHT load button

cess to become initiated through the use of the THRU-

( [

BLK 1

fig 2-110], [

BLK 2

fig 2-110A] ) provides the

FLIGHT LOAD. [

BLK 1

DP autoload is in progress for

means of uploading thru-flight data. The purpose of THRU-

approximately 3 minutes.]

FLIGHT is to reduce the number of aircrew button selections

for initializing aircraft systems for continuing a mission.

THRU-FLIGHT occurs automatically in the air after an aircraft

NOTE

power interrupt, or as a selective option on the ground. The

Selection of MASTER LOAD or COMMU-

button will be displayed WHITE until the SP begins to over-

NICATIONS ALL will not load HF data.

write the THRU-FLIGHT data on the DTC. Data loaded from

THRU-FLIGHT is a mixture of AMPS data and data down-

2.129.3 MASTER LOAD. The MASTER LOAD button

loaded from the aircraft during flight. [

BLK 1

THRU-

( [

BLK 1

fig 2-110], [

BLK 2

fig 2-110A] ) provides crew-

FLIGHT is in progress for approximately 4 minutes.] The data

members with the means to upload all subsystem initializa-

is partitioned and loaded between the SP, DP and WP during

tion files at one time from the DTC. MASTER LOAD auto-

a THRU-FLIGHT autoload. Items marked as loading from the

matically selects mission 1 data as the default for uploading.

current mission (table 2-12) will be lost if not loaded immedi-

The purpose of the MASTER LOAD is to reduce the number

ately.

of aircrew button selections for initializing aircraft systems at

2.129.7 SHOT AT. The SHOT AT load button

the beginning of a mission. Data loaded from MASTER

( [

BLK 1

fig 2-110], [

BLK 2

fig 2-110A] ) provides the

LOAD is data loaded by the AMPS. [

BLK 1

MASTER

means of uploading the SHOT AT data blocks from the

LOAD is in progress for approximately 5 minutes.]

DTC. This is stored data of locations where Hellfire mis-

siles were launched to during an engagement.

2.129.3A MSG SECURITY. See SECURITY LEVEL

2.129.8 MISCELLANEOUS. The Miscellaneous Load

button defined (paragraph 3A.26.2)

button ( [

fig 2-110], [

fig 2-110A] ) pro-

BLK 1

BLK 2

vides the means of uploading checklist/emergency proce-

2.129.3B NAME/PASSWORD. The NAME/PASS-

dures data, weight and balance data, PLAN/MAX PERF

WORD button allows the operator to enter a user name

data, CHAFF settings and fuel corrector data (for CALC

and password to compare with what has previously been

fuel data) from the DTC. [

BLK 1

Miscellaneous Load

loaded into the IDM via the DTU. This information is re-

is in progress for approximately 1 minute.]

quired to login to the TI.

2.129.9 FCR LETHAL RANGES. The FCR LETHAL

RANGES load button ( [

BLK 1

fig 2-110], [

BLK 2

fig

2.129.4

WEAPONS/SIGHTS. The WEAPONS/

2-110A] ) provides the means of uploading the FCR lethal

SIGHTS button ( [

BLK 1

fig

2-110], [

BLK 2

fig

ranges data from the DTC. This data is used to assist the

2-110A] ) provides a means of uploading weapons/sights

FCR in prioritizing targets.

data from the DTC.

2.129.10 NAVIGATION. The NAVIGATION load button

2.129.5 EMERG PROC. The EMERG PROC load but-

( [

BLK 1

fig 2-110], [

BLK 2

fig 2-110A] ) provides the

ton ( [

BLK 1

fig 2-110], [

BLK 2

fig 2-110A]) provides

means of uploading the mode/present position from the DTC.

the means of uploading the emergency procedures data

This data is used to initialize the Inertial Navigation Unit (INU).

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 4

2-127

TM 1-1520-251-10

2.129.11 [

BLK 2

DTU MODE BUTTON. The The DTU

MODE two-state button (fig 2-110A ) is used to control the

state of the DTU. When the DTU is commanded to the stand-

by mode, all read operations will be cancelled and all write

operations will be finished. If power is removed from the DTU

in the operate state, any changes to files being written at that

point in time will be lost.]

2.129.12 WP. The WP auto load functions the same as

the DP auto load described in subparagraph 2.129.2 of

this section. [

BLK 1

WP autoload is in progress for

approximately 15 seconds.]

2.134.13 SP. The SP auto load functions the same as

the DP auto load described in subparagraph 2.129.2 of

this section. [

BLK 1

SP autoload is in progress for

approximately 10 - 15 seconds.]

2.129.14 DATA. The DATA multistate button (fig 2-113

and 2-113A) controls which upload options are presented.

DATA options include: CURRENT MISSION, MISSION 1,

MISSION 2 and COMMUNICATIONS and

BLK 2

AVIONICS UPDATE.

LBA5494

Figure 2-113A.

BLK 2

DTU Page DATA Selected

2.129.15

CURRENT MISSION DATA. When CUR-

RENT MISSION is the selected option of the DATA button

(fig 2-113), the following selections are available:

• L2

DATA CURRENT MSN button

• L3

DATA MISSION 1 button

• L4

DATA MISSION 2 button

• L5

DATA COMMUNICATION button

• L6

[

BLK 2

AVIONICS UPDATE button]

2.129.16 MISSION 1 DATA. When MISSION 1 is the

LBA5201

selected option of the DATA button ( [

BLK 1

fig 2-114],

Figure 2-113. DTU Page DATA Selected

[

BLK 2

fig 2-114A] ).

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-128

Change 4

TM 1-1520-251-10

The following unique selections are available when MIS-

i. PRIORITY SCHEME. The PRIORITY SCHEME

SION 1 is selected:

load button provides feedback during the upload of a

• T3

ROUTE MENU ALL button

priority scheme. This process is initiated when a PRIOR-

ITY SCHEME selection of D through G is made on the

• T4

ROUTE MENU ONE button

FCR UTIL Page.

• T5

WPT/HZD ALL button

• T6

WPT/HZD ONE button

j. T/T ALL. The T/T ALL load button provides the op-

erator a means of uploading the targets and threats data.

• L1

ALL button

• L4

ZONES ALL button

k. T/T ONE. The T/T ONE load button provides the

• L5

ZONES NF button

operator a means of uploading one target or threat from

the targets and threats data (50 possible).

• L6

ZONES PF button

• R1

PRIORITY SCHEME button

l. CONTR MEAS ALL. The CONTR MEAS ALL

• R5

T/T ALL button

load button provides the operator a means of uploading

the control measures data.

• R6

T/T ONE button

• B5

CONTR MEAS ALL button

m. CONTR MEAS ONE. The CONTR MEAS ONE

• B6

CONTR MEAS ONE button

load button provides the operator a means of uploading

one control measure from the control measures data (49

a. ROUTE MENU ALL. The ROUTE MENU ALL

possible).

load button provides the operator a means of uploading

the route data. This data is used to set all ten mission 1

2.129.17 MISSION 2. When MISSION 2 is the selected

routes into the aircraft.

option of the DATA button the selections for the type of

mission data to be uploaded to the aircraft are the same

b. ROUTE MENU ONE. The ROUTE MENU ONE

as MISSION 1 data.

load button provides the operator a means of uploading

one route from the route data.

2.129.18 COMMUNICATIONS. When COMMUNICA-

TIONS is the selected option of the DATA button

c. WPT/HZD ALL. The WPT/HZD ALL load button

( [

BLK 1

fig 2-115], [

BLK 2

fig 2-115A] )

provides the operator a means of uploading the way-

points/hazards data. This data is used to set all waypoints

and hazards into the aircraft.

d. WPT/HZD ONE. The WPT/HZD ONE load button

provides the operator a means of uploading one waypoint

or hazard from the waypoints/hazards data. This data is

used to set one of the 50 possible MISSION 1 waypoints/

hazards into the aircraft.

e. ALL. The ALL load button provides the operator

a means of uploading all MISSION 1 data from the DTC.

This capability is used to rapidly set all configurations.

f. ZONES ALL. The ZONES ALL load button pro-

vides the operator a means of uploading both the priority

and no fire zones data. This data is used to set all zones

into the aircraft.

g. ZONES NF. The ZONES NF load button provides

the operator a means of uploading the priority no fire zones

data. This data is used to set all no fire zones into the aircraft.

LBA3007A

h. ZONES PF. The ZONES PF load button provides

the operator a means of uploading the priority fire zones data.

Figure

2-115.

[

BLK 1

COMMUNICATIONS DATA

This data is used to set all priority fire zones into the aircraft.

Selections]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-129

TM 1-1520-251-10

• [

BLK 1

IDM Auto Response Transmit Flag]

•

[

BLK 1

IDM Subscribers Net Assignments 1 - 5]

• [

BLK 1

IDM Protocol Address]

•

[

BLK 1

IDM Channels 1 - 4]

• [

BLK 1

IDM Nets 1 - 8 Configuration]

• [

BLK 1

IDM Channels 1 - 4 Net Assignments]

•

[

BLK 1

IDM Tacfire Authentication Transmit

Codes]

• [

BLK 1

IDM Tacfire Authentication Receive

Codes]

•

[

BLK 1

IDM Tacfire Freetext]

• [

BLK 1

IDM Tacfire Movement Messages]

• [

BLK 1

IDM Tacfire Auto Authentication Sub-

scriber]

•

[

BLK 2

IDM Config 1]

• [

BLK 2

IDM Config 2]

d. COM DATA PRESETS. The COM DATA PRE-

SETS load button provides the operator a means of

LBA5028

uploading the communications presets data from the

Figure 2-115A.

[

BLK 2

COMMUNICATIONS DATA

DTC. This data is used to rapidly set the communications

Selections]

presets configurations. The following data is loaded dur-

ing an ALL PRESETS upload:

The following unique selections are available when COM-

MUNICATIONS is selected:

• Comm Presets

• [

BLK 1

Comm Preset Nets]

• L1

ALL button

• [

BLK 2

Comm Member Directory]

• R1

COM DATA RADIOS button

• [

BLK 2

Comm Preset Directory]

• R2

COM DATA IDM CONFIG button

e. COM DATA MWOD. The COM DATA MWOD

• R3

COM DATA PRESETS button

load button provides the operator a means of uploading

• R4

COM DATA MWOD button

MWOD data from the DTC. This data is used to rapidly set

the MWOD configurations.

• R5

COM DATA SOI button

f. COM DATA SOI. The COM DATA SOI load but-

• R6

[

BLK 2

COM DATA HF button]

ton provides the operator a means of uploading the SOI

a. ALL. The ALL load button provides the operator a

data from the DTC. This data is used to rapidly set the SOI

means of uploading all COMMUNICATIONS data from the

configurations. The following data is loaded during an

DTC. This capability is used to rapidly set all configurations.

ALL SOI upload:

b. COM DATA RADIOS. The COM DATA RADIOS

• [

BLK 1

SOI Callsigns and Frequencies]

load button provides the operator a means of uploading

• SOI Suffixes

radio selections data from the DTC. This data is used to

• SOI Expanders

rapidly set the radios configurations.

• [

BLK 1

SOI Authentication Challenge and

c. COM DATA IDM CONFIG. The COM DATA IDM

Reply]

CONFIG load button provides the operator a means of

• [

BLK 1

SOI Tx Authentication Codes]

uploading the communications IDM DATA from the DTC.

• [

BLK 2

SOI Authentication Codes]

This data is used to rapidly set the IDM configuration data,

[

BLK 2

COM DATA HF. The COM DATA HF

loaded via the IDM CONFIG load button, providing an inter-

load button provides the operator a means of uploading

face between aircraft radios and the mission equipment. Digi-

the HF data from the DTC. The data is used to rapidly con-

tal data is converted into or out of Frequency Shift key format

figure the HF radio. The following data is loaded during an

for transmission or reception as though it were voice. IDM

HF upload

communications occur over the crewmembers selected ra-

dio. The following data is loaded during an ALL IDM CON-

• HF Configuration

FIG upload:

• HF ECCM Configuration]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-130

Change 2

TM 1-1520-251-10

2.129.19 DTU Data For Autoloads. Data is downloaded

(stored) to the DTU from the aircraft and used to reload proc-

essors after a power interrupt or switchover.

The following files are downloaded to the cartridge, and

reloaded to the processors.

• Miscellaneous

• ADF Presets

• Laser Codes

• Shot At Data

• Priority Fire Zones

• No Fire Zones

• [

BLK 2

Comm Presets]

The following files are downloaded to the cartridge, but

are not reloaded.

• Waypoints and Hazards

• Control Measures

• Routes

LBA1807

• Targets and Threats

2.129.20 WP Requested Uploads. The laser keywords

are uploaded from the DTU on request by the WP. The laser

Figure

2-116.

[

BLK 1

Fault Page]

keyword upload occurs automatically and is not crew select-

able. Up to nine laser keywords can be stored on the DTC.

2.130 FAULT PAGE

The FAULT page button is available on the DMS,

[

BLK 2

SHUTDOWN], VERS, DMS UTIL, and WCA

pages. Selection of the FAULT page button displays the

FAULT page ( [

BLK 1

fig 2-116],

[

BLK 2

fig 2-116A] ), and displays all of the currently

active faults. Faults come from three sources; Power-up

Built-In-Test (PBIT), Continuous Built-In-Test (CBIT), and

Initiated Built-In-Test (IBIT). The PBIT function will be au-

tomatically performed when power is applied to the sys-

tem. Each component will run its PBIT when power is ap-

plied and report any line maintenance faults (e.g., LRU,

LRM) on the FAULT page. PBIT occurs without crew-

member input. The CBIT function will be performed at reg-

ular time intervals on certain components. When faults

are detected, they are reported in the same manner as the

PBIT faults. The IBIT faults reporting is discussed under

the IBIT page. The messages remain listed until the fault

is reset/fixed or until the system is powered down. When

15 or more faults are active, the format displays the PAGE

LBA5159

buttons as a means of accessing additional pages of data.

Faults are listed in order of occurrence with the most re-

cent fault given at the top of the list. The DATA TYPE but-

tons allow for selecting different type information.

Figure

2-116A.

[

BLK 2

Fault Page]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-131

TM 1-1520-251-10

The following unique selections are available on the

when any IBIT is in progress. Exiting the IBIT page will not

FAULT page:

abort the IBIT. When the crewmember returns to the DMS

subsystem and selects the IBIT page button, the IBIT page

• R1

DATA TYPE ACT button

with the IBIT listing area (fig 2-118) is displayed if the test is

• R2

DATA TYPE HST button

still in progress or if it has been completed and the results are

not yet shown. The following selections are available on the

• R3

DATA TYPE EXC button

WEAPONS/SIGHTS/SUBSYSTEMS default IBIT page:

• R4

DATA TYPE LRU button

• B2

PAGE button

• B3

PAGE button

2.130.1 Fault Display Area. The fault display area pro-

vides a chronological listing of the last 30 active faults,

128 historical faults, or exceedences which have occurred

based on the data type selected. It is broken down into 15

lines of text, 35 characters in length with a maximum po-

tential of 10 pages.

2.130.2 DATA TYPE Active (ACT) Button. The DATA

TYPE ACT button provides the operator with the means of

accessing the currently active faults in the system. Upon

selection of the DATA TYPE ACT grouped option button,

the system shall display up to 30 currently active faults in

the fault display area.

2.130.3 DATA TYPE Historical (HST) Button. The

DATA TYPE HST button provides the operator with the

means of accessing all the faults that were detected and

LBA2539A

stored in the system. Upon selection of the DATA TYPE

HST grouped option button, the system displays up to 128

Figure 2-117. IBIT Page

historical faults in the fault display area.

The following selections are available on the IBIT page:

2.130.4 DATA TYPE Exceedences (EXC) Button. The

• L1

WEAPONS GUN button

DATA TYPE EXC button provides the operator with the

means of accessing all the exceedences that were detected

• L2

WEAPONS HF MISSILE button

and stored in the system. Upon selection of the DATA TYPE

• L4

WEAPONS ROCKETS button

EXC grouped option button, the system displays up to 128

• L5

WEAPONS PLT (or CPG) SWITCHES

exceedence records in the fault display area.

button

2.130.5 DATA TYPE Line Replaceable Unit (LRU) But-

• L6

TESS button

ton. The DATA TYPE LRU button provides the operator

• R1

SIGHTS FCR button

with the means of accessing the LRU faults that were de-

tected and stored in the system. Upon selection of the

• R2

SIGHTS TADS CLASS A (or B) button

DATA TYPE LRU grouped option button, the system dis-

• R3

SIGHTS PNVS CLASS A (or B) button

plays the LRU selections available.

• R4

SIGHTS IHADSS button

2.131 IBIT PAGE

• R5

SIGHTS PLT (or CPG) SWITCHES

button

IBIT allows crewmembers to test specific subsystems. The

• B2

SUBSYSTEMS ACFT/COMM button

IBIT page button displayed on the DMS page is the means of

access to the IBIT page (fig 2-117). The IBIT function is di-

• B3

SUBSYSTEMS CNTL/DSPL button

vided into subsystems for selection by the crewmembers.

• B4

SUBSYSTEMS WPN/SIGHT button

Upon entering the IBIT page from the DMS page, the system

• B5

SUBSYSTEMS PROC/DMS button

will default to the WEAPONS/SIGHTS/SUBSYSTEMS for-

mat. The crewmember is allowed to leave the IBIT page

• B6

SUBSYSTEMS NAV/ASE button

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-132

Change 2

TM 1-1520-251-10

a. IBIT Listing Area. The IBIT listing area (fig 2-118) is

the steps listed. When the ACK is selected, either the next

used to inform the operator on the test being run, the status,

interactive page will be presented, or the IBIT listing area

and the faults detected during the IBIT. The TEST STATUS

will be presented with any faults displayed. This button is

line provides feedback to determine whether the test is com-

only used for IBIT that require operator interaction.

pleted, in-progress, or failed. This information is provided to

h. ACFT/COMM. The ACFT/COMM grouped option

the right of the test status title. The IBIT listing area will dis-

button provides the selections for IBIT test within the aircraft

play up to 15 lines of text with fault descriptions no greater

and communications subsystems.

than 35 characters in length. If more than 15 faults are dis-

played, the IBIT PAGE list buttons (B2 and B3) will be dis-

played to allow the operator to select the next page of the list.

LBA1960

LBA1885

Figure 2-119. ACFT/COMM Page - Pilot

Figure 2-118. IBIT Listing Area (Gun)

The following unique selections are available on the ACFT/

b. IBIT Page List (PAGE). The IBIT PAGE List but-

COMM format (fig 2-119):

tons (B2 and B3) (fig 2-118) are presented when the IBIT

listing area contains more than 15 faults. This allows the

• T4

FLT CNTRLS PRFLT button

operator to select the next page of the list. The last line of

• T5

FLT CNTRLS MAINT button

text on page 1 shall be the first line of text on page 2. Two

pages will be available for displaying any faults detected

• L1

ACFT ECS1 button

during IBIT test.

• L2

ACFT ECS2 button

c. IBIT Abort (ABORT). The IBIT ABORT momentary

• L3

ACFT EPMS1 button

option button (B4) is presented when an IBIT is in progress.

• L4

ACFT EPMS2 button

The ABORT button will interrupt the IBIT and display only the

IBIT listing area with no faults displayed. If the particular IBIT

• L6

ACFT PWR LEVER button

is an interactive test, or the test has a crew or advisory

• R1

COMM RADIOS button

prompt, the ABORT selection will also return the operator to

the IBIT listing area without any faults displayed.

• R2

COMM IDM button

d. IBIT Acknowledge (ACK). The IBIT ACK mo-

• R3

COMM XPNDR button

mentary option button (B5) is presented when an IBIT is in

• R4

COMM CIU button

progress and an interactive page is displayed. The ACK

button is used to acknowledge that the operator read and

• R5

COMM PLT (or CPG) SWITCHES

understood a warning or advisory message, or performed

button

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-133

TM 1-1520-251-10

2.131.3 PROC/DMS. The PROC/DMS (processors and

provides the selections for the IBIT within the navigation and

DMS) grouped option button will provide the selections for

ASE subsystems.

the IBIT for the processors and Data Management Sub-

systems (fig 2-122).

LBA5160

LBA1554

Figure 2-123. NAV/ASE Format - Pilot Crew Station

The following selections are available from the NAV/ASE

Figure 2-122. PROC/DMS Format

format:

The following unique selections are available on the

• L1

NAV DOPPLER button

PROC/DMS format:

• L2

NAV INU 1 button

• L1

PROCESSORS DP1 button

• L3

NAV INU 2 button

• L2

PROCESSORS DP2 button

• L5

NAV RAD ALT button

• L3

PROCESSORS SP1 button

• R1

ASE RFI button

• L4

PROCESSORS SP2 button

• R2

ASE RJAM button

• L5

PROCESSORS WP1 button

• R3

ASE RLWR button

• L6

PROCESSORS WP2 button

• R5

ASE PLT (or CPG) SWITCHES button

• R1

DMS DTU button

2.131A [

BLK 2

SHUTDOWN PAGE]

• R2

DMS MDR button

The SHUTDOWN page (fig 2-124) is available on the DMS,

2.131.4 NAV/ASE. The NAV/ASE (navigation and aircraft

FAULT, VERS, and DMS UTIL pages. The SHUTDOWN

survivability equipment) grouped option button (fig 2-123)

page is used to access aircraft subsystem shutdown controls.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-135

TM 1-1520-251-10

2.131A.4 PNVS button. The PNVS button enables and

disables the PNVS.

2.131A.5 MODE 4 HOLD button. Selecting the MODE

4 HOLD button prevents erasure of the Mode 4 Codes in

the Kit-1C computer when the aircraft is on the ground

and power is removed from the XPNDR system. The

codes will be lost if power is removed for more than 20

seconds. The button will be displayed with a barrier when

the aircraft is in the air. Following a selection, if the aircraft

transitions to an ’in - air’ state for more than 60 seconds,

the hold selection will be reset. Once on the ground, it will

be necessary to again select the MODE 4 HOLD button to

retain the codes. The MODE 4 HOLD button is not dis-

played if the Kit-1C computer is not installed

2.131A.6 IDM button. The IDM button permits the opera-

tor to toggle between standby and operate. The IDM is initial-

ized to STBY when the aircraft is powered up. When a COM

upload is commanded which contains IDM configuration data

(such as MASTER LOAD, IDM CONFIG, COM ALL, etc.),

the IDM will automatically mode to OPER. When the IDM is

LBA5161

in STBY, digital messages cannot be transmitted or received.

The IDM must be set to STBY before removing power from

Figure 2-124. SHUTDOWN PAGE

the IDM. When in STBY, an IDM IN STANDBY advisory will

The following unique selections are available on the

be displayed on the COM page and UFD/EUFD. Failure to

SHUTDOWN page:

set the IDM to STBY could corrupt the IDM’S software.

• L1

MASTER OFF button.

2.131A.7 DTU button.

The DTU button is used to place

the DTU in the standby mode prior to aircraft shutdown.

• L2

FCR button.

The DTU button toggles between STBY and OPER. The

• L3

TADS button.

DTU is set to OPER at aircraft start up. The DTU must be

• L4

PNVS button.

set to STBY prior to removing power from the DTU. Fail-

ure to set the DTU to STBY could corrupt the DTC.

• R5

MODE 4 HOLD button

2.131A.8 Stabilator. The stabilator position is provided

• R6

IDM button.

to the aircrew by the stabilator symbol and functions as

• B3

DTU button.

described on page 2 - 102. It is displayed on the SHUT-

2.131A.1 MASTER OFF button. The MASTER OFF but-

DOWN page for access during shutdown.

ton is used to shutdown aircraft systems. Selecting the MAS-

2.132 VERSION (VERS) PAGE

TER OFF button will set the FCR, TADS, and PNVS to off. In

addition, it will set the DTU and IDM to STBY. The MODE 4

The VERS page ([

BLK 1

fig

2-125], [

BLK 2

fig

HOLD button and Stabilator symbol are not affected by this

2-125A]) is available on the DMS page, FAULT page,

selection.

[

BLK 2

SHUTDOWN page], DMS UTIL page, and WCA

page. The VERS page button will be the means of accessing

2.131A.2 FCR button. The FCR button enables dis-

to the software VERS page. The VERS page provides a list-

ables the FCR.

ing of all the software versions currently used by the systems

to the operator. [

BLK 2

The VERS page is organized into

2.131A.3 TADS button. The TADS button enables and

subsystems similar to the IBIT page. the default page is the

disables the TADS.

PROC/DMS page.]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-136

Change 4

TM 1-1520-251-10

The following unique selection is available on the VERS

page:

• B2 - B6 [

BLK 2

SUBSYSTEMS buttons]

2.133 DMS UTILITY (UTIL) PAGE

The DMS UTIL button is displayed on the DMS, FAULT,

[

BLK 2

SHUTDOWN], VERS and WCA pages. The DMS

UTIL page provides the means of accessing the various

DMS utility functions ( [

BLK 1

fig 2-126], [

BLK 2

fig

2-126A] ). On the left, the DMS UTIL page provides all the

BORESIGHT page functions along with some maintenance

operational functions. Maintenance operators are provided

with a means of DP, WP and Highly Integrated Air Data Com-

puter (HIADC) soft switch selection capability for fault isola-

tion purposes. These are noted by the DP SELECT, WP SE-

LECT, and HIADC SELECT functions. On the right, the DMS

UTIL page provides the current local or Zulu time, system

time, current date, aircraft tail number and CPG autopage

disable function of the aircraft systems Engine page. The

LBA1880

FTEST page, TEST page, and ECS functions are accessible

at the bottom of the DMS UTIL page.

Figure 2-125.

[

BLK 1

Version (VERS) Page]

LBA1963A

LBA5064

Figure 2-125A.

[

BLK 2

Version (VERS) Page]

Figure 2-126.

[

BLK 1

DMS UTIL Page]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-137

TM 1-1520-251-10

2.133.1 BORESIGHT. The BORESIGHT Page (L1) pro-

vides the means for conducting CBHK procedures and bore-

sighting the TADS, PNVS, Pylons, Gun, INU1, INU2, Dop-

pler, Highly Integrated Air Data Computer (HIADC), Gun

Dynamic Harmonization, and Blade Positioning Synchroniza-

tion (BPS) with the Fire Control Radar, and the Tactical En-

gagement Simulation System (TESS) as part of the TADS

and Gun boresight options.

2.133.2 DP SELECT. The DP SELECT multi-state button

provides the means for the maintenance operator to select

between DP Normal, DP1 Single or DP2 Single Operation.

These selections are for ground maintenance fault isolation

purposes only, and are not selectable when the aircraft is in

the air.

2.133.3 WP SELECT. The WP SELECT multi-state button

provides the means for the maintenance operator to select

between WP1 Single or WP2 Single Operation. These selec-

tions are for ground maintenance fault isolation purposes

only, and are not selectable when the aircraft is in the air.

2.133.4 HIADC SELECT. The HIADC SELECT multi-

state button provides the means for the maintenance op-

LBA5203

erator to select the Airspeed And Direction Sensor

(AADS) between AADS-AUTO, AADS-LH, or AADS-RH

Operation. These selections are for ground maintenance

Figure 2-126A.

[

BLK 2

DMS UTIL Page]

fault isolation purposes only, and are not selectable when

The following unique selections are available on the DMS

the aircraft is in the air or the power levers are not OFF.

UTIL page:

2.133.5 TIME. The DMS TIME two-state button sets the

• L1

BORESIGHT page button

display mode of time to LOCAL or ZULU. An L or Z ap-

pears on the UFD/EUFD to designate either local or Zulu

• L2

DP SELECT button

time.

• L3

WP SELECT button

2.133.6 SYSTEM TIME. The DMS SYSTEM TIME but-

• L4

HIADC SELECT button

ton allows the operator to input current local or Zulu time,

depending on the DMS TIME two-state button setting.

• R1

[

BLK 1

TIME (LOCAL/ZULU)

The DMS system time will also be found in the lower right-

button]

hand corner of the UFD/EUFD.

• R2

[

BLK 2

TIME (LOCAL/ZULU)

2.133.7 SYSTEM DATE. The DMS SYSTEM DATE

button]

button allows the operator to input the current date. The

• R2

[

BLK 1

SYSTEM TIME button]

current date can be input through the keyboard unit (KU).

The KU is enabled when the operator selects the DMS

• R3

[

BLK 2

SYSTEM TIME button]

SYSTEM DATE button.

• R3

[

BLK 1

SYSTEM DATE button]

2.133.8 INPUT TAIL NUMBER. The DMS INPUT TAIL

• R4

[

BLK 2

SYSTEM DATE button]

NUMBER button allows the operator to input the aircraft

tail number into the SP. The KU is enabled when the DMS

• R5

INPUT TAIL NUMBER button

INPUT TAIL NUMBER button is selected. The 6 digit

• R6

DMS AUTOPAGE On/Off button (CPG

number is displayed in the bottom mode portion of the but-

only)

ton position after the user completes the input.

• B2

FTEST page button

2.133.9 DMS AUTOPAGE. The DMS AUTOPAGE on/off

button allows the CPG to disable automatic paging of warn-

• B3

TEST page button

ing indications on the ENG page in the CPG crew station.

• B5

ECS page button

The default state for DMS AUTO on/off button will be on.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-138

Change 2

TM 1-1520-251-10

CAUTION

The FTEST/ETEST page button is designed

for engineering use only. System damage

may occur if used by unauthorized person-

nel.

2.133.10 FTEST/ETEST. The FTEST page button allows

the engineering maintenance operator to perform test func-

tions on the Fire Control Radar (FCR). The ETEST (engi-

neering test) page provides access to three test formats whi-

ch allows the engineering maintenance operator to perform

test functions.

2.133.11 TEST. The TEST page button allows the

maintenance operator to access the read memory loca-

tion (address) functions for the DP, SP, WP and Hellfire

Missiles. When any of these test modes are tested, a

memory location listing area is provided where hexadeci-

mal information is provided for the test being run.

LBA1964

2.133.12 ECS. The ECS page provides a means of dis-

playing the current Environmental Control System variables

Figure 2-127. WCA Page

affecting each crewstation, ECS components and EFABs.

The following selections are available on the WCA page:

• B2

PAGE button

2.134 WARNING/CAUTION/ADVISORY (WCA)

• B3

PAGE button

PAGE

• B4

RESET button

2.134.1 PAGE. The WCA PAGE List buttons (B2 & B3) al-

The WCA button is available on the DMS, FAULT, VERS,

low the operator to select the next page when the WCA

ENG, and DMS UTIL page. The WCA page button is the

LISTING AREA contains 30 or more W/C/As. The last mes-

means of accessing the WCA page. The WCA page (fig

sage on page 1 shall be the first message on page 2. This

2-127) provides the operators with the total listings of cur-

same approach will occur for additional pages if applicable.

rent and past Warnings, Cautions, and Advisories. The

WCA page W/C/A HISTORY area is capable of listing up

2.134.2 RESET. The WCA RESET momentary button is

to 128 W/C/A messages which can be up to 18 characters

used to acknowledge that the operator has seen the W/C/A

long, in 2 columns, on 5 pages. W/C/As are listed in order

messages that have occurred since the last time the WCA

of occurrence with the most recent occurrence given at

RESET momentary option button was selected. These mes-

the top of the left column on page 1, wrapping around to

sages will then remain listed in inverse video until the opera-

the top of the right column, and then to page 2 left column.

tor selects WCA RESET or when the system is powered

New W/C/A messages are displayed in inverse video to

down. Upon selecting the WCA RESET momentary button,

distinguish them from those W/C/A messages which oc-

the inverse video of the new W/C/A messages is removed.

curred since the last time the operator selected the WCA

Once a WCA has been acknowledged, if the condition rec-

RESET function.

curs, the message will not be displayed as inverse video.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 4

2-139

TM 1-1520-251-10

2.135 WCA OPERATIONS

NOTE

MSTR

WARN

The crewstation lighting is partially compat-

ible with the AN/AVS - 6 goggles. Illumina-

tion of the Master Caution Light may de-

MSTR

grade NVG operations.

CAUT

The warning/caution/advisory (WCA) system provides the

crewmembers with the status of all warnings, cautions, and

PILOT STATOPM

advisories via a master warning lighted pushbutton, a master

caution lighted pushbutton, the fire detect and extinguish pan-

el, UFD/EUFD messages, MPD messages, voice messages

MSTR

for warnings, and audio tones for cautions and advisories.

WARN

CAUT

The WCA system definition relates to aircraft systems and

not threat/survivability information. The basis for this distinc-

tion is the difference in the desired response between a WCA

CPG STATION

LBA0482

message and a threat warning. The WCA messages indicate

the need to take note of system malfunctions and take cor-

rective action if possible, while threat warnings do not indicate

Figure 2-128. Master Warning/Master Caution

this same need. Mission equipment related messages may

Lighted Buttons

be displayed on the optical relay tube (ORT) and IHADSS as

b. UFD/EUFD. Warnings are displayed in the top

required. The following paragraphs define and describe WCA

left area of the UFD/EUFD (fig 2-129 and 2-130). The

system operations.

UFD/EUFD is capable of displaying up to a maximum of

2.135.1 Warning Operations. A warning indicates the ex-

[

BLK 1

five] [_{BLK 2}

seven] warning messages simul-

istence of a hazardous condition requiring immediate correc-

taneously with up to 18 characters per message. Any pre-

tive action. Warning conditions are indicated by the MSTR

vious warning messages that have not been corrected will

WARN lighted pushbutton, the UFD/EUFD message in the

move down one line to allow the current message to be

warning display area, voice messages, and MPD format dis-

displayed on the top line. When a condition is corrected,

plays. For the engine and auxiliary power unit (APU) fire

the warning message will be removed from the UFD/

conditions, the fire detect/extinguish panel provides operator

EUFD. The format of a UFD/EUFD warning message is

indications. Section XVII, Table 2-13 lists all warning mes-

general heading first, specific location or subsystem next,

sages and associated descriptions. The associated emer-

then the nature of the emergency. As an example, in the

gency procedures for these warnings are established in

Engine 1 Out warning message (fig. 2-129), the general

Chapter 9.

heading is ENG, the specific location is 1, and the nature

a. MSTR WARN Lighted Button. The MSTR

of the emergency is OUT.

WARN lighted button (fig 2-128) alerts crewmembers to

observe a warning message displayed on the UFD/EUFD

and announced by the voice message system. The MSTR

ENG 1 OUT

WARN lighted button will flash “MSTR WARN” in NVIS

yellow at a 4Hz rate when a warning is detected. When

one crewmember depresses the flashing MSTR WARN

button, the voice message will be extinguished in both

crew stations. However, each crewmember is required to

depress the MSTR WARN lighted button in their respec-

LBA1815

tive crew station to acknowledge the warning condition,

and turn off the indicator light.

Figure 2-129. Up Front Display (UFD)

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-140

Change 2

TM 1-1520-251-10

length for cautions is limited to 18 characters. When a caution

condition is detected, the new caution message will be dis-

(Warnings)

(Cautions)

(Advisories)

played on the top line of the caution display section of the

UFD/EUFD. If more than [

BLK 1

five] [

BLK 2

seven]

caution messages have been detected, a DOWN arrow will

be displayed to the left of the last message displayed. The

operator may then use the VIEW rocker switch at the upper

LBA5204

left corner of the UFD/EUFD to scroll the display to additional

messages. Messages on the top line will shift off the display

Figure 2-130. Enhanced Up Front Display (EUFD)

and the next [

BLK 1

five] [

BLK 2

seven] messages will

c. Voice Messages. Warning annunciations are ac-

be displayed in the viewing area. The list will continue to

companied by a voice message given through the aircrew

move in this manner if the VIEW switch is held down continu-

headset. Verbiage of the voice messages are listed in Table

ously for more than 2 seconds. When the end of the list is

2-13. A message is repeated until it is no longer active or the

reached, the list will stop moving. If the operator presses the

operator acknowledges the message by depressing the

VIEW switch twice quickly, the top of the list will be displayed.

MSTR WARN lighted button. At that time, if the voice mes-

c. MPD. Cautions and warnings are listed in the

sage has been given at least once, it will be silenced. If the

lower portion of the ENG page in a time sequenced list.

voice message has not been given once, it will be completed

Cautions (like warnings) will remain on the MPD list until

before the voice is stopped. Warning messages are given in

the situation is corrected.

the time of occurrence order. If more than one warning oc-

d. Caution Tones. A caution tone consisting of a

curs, they will alternate. A single acknowledgement of the

concurrent low then high frequency tone will sound for 1.5

MSTR WARN lighted button will extinguish multiple voice

seconds upon detection of a caution. The tone will repeat

messages, provided that each has been output through the

every 10 seconds until the operator acknowledges the

headset once.

caution or the situation is corrected. When the operator

d. MPD. For warnings, the current MPD display will au-

acknowledges the caution by depressing the illuminated

tomatically change to the ENG In-Flight page with the in-

MSTR CAUT button, the tone will stop.

formation needed by the operator to quickly assess the situa-

2.135.3 Advisory Operations. An advisory indicates

tion and take corrective action. For warnings, emergency

safe or normal configuration, condition, or performance,

procedures are given on the ENG In-Flight page if they have

operation of essential equipment, or attracts attention and

been loaded from the DTC, except for HIGH RTR and ENG

imparts information for routine action. Advisory conditions

CHOP.

are indicated by a message in the UFD/EUFD advisory

2.135.2 Caution Operations. A caution indicates the exis-

display area. Some advisory tones also play an

tence of an impending dangerous condition requiring atten-

associated tone or voice message. Table 2-15 lists all ad-

tion but not necessarily immediate action. Caution conditions

visory messages and associated descriptions. Chapter 9

are indicated by the MSTR CAUT lighted button, the UFD/

lists advisories and associated corrective actions if re-

EUFD caution display area, and a caution tone. Caution in-

quired.

dications for mission equipment may also be given on the

a. UFD/EUFD. Advisory message length is limited to

ORT or IHADSS. Caution conditions are indicated by the

18 characters. When an advisory occurs, it will be added to

MSTR CAUT lighted button (fig 2-128), the UFD/EUFD cau-

the advisory listing on the UFD/EUFD. If more than [

tion display area, and a caution tone. Chapter 9 lists all cau-

BLK 1

five] [

BLK 2

seven] advisory messages have

tions and associated corrective actions. Table 2-14 lists all

been detected, a DOWN arrow will be displayed to the left of

caution messages and associated descriptions.

the last message displayed. The crewmember may then use

a. MSTR CAUT Lighted Button. The MSTR CAUT

the VIEW rocker switch at the upper left corner of the UFD/

lighted button alerts crewmembers to observe a condition dis-

EUFD to scroll the display to additional messages. Messages

played on the UFD/EUFD caution display area. The MSTR

on the top line will shift off the display and the next [

BLK 1

CAUT lighted button will illuminate steadily in NVIS Green B

five] [

BLK 2

seven] messages will be displayed in the

when a caution condition is detected. The crewmember de-

viewing area. The list will continue to move in this manner if

presses the MSTR CAUT lighted button to acknowledge the

the VIEW switch is held down continuously for more than 2

caution. Each crewmember will be required to acknowledge

seconds. When the end of the list is reached, the list will stop

the MSTR CAUT in his crew station.

moving. If the operator presses the VIEW switch twice quick-

ly, the top of the list will be displayed.

b. UFD/EUFD. Caution messages are displayed in the

center area of the display. When a caution occurs, it will be

b. MPD. Advisory messages are displayed on the

displayed on the top line of the UFD/EUFD. The message

DMS Page and the WCA Page. The advisories are listed in

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-140.1

TM 1-1520-251-10

order of occurrence with the most recent indication being giv-

feedback regarding which system processor is currently

en on the top of the list. If more than one page of data is

acting as the primary. In addition, it provides a hard switch

available for display, PAGE buttons shall be displayed at the

for manual override to switch processors if the crewmem-

bottom bezel buttons (B2 and B3) and scroll both columns of

bers determine this is necessary. If the switch is placed in

the display at the same time. The dividing lines are drawn at

any position but AUTO, the system processors lose their

all times on these formats.

automatic switching capability. If the switch is not in the

AUTO position, the secondary SP cannot provide internal

c. Flight Controls Tone. The tone for advisories

health status updates to the primary SP.

currently used is a single mid-range frequency flight con-

trols tone. The tone is given once and will stop without any

NOTE

interaction required by crewmembers.

If crewmember manually selects SP1 or SP2

d. IDM Tone. A series of mid - range frequency

and the selected SP fails, the unselected SP

tones sounding similar to a ringing phone.

will not automatically become primary. The

e. Voice Messages. Voice messages are played

switch must be manually placed back into the

through the aircrew headset. The voice message is given

AUTO position (to allow automatic selection of

once and will stop without any interaction required by the

the healthiest SP) or into the other SP position

crew members.

(to force a switchover to the other SP).

2.136 DMS DEDICATED PANELS

PROCESSOR SELECT

2.136.1 FIRE Detection/Extinguish (DET/EXTG) Pan-

SP 1

el. Description and operation of the FIRE DET/EXTG

SP 1

AUTO

panel is in Section II of this chapter

SP 2

2.136.2 ZEROIZE Switch. Description and operation

of the ZEROIZE switch is in Chapter 3, Section II.

LBA0112

2.136.3 PROCESSOR SELECT Panel. The PROCES-

SOR SELECT panel (fig 2-128) gives the CPG lighted

Figure 2-128. PROCESSOR SELECT Panel

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-140.2

Change 2

TM 1-1520-251-10

Section XVII. WARNING/CAUTION/ADVISORY MESSAGES

2.137 WARNING MESSAGES

Warning messages are presented to crewmembers via

the UFD/EUFD and MPD Page formats. A listing of warn-

ings, cause for the warning, and applicable voice warning

is presented in table 2-13.

Table 2-13. Warning Messages

UFD TEXT

PARAMETER OR

MPD PAGE TEXT

VOICE MESSAGE

EUFD TEXT

FAULT

[

BLK 1

ENG CHOP]

Engine chop function

ENGINE CHOP

Engine chop.

[

BLK 2

ENGINE

has been activated.

CHOP]

Optical flame

ENGINE 1 FIRE

Engine one fire.

detectors in engine 1

have detected a fire.

[

BLK 1

ENG1 OUT]

Engines were running

ENGINE 1 OUT

Engine one out.

[

BLK 2

ENGINE 1

and E1 NG < 63%

OUT]

(throttle not in OFF),

or E1 NP < 94%

(throttle in FLY,

TORQUE

< 28%).

[

BLK 1

ENG2 OUT]

Engines were running

ENGINE 2 OUT

Engine two out.

[

BLK 2

ENGINE 2

and E2 NG < 63%

OUT]

(throttle not in OFF),

or E2 NP < 94%

(throttle in FLY,

TORQUE

< 28%).

[

BLK 1

ENG1 OVSP]

E1 NP > 114% and E1

ENGINE 1 OVERSPEED

Engine one overspeed.

[

BLK 2

ENGINE 1

N_G

OVERSPEED]

> 52%.

Optical flame

ENGINE 2 FIRE

Engine two fire.

detectors in engine 2

have detected a fire.

[

BLK 1

ENG2 OVSP]

E2 NP > 114% and E2

ENGINE 2 OVERSPEED

Engine two overspeed.

[

BLK 2

ENGINE 2

N_G

OVERSPEED]

> 52%.

Optical flame

APU FIRE

APU fire.

detectors in the APU

have detected a fire.

[

BLK 1

HIGH RTR]

N_R > 105%.

HIGH ROTOR RPM

Rotor RPM high.

[

BLK 2

HIGH ROTOR

RPM]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 3

2-141

TM 1-1520-251-10

2.138 CAUTION MESSAGES

and cause for the Caution and Caution tone, is presented

in Table 2-14.

Caution messages are presented to crewmembers via the

UFD/EUFD and MPD Page formats. A listing of Cautions,

Table 2-14. Caution Messages

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

CAUTION

EUFD TEXT

TONE

[

BLK 1

ENG1 CHIPS]

Metallic chips have been detected in engine

ENGINE 1 CHIPS

YES

[

BLK 2

ENGINE 1 CHIPS]

[

BLK 1

ENG2 CHIPS]

Metallic chips have been detected in engine

ENGINE 2 CHIPS

YES

[

BLK 2

ENGINE 2 CHIPS]

[

BLK 1

ENG1 FUEL PSI]

Engine 1 fuel psi has been detected t

8 psi.

[

BLK 1

ENG 1

YES

[

BLK 2

ENGINE 1 FUEL

FUEL PSI LOW]

PSI LOW]

[

BLK 2

ENGINE 1

FUEL PSI LOW]

[

BLK 1

ENG2 FUEL PSI]

Engine 2 fuel psi has been detected t

8 psi.

[

BLK 1

ENG 2

YES

[

BLK 2

ENGINE 2 FUEL

FUEL PSI LOW]

PSI LOW]

[

BLK 2

ENGINE 2

FUEL PSI LOW]

[

BLK 1

ENG1 OIL PSI]

Engine 1 oil psi has been detected <23psi.

[

BLK 1

ENG 1

YES

[

BLK 2

ENGINE 1 OIL PSI

OIL PSI LOW]

LOW]

[

BLK 2

ENGINE 1

OIL PSI LOW]

[

BLK 1

ENG2 OIL PSI]

Engine 2 oil psi has been detected <23psi.

[

BLK 1

ENG 2

YES

[

BLK 2

ENGINE 2 OIL PSI

OIL PSI LOW]

LOW]

[

BLK 2

ENGINE 2

OIL PSI LOW]

[

BLK 1

OIL 1 BYPASS]

Engine 1 oil filter is bypass condition, positive

ENG 1 OIL BYPASS

YES

[

BLK 2

ENG 1 OIL

engine 1 run status, Message displayed at

BYPASS]

60- 80 psid; impending bypass (no message)

at 44 - 60 psid.

[

BLK 1

OIL 2 BYPASS]

Engine 2 oil filter is bypass condition, positive

ENG 2 OIL BYPASS

YES

[

BLK 2

ENG 2 OIL

engine 2 run status, Message displayed at

BYPASS]

60- 80 psid; impending bypass (no message)

at 44 - 60 psid.

APU ON

APU is ON, aircraft is in the air.

APU ON

YES

[

BLK 1

ACC OIL PSI]

Accessory pump oil psi has been detected as

ACC OIL PSI LOW

YES

[

BLK 2

ACC OIL PSI

LOW]

< 28 ± 2 psi; NR u

10%.

[

BLK 1

GRBX TEMP]

Intermediate or T/R gearbox temperature has

GEARBOX TEMP

YES

[

BLK 2

GEARBOX TEMP

been detected as hot by the thermal alarm

HIGH

HIGH]

unit (285 ± 5° F).

[

BLK 1

GRBX VIB]

Intermediate or T/R gearbox has been

GEARBOX

YES

[

BLK 2

GEARBOX

detected with excessive vibrations.

VIBRATION

VIBRATION]

[

BLK 1

GRBX1 CHIPS]

Metallic chips have been detected in NGB 1.

GEARBOX 1 CHIPS

YES

[

BLK 2

GEARBOX 1

CHIPS]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-143

TM 1-1520-251-10

Table 2-14. Caution Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

CAUTION

EUFD TEXT

TONE

[

BLK 1

GRBX2 CHIPS]

Metallic chips have been detected in NGB 2.

GEARBOX 2 CHIPS

YES

[

BLK 2

GEARBOX 2

CHIPS]

[

BLK 1

GRBX1 OIL HOT]

NGB 1 oil temperature has been detected as

GEARBOX 1 OIL HOT

YES

[

BLK 2

GEARBOX 1 OIL

hot by the thermal sensing switch

HOT]

(140 ± 5.5°C).

[

BLK 1

GRBX2 OIL HOT]

NGB 2 oil temperature has been detected as

GEARBOX 2 OIL HOT

YES

[

BLK 2

GEARBOX 2 OIL

hot by the thermal sensing switch

HOT]

(140 ± 5.5°C).

[

BLK 1

GRBX1 OIL PSI]

NGB 1 oil psi has been detected < 28 "

2 psi;

GRBX 1 OIL PSI LOW

YES

[

BLK 2

GRBX 1 OIL PSI

(NR u

65%, N_G > 52%) for 30 seconds.

LOW]

[

BLK 1

GRBX2 OIL PSI]

NGB 2 oil psi has been detected < 28 "

2 psi;

GRBX 2 OIL PSI LOW

YES

[

BLK 2

GRBX 2 OIL PSI

(NR u

65%, N_G > 52%) for 30 seconds.

LOW]

[

BLK 1

XMSN CHIPS]

Metallic chips have been detected in XMSN.

MAIN XMSN CHIPS

YES

[

BLK 2

MAIN XMSN

CHIPS]

[

BLK 1

XMSN1 OIL HOT]

MN XMSN1 oil temperature has been

XMSN 1 OIL HOT

YES

[

BLK 2

XMSN 1 OIL HOT]

detected as hot by the thermal sensing switch

(140 ± 5.5°C).

[

BLK 1

XMSN2 OIL HOT]

MN XMSN2 oil temperature has been

XMSN 2 OIL HOT

YES

[

BLK 2

XMSN 2 OIL HOT]

detected as hot by the thermal sensing switch

(140 ± 5.5°C).

[

BLK 1

XMSN1 OIL PSI]

MN XMSN1 oil psi has been detected <28 ±

XMSN 1 OIL PSI LOW

YES

[

BLK 2

XMSN 1 OIL PSI

2psi; (NR > 65%, N_G > 52% for 30 seconds.

LOW]

[

BLK 1

XMSN2 OIL PSI]

MN XMSN2 oil psi has been detected <28 ±

XMSN 2 OIL PSI LOW

YES

[

BLK 2

XMSN 2 OIL PSI

2psi; (NR > 65%, N_G > 52% for 30 seconds

LOW]

[

BLK 1

GEN1 FAIL]

Generator 1 detected as failed.

GENERATOR 1 FAIL

YES

[

BLK 2

GENERATOR 1

FAIL]

[

BLK 1

GEN2 FAIL]

Generator 2 detected as failed.

GENERATOR 2 FAIL

YES

[

BLK 2

GENERATOR 2

FAIL]

[

BLK 1

BOOST PUMP]

Boost pump was commanded ON and has

[

BLK 1

BOOST

YES

[

BLK 2

BOOST PUMP

been detected as being OFF.

PUMP FAILURE]

FAIL]

[

BLK 2

BOOST

PUMP FAIL]

[

BLK 1

FUEL XFER]

At least one of the following has been

[

BLK 1

FUEL XFER

YES

[

BLK 2

FUEL XFER FAIL]

detected as failed: 1) Forward cell fuel shutoff

FAILURE]

valve; 2) Aft cell fuel shutoff valve; 3) transfer

[

BLK 2

FUEL XFER

air valve; or 4) transfer fuel pump.

FAIL]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-144

Change 4

TM 1-1520-251-10

Table 2-14. Caution Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

CAUTION

EUFD TEXT

TONE

[

BLK 1

FWD FUEL LOW]

FWD fuel cell level less than 240 lbs or low

FORWARD FUEL

YES

[

BLK 2

FORWARD FUEL

level switch activation.

LOW

LOW]

AFT FUEL LOW

AFT fuel cell level less than 260 lbs or low

AFT FUEL LOW

YES

level switch activation.

[

BLK 1

REFUEL VALVE]

Refuel valve detected as open.

REFUEL VALVE

YES

[

BLK 2

REFUEL VALVE

OPEN

OPEN]

[

BLK 1

XFEED1 VALVE]

Engine 1 crossfeed valve commanded to

XFEED 1 VALVE FAIL

YES

[

BLK 2

XFEED 1 VALVE

move and the valve did not go to the

FAIL]

commanded position.

[

BLK 1

XFEED2 VALVE]

Engine 2 crossfeed valve commanded to

XFEED 2 VALVE FAIL

YES

[

BLK 2

XFEED 2 VALVE

move and the valve did not go to the

FAIL]

commanded position.

[

BLK 1

FUEL 1 BYPASS]

Engine 1 fuel filter clogged and has

ENG 1 FUEL BYPASS

YES

[

BLK 2

ENG 1 FUEL

bypassed.

BYPASS]

[

BLK 1

FUEL 2 BYPASS]

Engine 2 fuel filter clogged and has

ENG 2 FUEL BYPASS

YES

[

BLK 2

ENG 2 FUEL

bypassed.

BYPASS]

[

BLK 1

PRI HYD LVL]

PRI hydraulic fluid level detected as low;

PRI HYD LEVEL LOW

YES

[

BLK 2

PRI HYD LEVEL

1.5 c.i.

LOW]

[

BLK 1

PRI HYD PSI]

Primary hydraulic PSI < 1250 psi.

PRI HYD PSI LOW

YES

[

BLK 2

PRI HYD PSI LOW]

[

BLK 1

UTIL HYD LVL]

UTIL hydraulic fluid level detected as low;

UTIL HYD LEVEL

YES

[

BLK 2

UTIL HYD LEVEL

7 c.i.

LOW

LOW]

[

BLK 1

UTIL HYD PSI]

Utility hydraulic PSI < 1250 psi.

UTIL HYD PSI LOW

YES

[

BLK 2

UTIL HYD PSI

LOW]

PRI HYD BYP

PRI hydraulic return system indicates a “dirty

PRI HYD BYP

YES

filter” impending bypass condition (based on

NR >10% or PTO clutch engagement).

Pressure delta of >70 psi; bypass is at 100 ±

15 psid.

UTIL HYD BYP

UTIL hydraulic return system indicates a

UTIL HYD BYP

YES

“dirty filter” impending bypass condition

(based on NR >10% or PTO clutch

engagement). Pressure delta of >70 psi;

bypass is at 100 ± 15 psid.

[

BLK 1

RTR BRK ON/LK]

Rotor brake is ON; at least one power lever is

ROTOR BRAKE

YES

[

BLK 2

ROTOR BRAKE

NOT OFF.

ON/LK

ON/LK]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-145

TM 1-1520-251-10

Table 2-14. Caution Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

CAUTION

EUFD TEXT

TONE

[

BLK 1

RECT1 FAIL]

Transformer/rectifier 1 detected as failed.

RECTIFIER 1 FAIL

YES

[

BLK 2

RECTIFIER 1 FAIL]

[

BLK 1

RECT2 FAIL]

Transformer/rectifier 2 detected as failed.

RECTIFIER 2 FAIL

YES

[

BLK 2

RECTIFIER 2 FAIL]

RJAM FAIL

Radar jammer is in the operate mode and

RJAM FAIL

YES

detected as failed.

IRJAM FAIL

IR jammer is ON and detected as failed.

IRJAM FAIL

YES

MODE4

XPNDR mode 4 not operating: 1) valid mode

MODE4 CAUTION

YES

CAUTION

4 key not loaded; 2) XPNDR “zeroed”; 3)

XPNDR detected as failed during BIT; or 4) a

compatible mode 4 interrogation received but

no reply transmitted.

[

BLK 1

ENG1 A - ICE]

Engine 1 anti-ice system detected as failed.

ENG 1 A-ICE FAIL

YES

[

BLK 2

ENG 1 A - ICE FAIL]

[

BLK 1

ENG2 A - ICE]

Engine 2 anti-ice system detected as failed.

ENG 2 A-ICE FAIL

YES

[

BLK 2

ENG 2 A - ICE FAIL]

[

BLK 1

CANOPY A - ICE]

The canopy Anti - Ice system is on and has

CANOPY A - ICE FAIL

YES

[

BLK 2

CANOPY A - ICE

been detected as failed.

FAIL]

ICING SEVERE

Severe icing conditions have been detected.

ICING SEVERE

YES

ECS FWD FAIL

ECS ON for 4 minutes; compressor and/or

ECS FWD FAIL

YES

condenser detected as disabled, or ECS 1

MUX is not available.

ECS AFT FAIL

ECS ON for 2 minutes; compressor and/or

ECS AFT FAIL

YES

condenser detected as disabled, or ECS 2

MUX is not available.

ECS FAIL

Both ECS FWD FAIL and ECS AFT FAIL are

ECS FAIL

YES

set.

[

BLK 1

FMC DISENG]

FMC has disengaged in one or more axes if

FMC DISENGAGED

YES

[

BLK 2

FMC DISEN-

all the following are true: 1) any of the SCAS

GAGED]

axes are failed or OFF; and 2) the aircraft is

airborne or NR >90%.

FMC FAIL

The FMC has been detected as failed.

FMC FAIL

YES

[

BLK 1

STAB FAIL]

System processor detects failure in both

AUTO/MAN STAB

YES

[

BLK 2

AUTO/MAN STAB

automatic and manual stabilator mode.

FAIL

FAIL]

[

BLK 1

MAG TRIM OFF]

Magnetic force trim detected as OFF.

MAG FORCE TRIM

YES

[

BLK 2

MAG FORCE TRIM

OFF

OFF]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-146

Change 2

TM 1-1520-251-10

Table 2-14. Caution Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

CAUTION

EUFD TEXT

TONE

[

BLK 2

PASSWORD RE

This caution will inform the crew that the

PASSWORD RE

YES

ENTER]

auto - login attempt in response to a

ENTER

re - authenticate request by Security Officer

failed and therefore, they need to manually

enter on the KU the username/password TI

[

BLK 2

MSN DATA IN-

No connection to FCL and invalid Mission

MSN DATA INVALID

YES

VALID]

Data.

[

BLK 2

TI-IDM DISABLE]

The IDM EBC OFP has been physically

TI-IDM DISABLE

YES

destroyed by either a Tactical Internet (TI)

security administrator, following an improper

challenge of the login password, or by a

cyber-warfare saboteur/attack.

[

BLK 2

LEFT MPD STALE]

The graphics and video on a display is not

CIPM1 STALE FAIL

YES

current. The display contains the repeated

video that is not updating. The MPD bezel

buttons may not respond.

[

BLK 2

RIGHT MPD

The graphics and video on a display is not

CIPM2 STALE FAIL

YES

STALE]

current. The display contains the repeated

video that is not updating. The MPD bezel

buttons may not respond.

[

BLK 2

IHADSS/ORT

The graphics and video on a display is not

MIPM STALE FAIL

YES

STALE]

current. The display contains the repeated

video that is not updating. The MPD bezel

buttons may not respond.

NOTE: With any BUCS ON Caution, an FMC DISENG message will be displayed

BUCS ON

The BUCS is engaged (FMC cannot

BUCS ON

YES

determine axes or crewstation)

[

BLK 1

BUCS ON PILOT

The BUCS is engaged in one or more axes

BUCS ON PLT PITCH

YES

BLK 2

(Jam or Severance).

[

BUCS ON PLT

PITCH]

[

BLK 1

BUCS ON PILOT

The BUCS is engaged in one or more axes

BUCS ON PLT ROLL

YES

BLK 2

(Jam or Severance).

[

BUCS ON PLT

ROLL]

[

BLK 1

BUCS ON PILOT

The BUCS is engaged in one or more axes

BUCS ON PLT YAW

YES

BLK 2

(Jam or Severance).

[

BUCS ON PLT

YAW]

BLK 1

BUCS ON PILOT

The BUCS is engaged in one or more axes

BUCS ON PLT COLL

YES

BLK 2

(Jam or Severance).

[

BUCS ON PLT

COLL]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 4

2-146.1

TM 1-1520-251-10

2.139 ADVISORY MESSAGES

ries, and cause for the Advisory and Advisory tone, is

presented in Table 2-15.

Advisory messages are presented to crewmembers via the

UFD/EUFD and MPD Page formats. A listing of Adviso-

Table 2-15. Advisory Messages

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

AUTO STAB]

Automatic stabilator mode has failed.

[

BLK 1

AUTO STAB

[

BLK 2

AUTO STAB

FAILURE]

FAIL]

[

BLK 2

AUTO STAB

FAIL]

[

BLK 1

MAN STAB ON]

Manual stabilator mode selected; AUTO

MANUAL STAB ON

[

BLK 2

MANUAL STAB

mode operational.

ON]

[

BLK 1

RTR BRK ON]

Rotor brake is ON and both PCLs OFF.

ROTOR BRAKE ON

[

BLK 2

ROTOR BRAKE

ON]

[

BLK 1

FWD FAB HOT]

ECS1 EFAB left supply air temperature

FWD LFAB HOT

[

BLK 2

FWD LFAB HOT]

sensor output > 80° for 5 seconds

continuous, with aircraft power available for

at least ten minutes, and squat switch status

= AIR or GROUND.

[

BLK 1

FWD FAB HOT]

ECS1 EFAB right supply air temperature

FWD RFAB HOT

[

BLK 2

FWD RFAB HOT]

sensor output > 80° for 5 seconds

continuous, with aircraft power available for

at least ten minutes, and squat switch status

= AIR or GROUND.

[

BLK 1

AFT FAB HOT]

ECS2 EFAB left supply air temperature

AFT LFAB HOT

[

BLK 2

AFT LFAB HOT]

sensor output > 80° for 5 seconds

continuous, with aircraft power available for

at least ten minutes, and squat switch status

= AIR or GROUND.

[

BLK 1

AFT FAB HOT]

ECS2 EFAB right supply air temperature

AFT RFAB HOT

[

BLK 2

AFT RFAB HOT]

sensor output > 80° for 5 seconds

continuous, with aircraft power available for

at least ten minutes, and squat switch status

= AIR or GROUND.

[

BLK 1

ECS DGR FWD]

Advisory is set when any of the following

ECS DEGRADED FWD

[

BLK 2

ECS

FAIL indications are set: DCU, CMP, L OR R

DEGRADED FWD]

EFAB FAN, CPG FAN, CPG TCV, CND

FANS or APS FAN.

[

BLK 1

ECS DGR AFT]

Advisory is set when any of the following

ECS DEGRADED AFT

[

BLK 2

ECS

FAIL indications are set: DCU, CMP, L OR R

DEGRADED AFT]

EFAB FAN, CPG FAN, CPG TCV, CND

FANs or APS FAN.

EFABS HOT

SP sets EFAB HOT RH/LH when any of the

EFABS HOT

following two are set: EFAB HOT LH FWD;

EFAB HOT RH FWD; EFAB HOT RH AFT;

or EFAB HOT LH AFT.

(2-147 blank)/2-148

Change 4

TM 1-1520-251-10

Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

EFABS HOT

SP sets EFAB HOT RH/LH when any of the

EFABS HOT

following two are set: EFAB HOT LH FWD;

EFAB HOT RH FWD; EFAB HOT RH AFT;

or EFAB HOT LH AFT.

ECS OFF

SP sets ECS OFF advisory to the DP when

ECS OFF

ECS MODE = OFF.

[

BLK 1

ECS DGR]

When both ECS1 DEGR and ECS2 DEGR

ECS DEGRADED

[

BLK 2

ECS

are set, the SP sets ECS DEGRADED

DEGRADED]

advisory instead.

[

BLK 1

EXT PWR]

EXT PWR access door detected as open.

EXT PWR DOOR OPEN

[

BLK 2

EXT PWR DOOR

OPEN]

BATTERY

Battery detected as failed.

BATTERY

CHARGER

Battery charger detected as failed.

CHARGER

[

BLK 1

ACCUM PSI]

Hydraulic accumulator oil psi detected as

ACCUM OIL PRES LO

[

BLK 2

ACCUM OIL

being < 1250.

PRESS LO]

[

BLK 1

ENG1 PWR]

Engine 1 emergency backup power detected

ENGINE 1 PWR FAIL

[

BLK 2

ENGINE 1 PWR

as failed; monitored when positive engine 1

FAIL]

run status is received.

[

BLK 1

ENG2 PWR]

Engine 2 emergency backup power detected

ENGINE 2 PWR FAIL

[

BLK 2

ENGINE 2 PWR

as failed; monitored when positive engine 2

FAIL]

run status is received.

[

BLK 1

ENG1 PWR OK]

Engine 1 emergency backup power

ENGINE 1 POWER OK

[

BLK 2

ENGINE 1

available (displayed during Eng 1 OVSP

POWER OK]

circuit B test).

[

BLK 1

ENG2 PWR OK]

Engine 2 emergency backup power

ENGINE 2 POWER OK

[

BLK 2

ENGINE 2

available (displayed during Eng 2 OVSP

POWER OK]

circuit B test).

[

BLK 1

IGN1 ON]

Engine 1 ignition is on after being

[

BLK 1

IGN 1

[

BLK 2

IGN 1 FAILED

commanded OFF. System monitors for

FAILURE ON]

ON]

ignition fail when start sequence is

[

BLK 2

IGN 1 FAILED

ON]

complete.

[

BLK 1

IGN2 ON]

Engine 2 ignition is on after being

[

BLK 1

IGN 2

[

BLK 2

IGN 2 FAILED

commanded OFF. System monitors for

FAILURE ON]

ON]

ignition fail when start sequence is

[

BLK 2

IGN 2 FAILED

ON]

complete.

[

BLK 1

ENG1 START]

NO. 1 ENG START switch in START.

ENGINE 1 START

[

BLK 2

ENGINE 1

START]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

ENG2 START]

NO. 2 ENG START switch in START.

ENGINE 2 START

[

BLK 2

ENGINE 2

START]

[

BLK 1

ENG 1 ORIDE]

NO. 1 ENG START switch in IGN ORIDE

ENG1 OVERRIDE

[

BLK 2

ENG1

position.

OVERRIDE]

[

BLK 1

ENG 2 ORIDE]

NO. 2 ENG START switch in IGN ORIDE

ENG2 OVERRIDE

[

BLK 2

ENG2

position.

OVERRIDE]

ATS1 HANG

Turbine starter #1 did not drop out at 52%

ATS1 HANG

N_G; it is engaged and N_G is >

68% and

increasing.

ATS2 HANG

Turbine starter #2 did not drop out at 52%

ATS2 HANG

N_G; it is engaged and N_G is >

68% and

increasing.

CANOPY OPEN

The canopy has been detected as open.

CANOPY OPEN

[

BLK 1

ICING]

Ice forming (trace, light or moderate)

ICING DETECTED

[

BLK 2

ICING

condition detected.

DETECTED]

ANTI-ICE ON

At least one of the anti-ice systems has

ANTI-ICE ON

been commanded ON (automatically or

manually); ENG 1 or 2, sensors, air speed or

canopy.

AICE MAN

Anti-ice system automatic mode has failed

AICE MAN

and has been commanded to the manual

position.

[

BLK 1

EXT1 EMPTY]

External fuel tank 1 detected as empty;

EXTERNAL 1 EMPTY

[

BLK 2

EXTERNAL 1

monitored when generator power is applied.

EMPTY]

[

BLK 1

EXT2 EMPTY]

External fuel tank 2 detected as empty;

EXTERNAL 2 EMPTY

[

BLK 2

EXTERNAL 2

monitored when generator power is applied.

EMPTY]

[

BLK 1

EXT3 EMPTY]

External fuel tank 3 detected as empty;

EXTERNAL 3 EMPTY

[

BLK 2

EXTERNAL 3

monitored when generator power is applied.

EMPTY]

[

BLK 1

EXT4 EMPTY]

External fuel tank 4 detected as empty;

EXTERNAL 4 EMPTY

[

BLK 2

EXTERNAL 4

monitored when generator power is applied.

EMPTY]

[

BLK 1

L EXT XFER]

Left ext fuel transfer commanded ON and

L EXT XFER FAIL

[

BLK 2

L EXT XFER

detected as failed.

FAIL]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-150

Change 2

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

R EXT XFER]

Right ext fuel transfer commanded ON and

R EXT XFER FAIL

[

BLK 2

R EXT XFER

detected as failed.

FAIL]

[

BLK 1

FUEL P SNSR]

Ten seconds after initial battery power

#1 FUEL SNSR FAIL

[

BLK 2

#1 FUEL SNSR

powerup, the SP did not sense the expected

FAIL]

low pressure fuel sensor state.

[

BLK 1

FUEL P SNSR]

Ten seconds after initial battery power

#2 FUEL SNSR FAIL

[

BLK 2

#2 FUEL SNSR

powerup, the SP did not sense the expected

FAIL]

low pressure fuel sensor state.

FCR FAULT

In the Ground Targeting Mode (GTM) only,

FCR FAULT

selecting the reserved terrain selection

enables a Moving Target Indication (MTI)

only mode in the FCR P8 software load and

subsequent. The Stationary Target Indicator

(STI) target detection process is disabled.

This selection will cause an FCR fault

message on the UFD/EUFD and an FCR

STI FAIL indication on the DMS page.

RFI FAULT

RFI subsystem fault detected.

RFI FAULT

[

BLK 1

FALLBACK]

CIU fallback mode commanded ON (ICS hot

CIU FALLBACK

[

BLK 2

CIU

mic, and one radio per crewstation

FALLBACK]

selected).

[

BLK 1

GO FALLBACK]

CIU fallback mode should be commanded

GO CIU FALLBACK

[

BLK 2

GO CIU

ON (ICS hot mic, and one radio per

FALLBACK]

crewstation selected).

FM1 CUE

FM1 radio has received a transmission on

FM1 CUE

the designated cue frequency.

FM2 CUE

FM2 radio has received a transmission on

FM2 CUE

the designated cue frequency.

[

BLK 1

RDR JAM ON]

Radar jammer actively jamming.

RADAR JAMMER ON

[

BLK 2

RADAR

JAMMER ON]

RJAM FAIL

Radar jammer in STBY mode and detected

RJAM FAIL

failed.

[

BLK 1

MODE4 REPLY]

XPNDR mode 4 replying to XPNDR mode 4

IFF MODE4 REPLY

[

BLK 2

IFF MODE4

interrogation.

REPLY]

[

BLK 1

BLD AIR OFF]

Engines 1 and 2 bleed air sources have

BLEED AIR OFF

[

BLK 2

BLEED AIR OFF]

been manually shut off.

[

BLK 1

BLD AIR HOT]

A bleed air overtemperture detected > 490

BLEED AIR HOT

[

BLK 2

BLEED AIR HOT]

°F.

[

BLK 1

BLD AIR1]

Engine 1 bleed air primary shutoff valve

ENG1 BLD AIR FAIL

[

BLK 2

ENG1 BLD AIR

failed to move to commanded position.

FAIL]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 3

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

BLD AIR2]

Engine 2 bleed air primary shutoff valve

ENG2 BLD AIR FAIL

[

BLK 2

ENG2 BLD AIR

failed to move to commanded position.

FAIL]

[

BLK 1

UPDT POSN]

NAV system detects update to present

UPDATE POSITION

[

BLK 2

UPDATE

position is required (primary INU position

POSITION]

error greater than 1.85 km).

[

BLK 1

UPDT HDG]

NAV system detects update to magnetic

UPDATE HEADING

[

BLK 2

UPDATE

heading is required (primary INU heading

HEADING]

error greater than 10°).

[

BLK 1

WPT APRCH]

ETA to next waypoint ONE minute; remains

WPT APPROACHING

[

BLK 2

WPT

on until TSD page displayed in either

APPROACHING]

crewstation or waypoint passed.

[

BLK 1

WPT PASSED]

Active waypoint passed. Remains on until

WAYPOINT PASSED

[

BLK 2

WAYPOINT

TSD page displayed in either crewstation or

PASSED]

for one minute.

NAV FAULT

Navigation subsystem fault detected (GPS,

NAV FAULT

Doppler, or INU fail).

[

BLK 1

INU SEA TYP]

INU ALIGN SEA selected with no sea

INU SEA TYPE

[

BLK 2

INU SEA TYPE]

alignment data in memory.

[

BLK 1

INU 1 BRST]

Primary SP has no INU 1 boresight data in

ENTR INU 1 BRST

[

BLK 2

ENTER INU 1

memory.

BRST]

[

BLK 1

INU 2 BRST]

Primary SP has no INU 2 boresight data in

ENTR INU 2 BRST

[

BLK 2

ENTER INU 2

memory.

BRST]

[

BLK 1

ATT HOLD]

Attitude Hold is engaged. Upon

ATTITUDE HOLD

Flight

[

BLK 2

ATTITUDE HOLD]

disengagement, advisory tone comes ON.

control

tone

[

BLK 1

ATTHLD FAIL]

Attitude/Hover hold failed.

ATTITUD HOLD FAIL

Flight

[

BLK 2

ATTITUD HOLD

control

FAIL]

tone

[

BLK 1

RAD HOLD]

Radar altimeter altitude hold is engaged.

RAD ALT HOLD

Flight

[

BLK 2

RAD ALT HOLD]

Upon disengagement, advisory tone comes

control

ON.

tone

[

BLK 1

RADHLD FAIL]

Radar Alt Hold has failed

RAD ALT HOLD FAIL

Flight

[

BLK 2

RAD ALT HOLD

control

FAIL]

tone

[

BLK 1

BAR H0LD]

Barometric Hold is engaged. Upon

BAR ALT HOLD

Flight

[

BLK 2

BAR ALT HOLD]

disengagement, advisory tone comes ON.

control

tone

[

BLK 1

BARHLD FAIL]

Barometric altitude hold failed. Upon

BAR ALT HOLD FAIL

Flight

[

BLK 2

BAR ALT HOLD

disengagement, advisory tone comes ON.

control

FAIL]

tone

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-152

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

HOVER DRIFT

Hover drift > 48 ft detected.

HOVER DRIFT

Flight

control

tone

[

BLK 1

ALT DRIFT]

Significant deviation from reference altitude

ALTITUDE DRIFT

Flight

[

BLK 2

ALTITUDE

(Baro 100 ft deviation; Radar >1400 ft, 100 ft

control

DRIFT]

deviation; Under 1400 ft deviation is linear: 5

tone

ft at 10 ft AGL to 100 ft at 1400 ft).

[

BLK 1

SAS SATURAT]

SP has set a SAS saturated true state

SAS SATURATED

Flight

[

BLK 2

SAS

condition if the true state has not been set in

control

SATURATED]

the previous 3 seconds when: 1) pitch, roll,

tone

or collective is saturated u

1 second; or

yaw u

5 seconds.

MPD HOT

The MPD has detected it has components

MPD HOT

which have overheated. MPD performance

is degraded and may fail if the situation

continues.

WPT/HZD

IDM has received a single waypoint and

WPT/HZD

hazard.

CTRLM

IDM has received a single control measure.

CTRLM

TGT/THRT

IDM has received a single target/threat.

TGT/THRT

IDM tone

[

BLK 1

FCR TGT RPT]

IDM has received a FCR target(s) report.

IDM tone

[

BLK 1

FCR TGT

[

BLK 2

FCR TGT

RPT]

REPORT]

[

BLK 2

FCR TGT

REPORT]

[

BLK 1

BDA RPT]

IDM has received a BDA report.

BDA REPORT

IDM tone

[

BLK 2

BDA REPORT]

PF ZONE

IDM has received a priority fire zone.

PF ZONE

IDM tone

NF ZONE

IDM has received a no fire zone.

NF ZONE

IDM tone

RFHO

IDM has received a single RF handover

RFHO

IDM tone

target file.

[

BLK 1

ATHS TABLE]

ATHS TABLE authentication codes detected

ATHS TABLE LOW

[

BLK 2

ATHS TABLE

as low.

LOW]

[

BLK 1

ATHS MSG]

IDM has received an ATHS formatted

ATHS MESSAGE

[

BLK 2

ATHS MESSAGE]

message.

[

BLK 1

XMIT NAK VH]

At least one of the receiving IDM or ATHS

XMIT NAK VHF

[

BLK 2

XMIT NAK VHF]

subscribers within the team (or for zone

messages, within the zone) did not respond

to the transmission on the VHF radio with an

acknowledge.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

XMIT NAK UH]

At least one of the receiving IDM or ATHS

XMIT NAK UHF

[

BLK 2

XMIT NAK UHF]

subscribers within the team (or for zone

messages, within the zone) did not respond

to the transmission on the UHF radio with an

acknowledge.

[

BLK 1

XMIT NAK F1]

At least one of the receiving IDM or ATHS

XMIT NAK FM1

[

BLK 2

XMIT NAK FM1]

subscribers within the team (or for zone

messages, within the zone) did not respond

to the transmission on the FM1 radio with an

acknowledge.

[

BLK 1

XMIT NAK F2]

At least one of the receiving IDM or ATHS

XMIT NAK FM2

[

BLK 2

XMIT NAK FM2]

subscribers within the team (or for zone

messages, within the zone) did not respond

to the transmission on the FM2 radio with an

acknowledge.

[

BLK 1

IDM MSG]

IDM has received notification that all

ALL IDM/SOI

IDM/SOI data files will be received.

Individual advisory messages for each of the

files will be displayed as the IDM receives

each file separately.

[

BLK 1

IDM MSG]

IDM has received the first of two sections

SOI SUFFIX 1/2

(day 1) of the SOI suffix file.

[

BLK 1

IDM MSG]

IDM has received the second of two

SOI SUFFIX 2/2

sections (day 1) of the SOI suffix file.

[

BLK 1

IDM MSG]

IDM has received the complete waypoint

WPT/HZD FILE

[

BLK 2

IDM MESSAGE]

and hazard file.

[

BLK 1

IDM MSG]

IDM has received the complete route file.

ROUTE FILE

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM has received a free text message.

FREE TEXT

IDM TONE

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM has received notification that all mission

MISSION 1

[

BLK 2

IDM MESSAGE]

1 data files will be received. Advisory

messages for each of the files will be

displayed as the IDM receives each file

separately.

[

BLK 1

IDM MSG]

IDM has received notification that all mission

MISSION 2

[

BLK 2

IDM MESSAGE]

2 data files will be received. Advisory

messages for each of the files will be

displayed as the IDM receives each file

separately.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-154

Change 2

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

IDM MSG]

IDM has received notification that all current

[

BLK 1

CURR MIS-

[

BLK 2

IDM MESSAGE]

mission data files will be received. Individual

SION]

advisory messages for each of the files will

[

BLK 2

CURRENT

MISSION]

be displayed as the IDM receives each file

separately.

[

BLK 1

IDM MSG]

IDM has received the complete areas file.

AREAS FILE

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM has received the complete lines file.

LINES FILE

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM has received the complete control

CTRLM FILE

[

BLK 2

IDM MESSAGE]

measures file.

[

BLK 1

IDM MSG]

IDM has received the FCR priority scheme

FCR PRI SCHEME

[

BLK 2

IDM MESSAGE]

file.

[

BLK 1

IDM MSG]

IDM has received the TADS laser codes file.

LASER CODES

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM has received the complete target/threat

TGT/THRT FILE

IDM tone

[

BLK 2

IDM MESSAGE]

file.

[

BLK 1

IDM MSG]

IDM has received a single route file.

ROUTE

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM has received the first of three IDM data

IDM CONFIG 1/3

files, IDM configuration.

[

BLK 1

IDM MSG]

IDM has received the second of three IDM

NET MEMBRS 2/3

data files, IDM net members.

[

BLK 1

IDM MSG]

IDM has received the third of three IDM data

PRESETS 3/3

files, IDM presets.

[

BLK 1

IDM MSG]

IDM has received the SOI authentication

SOI AUTH

tables file.

[

BLK 1

IDM MSG]

IDM has received the SOI call signs and

SOI C/S & FREQ

frequencies file.

[

BLK 1

IDM MSG]

IDM has received the SOI call sign

SOI EXPND

expanders file.

[

BLK 2

IDM PASSWRD

When user successfully logs in to the TI

IDM PASSWRD

RESPNS]

Network following a reauthenicate request,

RESPNS

this advisory alerts them to the fact that the

IDM will transmit a message to the security

officer due to the successful login.

[

BLK 2

IDM SECURITY

If user fails three or more times attempting

IDM SECURITY MSG

MSG TX]

to login in the TI Network, this advises the

crew the IDM may tramsmit a message to

the security officer.

PP RESPONSE

IDM has responded to a query from another

PP RESPONSE

aircraft for present position data.

PF/NF ZONE

IDM has received a priority or no fire zone

PF/NF ZONE

IDM tone

file.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 4

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

PP RPT]

IDM has received a manually sent present

PP REPORT

[

BLK 2

PP REPORT]

position report.

[

BLK 1

BDA RESPONS]

IDM has responded to a query from another

BDA RESPONSE

[

BLK 2

BDA

aircraft for BDA data.

RESPONSE]

[

BLK 1

PP QUERY]

IDM has received a query from another

PP QUERY

aircraft for a Present Position report. This

query will be answered automatically by the

IDM; the message may not be presented for

a very long period of time.

[

BLK 2

PP QUERY]

IDM has received a query from another

PP QUERY

aircraft for a Present Position report. This

query will be answered automatically by the

IDM if the auto - response function is invoked

from the RPT page. In this event, the

message may not be presented for a very

long period of time.

[

BLK 1

BDA QUERY]

IDM has received a query from another

BDA QUERY

aircraft for BDA data. This query will be

answered automatically by the IDM; the

message may not be presented for a very

long period of time.

[

BLK 2

BDA QUERY]

IDM has received a query from another

BDA QUERY

aircraft for BDA data. This query will be

answered automatically by the IDM if the

auto - response functionis invokedfrom the

RPT page. In this event, the message may

not be presented for a very long period of

time.

PIM FAULT

The WP has determined that either Laser

PIM FAULT

Code Keywords are resident on the DTC,

but no PIM LEU is installed; or anomalies

exist in at least one of the following:

1) LEU

upload errors, 2) individual HF Launcher

upload errors.

[

BLK 1

LSR KEYWORD]

The WP has determined that one or more of

LASER KEYWORD

[

BLK 2

LASER

the Laser Code Keywords did not upload to

FAIL

KEYWORD FAIL

the WP due to a DTC/DTU anomaly.

[

BLK 1

TW UNLK SEL]

The tail wheel unlock position has been

TAIL WHL UNLK SEL

[

BLK 2

TAIL WHL UNLK

selected. (This advisory is only presented

SEL]

when the aircraft is on the ground.)

[

BLK 1

TW LOCK SEL]

The tail wheel lock position has been

TAIL WHL LOCK SEL

[

BLK 2

TAIL WHL LOCK

selected. (This advisory is only presented

SEL]

when the aircraft is on the ground.)

[

BLK 1

MDR MEM LOW]

The MDR memory is low and approaching

MDR MEMORY LOW

[

BLK 2

MDR MEMORY

full.

(This advisory is only presented when

LOW]

the aircraft is on the ground.)

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-156

Change 4

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

MDR FULL]

The MDR memory has been determined to

MDR MEMORY FULL

[

BLK 2

MDR MEMORY

be full. The MDR is recording in a degraded

FULL]

mode and some MDR maintenance data is

not available. This advisory is only

presented when the aircraft is on the

ground.

[

BLK 1

FMC DISENG]

The FMC has disengaged resulting from any

FMC DISENGAGED

[

BLK 2

FMC

of the SCAS channels being failed or off with

DISENGAGED]

a fully functional FMC and 1553 MUX Bus.

APU START

APU is in the start mode.

APU START

[

BLK 1

APU PWR ON]

APU ECU has power and APU is not ON;

APU POWER ON

[

BLK 2

APU POWER ON]

not yet > 95% speed.

APU ON

APU is ON and aircraft on ground; APU

APU ON

> 95% speed; monitored from APU start

sequence initiation.

APU STOP

APU is in the stop mode; momentarily

APU STOP

displayed when APU shutdown sequence

initiated.

APU FAIL

APU detected as failed; monitored from APU

[

BLK 1

APU

start sequence initiation.

FAILURE]

[

BLK 2

APU FAIL]

[

BLK 1

APU FUELVLV]

APU fuel shutoff valve failed to go to

[

BLK 2

APU FUEL

commanded position.

VALVE]

[

BLK 1

APU OVRSPD]

APU ECU has determined the gas generator

[

BLK 2

APU

has reached an overspeed condition.

OVERSPEED]

[

BLK 1

APU LO OILP]

APU ECU has determined the APU oil

[

BLK 2

APU LO OIL

pressure is below minimum operating value.

PRESS]

[

BLK 1

APU OVRTMP]

APU ECU has determined the APU

[

BLK 2

APU

temperature has reached an overtemperture

OVERTEMP]

condition.

[

BLK 1

APU OVRCUR]

APU ECU has determined the APU output

[

BLK 2

APU

current has reached an over current

OVERCURRENT]

condition

[

BLK 2

APU ECU FUEL]

During the APU start sequence, the SP

determined that the APU ECU did not

command the APU fuel solenoid at the

correct time. (See Fault 570.)

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

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Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

APU ECUSTRT]

SP has determined the APU ECU did not

[

BLK 2

APU ECU

command the APU starter at the correct

STARTER]

time.

[

BLK 1

APU ECU IGN]

SP has determined the APU ECU did not

[

BLK 2

APU ECU

command the APU igniter at the correct

IGNITOR]

time.

[

BLK 1

APU ECU PTO]

SP has determined the APU ECU did not

[

BLK 2

APU ECU PTO

command the APU PTO clutch at the correct

CLUTCH]

time.

[

BLK 1

APU ECUSTOP]

SP has determined the APU ECU did not

[

BLK 2

APU ECU STOP]

respond to an OFF command.

[

BLK 1

APU CMDFAIL]

SP has determined the APU ON discrete

[

BLK 2

APU COMMAND

indicates the incorrect state after completion

FAIL]

of an APU start or stop sequence.

[

BLK 1

APU RPMDECR]

APU RPM decreased by more than 30% of

[

BLK 2

APU RPM

the maximum RPM achieved during the

DECREASE]

APU start sequence.

[

BLK 1

APU NO IGN]

APU EGT temperature did not rise during

[

BLK 2

APU NO

the APU start sequence.

IGNITION]

[

BLK 1

APU EGT]

APU started successfully, however APU

[

BLK 2

APU EGT TEMP]

EGT temperature did not show a rise during

the APU start sequence.

APU OIL SW

Ten seconds after initial (battery power)

powerup, the SP did not sense the expected

APU low oil pressure sensor state.

ELC APU PTO

ELC 2 has lost control of load controller.

ELC APU ECU

ELC 2 has lost control of load controller.

[

BLK 1

ELC APUSTRT]

ELC 2 has lost control of load controller.

[

BLK 2

ELC APU

STARTER]

[

BLK 1

ELC APU BST]

ELC 2 has lost control of load controller.

[

BLK 2

ELC APU BOOST

PUMP]

[

BLK 1

ELC APUFUEL]

ELC 2 has lost control of load controller.

[

BLK 2

ELC APU FUEL

VALVE]

[

BLK 1

FUEL CHECK]

Indicates to the crew the fuel check

FUEL CHK COMPLETE

[

BLK 2

FUEL CHK

calculation is complete.

COMPLETE]

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-158

Change 2

TM 1-1520-251-10

Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

FARM RPT]

The IDM has received a manually sent

FARM REPORT

[

BLK 2

FARM REPORT]

Fuel/Ammunition/Rockets/Missiles (FARM)

status report.

FARM QUERY

The IDM has received a query from another

FARM QUERY

aircraft for a

Fuel/Ammunition/Rockets/Missiles (FARM)

report. This query will be automatically

answered by the IDM; the message may not

be presented for a very long period of time.

[

BLK 1

ATHS MSG]

The IDM has received an ATHS formatted

[

BLK 1

ATHS MSG]

[

BLK 2

ATHS MESSAGE]

message.

[

BLK 2

ATHS MES-

SAGE]

[

BLK 1

ARTY RQST T]

The IDM has received either an ATHS fire

ARTY FIRE RQST TAC

YES

[

BLK 2

ARTY FIRE RQST

request grid, fire request quick, fire request

TAC]

shift, forward observer command,

subsequent adjust, or end of mission and

surveillance message.

[

BLK 1

OBSRV RDY T]

The IDM has received an ATHS observer

OBSERVER READY

YES

[

BLK 2

OBERVER

location message.

TAC

READY TAC]

[

BLK 1

AIR RQST T]

The IDM has received an ATHS airborne fire

AIR FIRE RQST TAC

YES

[

BLK 2

AIR FIRE RQST

request, mission command, check all, or

TAC]

target position update message.

[

BLK 1

FARM RPT T]

The IDM has received an ATHS airborne

FARM REPORT TAC

YES

[

BLK 2

FARM REPORT

situation report.

TAC]

[

BLK 1

MOVE CMD T]

The IDM has received an ATHS airborne

MOVE COMMAND TAC

YES

[

BLK 2

MOVE

movement command range.

COMMAND TAC]

[

BLK 1

ATHS MSG]

The IDM has received an ATHS initialization

BULK MESSAGE TAC

[

BLK 2

BULK

message.

MESSAGE TAC]

[

BLK 1

MAYDAY T]

The IDM has received an ATHS airborne

MAYDAY REPORT TAC

YES

[

BLK 2

MAYDAY

mayday message.

REPORT TAC]

[

BLK 1

FREE TEXT T]

The IDM has received an ATHS free text

FREE TEXT TAC

YES

[

BLK 2

FREE TEXT TAC]

message.

[

BLK 1

BDA RPT T]

The IDM has received an ATHS airborne

BDA REPORT TAC

YES

[

BLK 2

BDA REPORT

battle damage assessment/casuality report.

TAC]

[

BLK 1

PP RPT T]

The IDM has received an ATHS auto

PP REPORT TAC

YES

[

BLK 2

PP REPORT TAC]

position update reply and the auto - reply is

currently off.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

Change 2

2-159

TM 1-1520-251-10

Table 2-15. Advisory Messages - continued

UFD TEXT

PARAMETER OR FAULT

MPD PAGE TEXT

ADVISORY

EUFD TEXT

TONE

[

BLK 1

PP QUERY T]

The IDM has received an ATHS auto

PP QUERY TAC

YES

[

BLK 2

PP QUERY TAC]

position update request and the auto - report

is currently off.

[

BLK 1

MSG 2 OBS T]

The IDM has received an ATHS message to

[

BLK 1

MSG 2 OBS

YES

[

BLK 2

MSG TO

observer message.

OBSERVR TAC]

[

BLK 2

MSG TO

OBSERVR TAC]

[

BLK 1

SPOT RPT T]

The IDM has received an ATHS spot report

SPOT REPORT TAC

YES

[

BLK 2

SPOT REPORT

message.

TAC]

[

BLK 1

NEG SPOT T]

The IDM has received an ATHS negative

NEG SPOT RPT TAC

YES

[

BLK 2

NEG SPOT RPT

spot report message.

TAC]

[

BLK 1

ARTY INTL T]

The IDM has received an ATHS artillery

[

BLK 1

ARTY INTL

YES

[

BLK 2

ARTY

intelligence report message.

GRID T]

INTELGRID TAC]

[

BLK 2

ARTY

INTELGRID TAC]

[

BLK 2

HF KY FAIL]

Advises crew to select the Crypto (KY - 100)

HF KY FAIL

Bypass for the HF radio.

[

BLK 2

HF KY BYPASS

Advises crew Crypto (KY - 100) Bypass relay

HF KY BYPASS ENBLD

ENBLD]

for the HF radio has been enabled.

[

BLK 2

CMWS

The Common Missile Warning System is

CMWS DEGRADED

DEGRADED]

operating in a degraded mode. This fault is

cleared upon display of the DMS page.

[

BLK 2

IR JAMMER

The IR Jammer is operating in a degraded

IR JAMMER

DEGRADED]

mode. This fault is cleared upon display of

DEGRADED

the DMS page.

[

BLK 2

CMDS

The Countermeasure Dispensing System is

CMDS DEGRADED

DEGRADED]

operating in a degraded mode. This fault is

cleared upon display of the DMS page.

[

BLK 2

OBSERVER MSN

The IDM has received an observer mission

OBSERVER MSN UPDT

YES

UPDT]

update.

[

BLK 2

MSG TO

The IDM has received a message to

MSG TO OBSERVER

YES

OBSERVER]

observer message.

[

BLK 2

AIRBORNE FIRE

The IDM has received an airborne fire

AIRBORNE FIRE MSN

YES

MSN]

mission message.

[

BLK 2

SPOT REPORT]

The IDM has received a spot report.

SPOT REPORT

YES

[

BLK 2

SITREP]

The IDM has received a situation report.

SITREP

YES

[

BLK 2

FIELD ORDERS]

The IDM has received field orders.

FIELD ORDERS

YES

[

BLK 2

INFO REQUEST]

The IDM has received an information

INFO REQUEST

YES

request.

Use or disclosure of this information is subject to the restriction(s) on the title page of this document.

2-160

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HELICOPTER, ATTACK, AH-64D LONGBOW APACHE. TECHNICAL MANUAL (2002) - page 3