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

TM 1-1520-251-10

(4) ENG OIL PRESS - Monitor.

* 9. STORES JETTISON Panel - Check.

(5) TGT - Monitor.

10. NVS MODE switch - OFF.

(6) N_G - Monitor.

11. EMERGENCY Panel - Check:

(7) MSTR WARN, MSTR CAUT, and UFD/

a. EMER HYD - OFF

EUFD - Monitor.

b. ZEROIZE - Check in aft position.

* 12. CANOPY JETTISON pin removed and stowed -

CAUTION

Check.

Sufficient IPAS air is required for a suc-

13. KU, MPD, and UFD/EUFD knobs - As desired.

cessful 2nd engine start. Ensure the

APU, external air source, or opposite en-

14. MASTER ZEROIZE switch - Guard down and

gine at 95% N_G is supplying sufficient

lockwired (0.020 copper).

IPAS air.

15. ORT RHG LT switch - OFF.

L 6. Second Engine - Start.

16. WIPER control - OFF.

a. Same as first - Start.

17. COMM panel switches - As desired.

b. Cross engine start.

18. Processor Control Panel switch - As required.

(1) ENG page - Select.

* 19. HDU - Check and adjust as required.

(2) Collective - Increase to attain 95% N_G

* 8.21

BEFORE STARTING APU - COPILOT/GUNNER

on the engine supplying the IPAS air.

1. Utility light - As desired.

(3) Cold or Warm engine start - Perform.

2. EXT LT/INTR LT panel PRESS-TO-TEST but-

(4) Collective

- Reduce to flat pitch after

ton illuminates all signal lights - Check.

starter dropout.

3. MSTR WARN, MSTR CAUT, and UFD/EUFD -

7. RTR BRK switch - OFF.

Check.

8. POWER levers - Advance both POWER levers

4. FIRE DET/EXTG panel TEST switch - Test as

smoothly to FLY and ensure that both TORQUE

follows:

indications increase simultaneously.

a. Position 1:

- MSTR WARN, ENG 1, APU,

9. N_P and N_R - Verify 101%.

and ENG 2 FIRE buttons are illuminated and

10. MSTR WARN, MSTR CAUT, and UFD/EUFD -

voice warning system is activated.

Monitor.

[ The

BLK 1

UFD will display DECK FIRE]

[ The

BLK 2

EUFD will display AFT DECK

11. APU - Off.

FIRE].

8.20 INTERIOR CHECK - COPILOT/GUNNER

b. Position 2: - MSTR WARN, ENG 1, APU, and

0.1.

[

BLK 2

ELT - Remove shorting plug, and stow

ENG 2 FIRE and DISCH buttons are illumi-

lanyard.]

nated and voice warning system is activated.

[ The

BLK 1

UFD will display DECK FIRE ]

* 1. Canopy door - Check, then as desired.

[ The

BLK 2

EUFD will display AFT DECK

* 2. Loose equipment - Secured.

FIRE].

3. Seat adjusted to design eye position - Check.

* 8.22

AFTER STARTING APU - COPILOT/GUNNER

* 4. Restraint harness - Fasten and adjust.

1. Canopy door - Closed.

5. Inertia reel lock - Check.

2. INTR LT panel - As desired.

6. Pedals - Adjust and check.

3. KU, MPD, and UFD/EUFD knobs - As desired.

7. Collective switches - As required.

4. ECS system - Verify air flow and set tempera-

8. CHOP button - Guard down.

ture as desired.

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

Change 2

8-11

TM 1-1520-251-10

5. DMS Menu page - Systems configuration - As

NOTE

required for mission.

When conducting AUTO HIT checks, data is

automatically taken by the system as fol-

a. Mission subsystem pages - Configure.

lows:

b. Aircraft subsystem pages - Configure.

• FAT, Pressure ALT, and TGT values are

c. Communications subsystem pages - Con-

constantly read when the Calculate HIT

figure.

button is pushed and are averaged over a

2 second time period.

d. Boresight values - Verify.

•

TGT margin values are computed auto-

NOTE

matically.

Steps 6 through 10 may be performed in any

L 3. HIT/ANTI-ICE checks - This step may be per-

order.

formed at any time prior to the first flight of the

day. Perform the following performance checks:

L 6. IHADSS boresight - Perform.

a. Position helicopter into prevailing wind.

L 7. NVS Operational Check - As required.

NOTE

L 8. TADS Operational checks - As required.

If ECS is in the heating mode, select A/C

L 9. TADS boresight - As required.

UTIL page and deselect BLEED AIR 1 and

L 10. FCR

Operational check (may be

performed by pilot) - As required.

b. Set engine ANTI-ICE to OFF.

L 11. Weapons Operational Checks - As required.

c. POWER levers - Set to FLY. Verify N_P/N_R is

L 12. ASE Operational Checks - As required.

101%.

* 8.23 BEFORE TAXI CHECK

d. Retard POWER lever on engine not being

checked to IDLE.

1. Armament and pylon safety pins - Removed.

e. Increase collective pitch to 60% TORQUE

2. Chocks and external ICS cords - Removed.

and hold for at least 30 seconds.

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

8-12

TM 1-1520-251-10

NOTE

(5) POWER lever, non-test engine - FLY.

Verify torque matching.

If conducting AUTO HIT check perform step

f. If conducting manual HIT check perform

(6) If TGT margin is within acceptance lim-

step g.

its engine performance is satisfactory. If

margin is 5° C or less from the limit,

AUTO HIT check:

make appropriate entry in remarks sec-

tion of DA form 2408-13-1.

(1)

A/C PERF page - Select HIT.

(7) Repeat step g. for ENG 2.

(2)

ENG 1 button - Select. Check TORQUE

60%, N_P/N_R RPM 101% and TGT stabi-

lized.

h. If TGT margin is out of limits, repeat check.

Ensure that all procedures are followed.

(3)

CALCULATE HIT button - Select.

i. If TGT margin is still out of limits, do not fly

(4)

MPD - Note PASS/FAIL.

the helicopter. Make appropriate entry in re-

marks section of DA form 2408-13-1.

(5)

Aircraft HIT log - Record as necessary.

Bleed Air - ON.

(6)

A/C UTIL Page - Select.

CAUTION

(7)

ANTI-ICE INLET - ON. Note TGT in-

crease of at least 50° C.

• To prevent damage to the engines, the

engine anti-ice system shall be manu-

(8)

ANTI-ICE INLET - OFF. Note TGT de-

ally activated when the aircraft is

creases to approximate initial value.

flown in visible moisture and Free Air

Temperature (FAT) is less than +41° F /

(9)

POWER lever, non-test engine - FLY.

+5° C.

Verify torque matching.

• When operating at high power set-

(10)

Repeat step f. for ENG 2.

tings, ensure anti - ice is in the manual

mode. Failure of the anti - ice/detector

g. Manual HIT check.

during high power settings could re-

sult in severe N_P/NR droop.

NOTE

Anti-Ice - As required.

When using TGT reference table, FAT must

be rounded up and pressure altitude must

be rounded off to the nearest value.

EXT LT panel - As required.

(1) Record date, A/C hours, FAT, pressure

Searchlight - As required.

altitude, and TGT on HIT log sheet in

helicopter logbook. Manually calculate

PARK BRAKE - Release.

and record HIT check TGT margin.

NOTE

(2) A/C UTIL Page - Select.

If the UNLOCK pushbutton fails to illumi-

(3) ANTI-ICE INLET - ON. Note TGT in-

nate, taxi forward a short distance while

crease of at least 50° C.

making light pedal inputs.

(4) ANTI-ICE INLET - OFF. Note TGT de-

9. TAIL WHEEL button - UNLOCK (note that

creases to approximate initial value.

UNLOCK pushbutton illuminates).

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

8-13

TM 1-1520-251-10

* 8.24 TAXI CHECK

b. Fuel quantity - Check.

c. UFD/EUFD - Note cautions/advisories -

1. Wheel brakes - Check.

Check.

2. ENG page - Check.

d. Engine and flight instrumentation -

Check.

3. FLT page - Check.

e. ASE - As required.

4. Pilot standby instruments - Check.

f. XPNDR - as desired.

8.25 TAXI

NOTE

Anytime the load or environmental condi-

CAUTION

tions increase significantly (1,000 pounds

• Excessive cyclic displacement with

gross weight, 5° C, or 1,000 feet PA), the air-

low power settings will result in droop

crew will perform additional power checks.

stop pounding.

6. Power check - Perform (Validate PERF page).

• If forward cyclic inputs appear exces-

sive while taxiing, increase collective

8.27 STABILATOR OPERATION

as necessary. Appropriate collective

setting is a function of cyclic displace-

The stabilator is normally operated in the automatic mode.

ment and surface conditions.

However, the following additional modes are available to

the pilot that can improve helicopter flight characteristics

• Excessive forward cyclic displace-

during certain maneuvers:

ment with low power settings will re-

sult in high strap pack loads.

8.27.1 NOE/A Mode. Should the pilot desire to improve

over-the-nose visibility for landings or during NOE flight,

* 8.26

BEFORE TAKEOFF CHECK

the NOE/A mode may be engaged at any time. However,

stabilator will not schedule until TAS t

80 kts.

1. Weapons subsystem - Check the following:

8.27.2 Manual Mode. The manual mode is used for

a. A/S button - SAFE.

positioning the stabilator to help minimize airframe vibra-

tions when hovering in crosswinds or tail winds.

b. GND ORIDE button - OFF.

8.28 BEFORE LANDING CHECK

1. Weapons systems - Safe.

c. Weapons not actioned - Verify.

a. A/S button - SAFE.

2. TAIL WHEEL button - Lock.

b. GND ORIDE button - OFF.

3. PARK BRAKE - As desired.

c. Weapons not actioned - Verify.

4. POWER Levers - to FLY.

2. ASE - As required.

5. Systems - Check as follows:

3. TAIL WHEEL button - Lock.

a. Fuel page options - as desired.

4. PARK BRAKE - As required.

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

8-14

Change 2

TM 1-1520-251-10

8.29 SLOPE/ROUGH TERRAIN LANDING

3. PARK BRAKE - Set.

For slope landings and all ground operations, avoid using

CAUTION

combinations of excessive cyclic and low collective set-

tings. Where minimum collective is used, maintain cyclic

If an engine is shut down from above idle

near neutral position and avoid abrupt cyclic inputs. If cy-

without being cooled for two minutes at

clic pitch is required, increase collective slightly to avoid

IDLE and it is necessary to restart the en-

hitting the droop stops and possible rotor blade to fuse-

gine, the restart should be accomplished

lage contact.

within five minutes after shutdown. If the

restart cannot be accomplished within

CAUTION

five minutes, the engine shall be allowed

to cool for four hours before attempting

Care shall be exercised when operating

an engine restart.

the helicopter on rough terrain to pre-

vent damage to the underside antennae.

POWER levers - IDLE.

NOTE

4a.

[

BLK 2

ELT check - Perform.]

Prior to landing, external stores may be

XPNDR page MODE 4 HOLD - as desired.

placed in the ground stow position by select-

ing the GROUND STOW button on the WPN

DMS FAULT page - Check for exceedences.

UTIL page.

Standby attitude indicator - Cage.

8.30

AFTER LANDING CHECK

NVS MODE switch - OFF.

1. TAIL WHEEL button - As required.

ACM switch - OFF.

2. Exterior lights - As required.

10.

PNVS button - OFF.

3. Avionics - As required.

11.

POWER levers - OFF. (After engines

8.31

ENGINE SHUTDOWN (APU) - PILOT

have cooled at idle for 2 minutes.)

NOTE

12.

TGT - Monitor.

APU may be started at any time when the

13.

RTR BRK switch - BRK. (Below 50% N_R .)

aircraft is on the ground.

14.

Stabilator - Set to ZERO.

1. APU - Start as follows:

15.

Searchlight - OFF.

CAUTION

16.

RTR BRK switch - OFF. (When rotor stops.)

If the APU is inoperative go to ENGINE

17.

EXT LT/INTR LT panel switches - OFF.

SHUTDOWN (EXT PWR) PILOT/CPG.

Failure to comply will result in loss of

18.

DTC - Remove and secure door.

operating systems displays and indicat-

ing systems during shutdown.

19.

APU button - OFF.

a. APU button - press ON.

20.

MSTR IGN switch - OFF.

b. UFD/EUFD - Monitor for APU advisories.

21.

MSTR IGN key - Remove.

2. TAIL WHEEL button - Lock.

22.

CANOPY JETTISON pin - Install.

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

Change 2

8-15

TM 1-1520-251-10

8.32 ENGINE SHUTDOWN (APU) - COPILOT/

16.

[

BLK 2

ELT check - Perform.]

GUNNER

17.

DMS FAULT page - Check for exceedences.

1. NVS MODE switch - OFF.

18.

Standby attitude indicator - Cage.

2. ACM switch - OFF.

19.

POWER levers - OFF. (After engines

3. TADS button - OFF.

have cooled at idle for 2 minutes.)

4. FCR button

- OFF.

20.

TGT - Monitor.

[

BLK 1

VCR button - OFF]

21.

RTR BRK switch - BRK. (Below 50% N_R.)

[

BLK 2

VCR button - STBY.]

22.

Stabilator - Set to ZERO.

[

BLK 2

MASTER SHUTDOWN - Select.]

23.

Searchlight - OFF.

7. INTR LT panel switch - OFF.

24.

RTR BRK switch - OFF. (When rotor stops.)

8. CANOPY JETTISON pin - Install.

25.

EXT LT/INTR LT panel switches - OFF.

8.33

ENGINE SHUTDOWN (EXT PWR) - PILOT/CPG

26.

DTC - Remove and secure door.

NVS MODE switch - OFF.

27.

MSTR IGN switch - OFF.

ACM switch - OFF.

28.

MSTR IGN key - Remove.

TADS button - OFF.

29.

CANOPY JETTISON pin - Install (both

FCR button

- OFF.

crewstations).

8.34 BEFORE LEAVING THE HELICOPTER

VCR button - STBY.

[

BLK 2

ELT Install shorting plug.]

[

BLK 2

MASTER SHUTDOWN - Select.]

2. External canopy jettison, armament and pylon

PNVS button - OFF.

safety pins - Installed.

3. Chocks - Installed.

TAIL WHEEL button - Lock.

4. Post-flight inspection - Completed.

PARK BRAKE - Set.

NOTE

10.

External Air and Electrical power sources - Con-

If any of the following flight conditions are

nected.

experienced, an entry in DA Form

2408 - 13 - 1 is required:

11.

External power advisory - Displayed.

• Flown in loose grass environment.

12.

MSTR IGN switch - OFF for 2 seconds, then to

• Operated within 10 nm of salt water.

EXT position.

• Exposed to radioactivity.

13.

GEN 1 button - OFF.

• Operated within 200 nm of volcanic area.

14.

GEN 2 button - OFF.

5. Aircraft forms and records - Completed.

15.

POWER levers - IDLE.

6. Secure helicopter - As required.

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

8-16

Change 2

TM 1-1520-251-10

Section III. INSTRUMENT FLIGHT

8.35 INSTRUMENT METEOROLOGICAL

8.36 INSTRUMENT FLIGHT PROCEDURES

CONDITIONS

This helicopter is not qualified for flight in instrument mete-

orological conditions.

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

Section IV. FLIGHT CHARACTERISTICS

8.37 FLIGHT CHARACTERISTICS - GENERAL

coordinate lateral cyclic applications with apporpriate col-

lective application to prevent exceeding aircraft limita-

tions, For example: With a rapid application of either left

lateral cyclic or left pedal, a rapid torque increase will oc-

The safe maximum operating airspeed range is described

cur, followed by a decrease in torque. With a rapid ap-

in Chapter 5, Section V.

plication of either right lateral cyclic or right pedal, a torque

decrease will occur followed by an even greater increase

in torque when left lateral cyclic/left pedal is rapidly ap-

8.37.1 Transient Torque. The AH - 64 exhibits a phe-

plied from the right roll/yaw condition.

nomenon, (Transient Torque), that is most evident in ma-

neuvering flight. This is a result of the change in coeffi-

Uncompensated rapid cyclic application could result in

cient of lift and drag between the advancing and retreating

any of the following:

half of the rotor system being applied by the pilot during

• Dual or single engine overtorque

maninipulation of the cyclic flight controls. In powered

flight, engine torque changes manifested by the rotor sys-

• Low Rotor

tem are evidenced through the ECU/DEC response of di-

• Np droop

recting the HMU to provide either more or less fuel as ap-

propriate in order to maintain N_R. As airspeed, gross

• Loss of altitude

weight and DA are increased, the the evidence of tran-

sient torque becomes more pronounced. Pilots should

Section V. ADVERSE ENVIRONMENTAL CONDITIONS

8.38 ADVERSE ENVIRONMENTAL CONDITIONS

8.38A TADS/PNVS ADVERSE WEATHER

OPERATIONS

This section covers special precautions and procedures

to be followed during the various weather and climatic

CAUTION

conditions that may be encountered. This material is addi-

tional to that already covered in other chapters regarding

During aircraft power up the TADS/PNVS

the operation of various helicopter systems.

components are susceptible to damage

when either heat or cold soaked at tempera-

tures below 40° F (4.4° C) or above 85° F

NOTE

(29.4° C). After electrical power is applied to

the aircraft it is necessary to override the au-

HIT/A-ICE checks while operating in ad-

tomatic TADS/PNVS power up sequence to

verse conditions (e.g., dust, desert, coastal

lessen the probability of system degradation

beach area, dry river bed) may be deferred

from occurring.

(5 flight hours maximum) at the discretion of

the pilot in command until a suitable location

When operating in adverse environmental conditions, the

is reached.

following procedure is recommended:

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

Change 2

8-17

TM 1-1520-251-10

1. Automatic TADS/PNVS power up sequence -

CAUTION

Override (after APU start).

If a crew member must change the cockpit

2. ECS cockpit temperature above 44° F

set temperature, change the temperature in

(4.4° C) - Set.

one cockpit at a time. To prevent the possi-

bility of both cockpit transparencies fogging

3. Cockpit temperatures between 40° F (4.4° C)

at the same time, do not change both cock-

and 85° F (29.4° C) for ten minutes - Stabilize.

pits simultaneously.

4. TADS and then PNVS power up sequence - Re-

Should fogging occur, lower the cockpit set temperature

initiate.

below indicated return temperature to enable the cooling

mode. Keep the cockpit set temperature at the new setting

8.39 COLD WEATHER OPERATIONS

until the flight is complete.

Helicopter operation in cold weather or an arctic environ-

1. Ensure the CANOPY ANTI-ICE is ON.

memt presents no unusual problems if the flight crew is

aware of various changes that occur in low temperature

conditions.

2. Select DEFOG ON. If canopy fogging is not visi-

bly reduces, turn DEFOG OFF.

8.39.1 Cockpit Fogging.

8.40 COLD WEATHER PREFLIGHT

8.40.1 Ice or Snow. If ice or snow is found in engine in-

Cockpit fogging has been encountered on the ground and

lets and exhaust, remove as much as possible by hand

in flight when heating is commanded.

and thaw engine out with hot air before attempting to start.

Actuate POWER levers for freedom of movement before

starting main engine.

WARNING

The fogging of the canopy and all other

CAUTION

glass surfaces in the cockpit can create pos-

sible simultaneous loss of outside visibility

Fuel draining from the affected compo-

and electro - optical sensors during all flight

nent after several minutes of heat appli-

conditions. This condition can result in crew

cation does not necessarily indicate that

disorientation, loss of control, and/or ob-

all ice has melted. Ice may still remain in

stacle impact.

the unit and it could be a serious hazard

to flight operations. Heat should be

applied for a short time after fuel begins

The following procedures should be used during all flight

to flow from the drain and the drainage

modes and ground operations when environmental condi-

should be checked frequently until it is

tions when temperatures are between 40° F and 70° F

evident that all water has been removed.

(4.5° C and 21° C) and greater than 70 percent relative

humidity.

8.40.2

Free Flowing Fuel. If fuel flows freely from

drains in the tanks, it can be assumed that the system is

1. Set the cockpit temperature to 60° F (16° C) and

free of ice. Any indication that flow is restricted is cause for

select DEFOG OFF.

application of heat.

8.40.3 Frozen Water in Sumps. If water collected in

2. Select CANOPY ANTI-ICE ON for the remain-

sumps has frozen (indicated by a lack of flow from drain),

der of the flight.

apply heat liberally and open drain frequently. Catch fuel

and check for globules of water in the fuel. Continue sam-

pling until fuel is free of all water globules.

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

8-18

Change 2

TM 1-1520-251-10

rotor speed of 101% NR,

flat pitch, maintain neutral cyclic

CAUTION

position for 1 minute. Then move the cyclic forward 1/2 in.

(0.500) and hold for 1 minute. Move the cyclic forward ad-

Ice removal shall never be done by

ditional 1/2 in. (0.500) and hold for 1 minute. Return flight

scraping or chipping. Remove ice by ap-

controls to centered, neutral position. The total procedure

plying heat or de - ice liquid.

requires 3 minutes after reaching normal rotor RPM and

can be accomplished simultaneously with the engine

8.40.4 Ice and Snow Removal. In addition to doing a

warm-up procedures.

normal preflight in Section II, the rotor head, main rotor

blade, tail rotor, and flight controls should be free of all ice

8.42 ENGINE OIL SYSTEM CHARACTERISTICS

and snow. Failure to remove snow and ice accumulations

while on the ground can result in serious aerodynamic and

8.42.1 Initial Oil Pressure During Cold Weather. It is

structural effects in flight. Check that all fuel tank vents,

normal for engine oil pressure to be high during initial

static ports, pitot tubes, engine inlets, APU air inlet, ECS

starts when oil is cold. Run engine at idle until oil pressure

air inlet, and heat exchangers are free of snow and ice;

is within normal operating limits. Oil pressure should re-

and that tires, landing gear struts, and the hydraulic accu-

turn to the normal range within 5 minutes. During these 5

mulator are properly serviced.

minutes, do not accelerate above ground idle speed until

oil pressure can be held to maximum limit throughout ac-

celeration. However, time required for warm-up will de-

CAUTION

pend on temperature of the engine and lubrication sys-

tem.

It is recommended that the tail rotor tee-

8.42.2 Cold Weather Start Characteristics. During

tering bearings warm-up procedure be

starts in extremely cold weather near -54° C (-65° F), the

accomplished as the last item of the ex-

following oil pressure characteristics are typical:

terior check during the flight crew pre-

flight inspection. Between -20° C (-4° F)

a. Oil pressure may remain at zero from 20 to 30 sec-

and - 32° C (-26° F) the helicopter must be

onds after initiating the start. Abort start if oil pressure

started and the tail rotor must be turning

does not register within 1 minute of initiating start.

within 5 minutes of teeter bearing warm-

up. Below -32° C (-26° F), elapsed time is

b. Once oil pressure begins to indicate on the MPD, it

reduced to 2 minutes. At a temperature

will increase rapidly and go over 120 psig limit. The pres-

of -32° C (-26° F) or below, the tail rotor

sure will decrease as oil temperature rises. This condition

must be cycled by an applied force no

is considered normal. The time for oil pressure to de-

greater than 75 lb.

crease to 120 psig or below will depend on the severity of

the ambient temperature.

8.40.5 Tail Rotor Teetering Bearings. The tail rotor

teetering bearings are made of elastomeric material which

8.42.3 Oil Filter Bypass. The system monitors for oil

require special warm-up procedures prior to operation in

filter bypass when a positive engine run status is received.

cold weather flights. One member of the crew should ap-

An engine (1 or 2) oil filter bypass advisory occurs when

ply a teetering motion by manually pushing back and forth

the system processor receives a positive bypass indica-

at the tip of the tail rotor blade until the blade has reached

tion. The UFD/EUFD advisory normally occurs when

its teetering stops. When the blade can be pushed to the

starting an engine with oil below normal operating temper-

stop, the bearing has been sufficiently warmed up. At -20°

atures because of the relatively high oil viscosity and/or

C (-4° F), a final applied force of less than 75 lb is ex-

the amount of contamination in the oil filter. The UFD/

pected to reach the stops. Based on achieving a final ap-

EUFD advisory reads OIL (1 or 2) BYP. When oil tempera-

plied force of 75 lb to reach the stops, the blades must be

ture reaches about 38° C (100° F) during engine warm-up,

cycled 1 time at -32° C (-26° F), 5 times at -42° C (-44° F)

the advisory should go off.

and 10 times at -54° C (-65° F).

8.43 ENGINE WARM-UP

8.41 CONTROL EXERCISE

To eliminate droop stop wear (in the event the main rotor

At temperatures between -17° C (1° F) and -43° C

blades move through a pitch change while resting on the

(-45° F), warm up engines during engine run-up for 3 min-

droop stop), the flight crew should observe the following:

utes at IDLE. The power levers should reman at IDLE until

At a temperature of -42° C (-44° F) or below and with a

the NGB temperatures indicate 20° C or above.

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

Change 2

8-19

TM 1-1520-251-10

8.44 LIGHTNING STRIKES

4. PARKING BRAKE - Set.

8.44.1 Lightning Strikes - Possible Results. Light-

5. Stabilator - AUTO.

ning strikes may result in loss of the engine Digital Elec-

tronic Control (DEC) and helicopter electrical power. The

6. Cyclic and Collective - Adjust as required.

high voltages passing through the helicopter wiring can

produce secondary effects causing degradation to the

8.46 TURBULENCE OPERATIONS

mission equipment.

The following procedure is recommended:

8.44.2 Lightning Strike Causes Loss of Power. If a

lightning strike occurs where all helicopter electrical pow-

1. Airspeed - Adjust as follows:

er and engine ECU

/DEC

are lost, both engines

will go immediately to maximum power output, as if in

2. For moderate turbulence, airspeed should be

LOCKOUT. The flight crew shall have to react immediate-

less than 150 KTAS.

ly to retard the POWER levers to IDLE and enter autorota-

tion. The pilot could then advance the POWER levers, re-

8.47 ICING OPERATIONS

storing power. Because of the high probability that all

engine instruments will be inoperative, the pilot will rely

8.47.1 Preflight/Run-up. Prior to flight in below freez-

solely on rotor and engine sounds and general helicopter

ing temperatures, special care should be taken to insure

handling.

that all necessary anti-ice systems are operational.

8.45 GROUND OPERATIONS DURING HIGH WINDS

NOTE

• Anti-ice systems should be activated

WARNING

prior to flight in potential icing conditions.

• Prolonged operation of the anti-ice sys-

The maximum wind velocity for rotor

tems while on the ground may result in

start or stops is 45 kts from any direc-

damage.

tion. Ground operation of the aircraft in

winds greater than 45 kts may cause the

main rotor blades to contact the fuselage

a. Anti-Ice. The system monitors for automatic anti-

or the aircraft to roll over.

ice operation and for manual operation through an MPD

input.

8.45.1

Surface Winds Above 45 Knots Antici-

8.47.2 Anti-Ice Cautions and Advisories. The follow-

pated. If surface winds above 45 kts are anticipated,

ing UFD/EUFD cautions and advisories are provided to in-

ground operations should cease and the helicopter should

dicate icing conditions and anti-ice system status:

be hangared or moored in accordance with

TM1-1520-Longbow/Apache. If the helicopter cannot be

a. Engine Anti-Ice Fail. The system begins moni-

hangared or moored and sufficient time exists to shut the

toring for anti-ice failure when a positive engine run status

aircraft down prior to winds exceeding 45 kts, then do so.

is received by the system processor. When the system

Ensure rotor blades are positioned to the 45° point dis-

processor detects an anti-ice system failure, the UFD/

placement and lock the rotor brake prior to shutting down

EUFD caution will read ENG (1 or 2) A-ICE.

the APU.

b. Severe Icing Conditions. The system begins

8.45.2 Surface Winds Above 45 Knots Inadvertently

monitoring for severe icing when generator power is ap-

Encountered. If surface winds above 45 kts are inad-

plied. When the system processor detects severe icing

vertently encountered during ground operations, the fol-

conditions, the UFD/EUFD caution will read ICE SE-

lowing procedure is recommended:

VERE.

1. Aircraft - Head into the wind.

c. Canopy Anti-Ice Fail. The system begins moni-

toring for canopy anti-ice failure when generator power is

2. N_P/N_R - 101%.

applied. When the system processor detects canopy anti-

ice failure, the UFD/EUFD caution will read CANOPY A-

3. TAIL WHEEL button - LOCK.

ICE.

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

8-20

Change 2

TM 1-1520-251-10

CHAPTER 9

EMERGENCY PROCEDURES

Section I. HELICOPTER SYSTEMS

9.1 HELICOPTER SYSTEMS

time permits, during response to emergen-

cy situations, the crew must consider trans-

This section describes the helicopter system emergencies

mitting a Mayday call, selecting XPNDR

that may reasonably be expected to occur and presents

button on emergency panel and locking

the procedures to be followed. Emergency operation of

shoulder harness.

mission equipment is contained in this chapter, insofar as

its use affects safety of flight. Emergency messages are

WARNING

provided by Up Front Display (UFD)/Enhanced Up Front

Display (EUFD) format and Master Warning (MSTR

WARN) and Master Caution (MSTR CAUT) illuminated

In the event of a procedural difference

pushbuttons. Emergency procedures are given in Multi-

between the written and displayed

purpose Display (MPD) format and checklist form when

checklists, the steps in this chapter shall

applicable. A condensed version checklist of these proce-

take precedence.

dures is contained in the condensed checklist,

Those steps that must be performed immediately in an emer-

TM 1-1520-251-CL.

gency situation are underlined. These steps must be per-

9.2

IMMEDIATE ACTION EMERGENCY STEPS

formed without reference to the checklist. When the situation

permits, confirm steps accomplished and complete non-criti-

NOTE

cal steps from the displayed or written checklist. If the ENG

• The urgency of certain emergencies re-

page is displayed on either MPD, and the DTC checklist pro-

quires immediate and instinctive action by

cedures are loaded, emergency procedures will automatically

the pilot. The most important single consid-

be displayed. If neither MPD has the ENG page displayed,

eration is helicopter control. All procedures

the system will automatically page to the ENG page in re-

are subordinate to this requirement.

sponse to all aircraft warning messages that have voice mes-

• When continued flight is in question, due to

sage capability.

a loss of rotor RPM or reduction of available

power (as a result of equipment malfunc-

9.3 DEFINITION OF EMERGENCY TERMS

tions or environmental conditions), the im-

9.3.1 Land Without Delay. The term LAND WITHOUT

mediate corrective action should be to ad-

DELAY is defined as a landing in which the primary consider-

just collective to maintain Nr within limits

ation is continued control of the aircraft and survival of the oc-

and jettisoning of the aircraft wing stores.

cupants. It is meant to be more urgent than Land As Soon As

This should be done as the immediate

Possible. The situation may not permit the aircrew to continue

means of reducing power requirement by

to maneuver the aircraft to a suitable landing area (e.g., open

approximately 1% torque per 200 lbs. of

field). If maneuvering to an open area is not practical, then

weight reduction.

the crew must make the decision to land in an area that will

• The Master Warning and Master Caution

have the least amount of negative impact on crew survivabil-

(MSTR WARN and MSTR CAUT) illumi-

ity. (e.g. Over dense forest, select an area with the smallest

nated buttons should be reset after each

trees, in a mountainous area, choose an area with the least

malfunction to allow systems to respond to

amount of slope).

subsequent malfunctions. It is always possi-

ble that a caution light will unnecessarily illu-

9.3.2 Land as Soon as Possible. The term LAND AS

minate. Whenever possible, check the cau-

SOON AS POSSIBLE is defined as landing at the nearest

tion or advisory message against the A/C

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

SYS page or DMS FAULT page to verify

primary consideration is to ensure the survival of occu-

that a malfunction has actually occurred. If

pants.

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

Change 2

9-1

TM 1-1520-251-10

9.3.3 Land As Soon As Practicable. The term LAND

Section of DA Form 2408-13-1 describing the malfunc-

AS SOON AS PRACTICABLE is defined as landing at a

tion. Ground and flight operations will be discontinued un-

suitable landing area. The primary consideration is the ur-

til corrective action has been taken.

gency of the emergency.

9.3.4 Autorotate. The term AUTOROTATE is defined

9.5

EMERGENCY EXIT AND ENTRANCE

as adjusting the flight controls as necessary to establish

an autorotational descent and landing.

9.3.5 Emergency Engine Shutdown.

WARNING

CAUTION

•

Activation of the canopy removal sys-

tem when combustible fuel/vapors are

• When shutting down an engine that

present in the cockpit can result in an

has malfunctioned in flight, it is impor-

explosion/fire. An explosion/fire can

tant to identify the malfunctioning en-

also occur if the aircraft has rolled on

gine to avoid shutting down the wrong

its side and fuel vapors have gathered

engine.

on the ground adjacent to the canopy

• Monitor TGT after shutdown. If TGT

side panels. The crewmembers sur-

rises above 540 °C, or there is evi-

vival knife may be used to fracture the

dence of combustion as indicated by a

canopy side panel as an alternate

rapid rise in TGT, place the engine

means of egress.

START switch in IGN OVRD position

• Continuing to twist the canopy jetti-

and motor engine until TGT decreases

son handle while trying to push may

below 540 °C.

cause the actuator to jam and thereby

prevent operation of the canopy sev-

The term EMER ENG SHUTDOWN is defined as engine

erance system. If the canopy jettison

shutdown without delay. Engine shutdown in flight is usu-

ally not an immediate action item unless a fire exists. Be-

does not occur on the first attempt,

fore attempting an engine shutdown, identify the affected

ensure the handle is in the 90° posi-

engine by checking engine-out warning messages on the

tion, and push again. A push force of

UFD/EUFD and observe the MPD ENG instrument page

140 - 150 lb may be required to over-

for TGT, N_P, NG, TORQUE

come the jam and initiate canopy jetti-

%, and engine oil pressure

(OIL PSI) indicators.

son.

• In the event that canopy jettison does

POWER lever (affected engine) - OFF.

not occur when the canopy removal

system is actuated, the personal sur-

9.3.6 Wing Stores Jettison. The term WING STORES

vival knife should be used to fracture

JETTISON is defined as jettisoning any or all of the wing

the canopy panel and permit egress.

stores as appropriate using one of three methods listed in

para. 9.26.1. The method to be used will be determined by

• In all cases of canopy jettison, remain

the aircrew depending on the situation at the time of the

clear of canopy side panels to avoid

emergency.

high velocity canopy fragments.

• If emergency egress is required be-

9.4 AFTER EMERGENCY ACTION

fore the rotor blades have stopped,

After a malfunction of equipment has occurred, appropri-

ensure MSTR IGN - BATT and cyclic

ate emergency actions have been taken and the helicop-

remains centered to prevent rotors

ter is on the ground, an entry will be made in the Remarks

from striking personnel/ground.

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

9-2

Change 2

TM 1-1520-251-10

9.5.1 Emergency Egress. Emergency exits and equip-

by a rapid drop in NG, N_P

, torque, TGT, oil pressure and the

ment (fig 9-1) permit emergency egress by the pilot and

symbolic torque value on the MPD/HMD displays flashing.

CPG from the helicopter. If possible, use the manual

Performance limiting will continue to display normal Ng and

canopy opening handles to open the canopy and exit the

oil pressure indications; as power demand increases, Np and

aircraft. The transparent portion of the four canopy side

NR will collectively decay and the TGT will remain at the en-

panels can be jettisoned by turning any one of three CAN-

gine limiter setting; torque indications will vary as a result of

OPY JETTISON handles 90° and pushing . This will initi-

collective manipulation. Engine failure is annunciated by a

ate canopy side panel jettison. If emergency egress be-

voice message ENGINE 1 (or) 2 out as applicable,

comes necessary, proceed as follows:

[

BLK 1

ENG1 OUT/ENG2 OUT (UFD)] [

BLK 2

EN-

GINE 1 OUT/ENGINE 2 OUT (EUFD] messages, MPD mes-

1. Helmet visors - Down.

sage ENGINE 1 (or) 2 OUT, and flashing MSTR WARN

lighted push button. The MPD will autopage to the ENG Page

2. Area around helicopter - Clear of personnel.

if not already displayed.

3. CANOPY JETTISON handle - Turn 90°, re-

lease, then push to jettison canopy.

A partial engine power loss may follow certain mechanical

failures, such as an ECU/DEC malfunction, or an operator

9.6 ENGINE POWER LOSS - PARTIAL OR

may make a power demand that exceeds an engine’s perfor-

COMPLETE ENGINE MALFUNCTION OR

mance capability. An engine’s performance may be environ-

POWER - LIMITING

mentally limited (high temp, high-pressure altitude/high gross

weight) as a result of TGT, fuel flow and NG/MACH. When a

loss of rotor RPM/performance limitation is encountered, the

WARNING

pilot on the controls should immediately adjust the collective

to maintain N_R

within limits; and as conditions warrant, jetti-

Prior to movement of either POWER le-

son the aircraft wing stores. The jettisoning of wing stores will

ver, it is imperative that the malfunction-

immediately reduce the aircraft’s gross weight and corre-

ing engine and the corresponding POW-

spondingly reduce power requirements. Additionally, at low

ER lever be identified.

speeds the pilot on the controls should coordinate flight into

the prevailing wind. When practical, consideration may be

9.6.1 Flight Characteristics. The flight characteristics and

given to making a right banking turn or a right pedal turn to

the required crewmember control response after a dual en-

aid in reducing the immediate power requirements.

gine failure are similar to those during a normal power-on de-

scent. Full control of the helicopter can be maintained during

A left banking turn or left pedal turn will require more power.

autorotational descent. When one engine has failed, com-

Proper use and understanding of the PERF page and the ap-

pletely or partially, the helicopter can often maintain altitude

plication of PERF calculations will significantly reduce the po-

and airspeed until a suitable landing site can be selected.

tential for engine performance limiting. Caution must be exer-

Whether or not this is possible becomes a function of such

cised when operating close to an engine performance limit.

combined variables as aircraft weight, density altitude, and

For example, when operating near the dual engine TGT limit-

airspeed at the time of the engine failure. The jettisoning of

er setting, a gust of wind from aircraft’s rear or left, or an ac-

wingstores will immediately reduce an aircraft’s gross weight

tivation of the engine anti-ice could result in a reduction of

and correspondingly reduce power requirements. Crewmem-

available engine power. The aircrew should not engage any

ber response time and control technique may be additional

hold modes when operating near the dual engine limiter set-

factors.

ting.

9.6.2 Engine Failure and Engine Power Loss: Gener-

al. The various conditions under which an engine may fail

The reduction required in collective after engine failure will

or experience a power loss, prevent a standard procedure for

vary with the altitude and airspeed at the time of failure. For

all cases. A thorough knowledge of both emergency proce-

example, the collective should not be reduced when an en-

dures and flight characteristics will enable the pilot to respond

gine fails while the helicopter is hovering below 15 ft. During

correctly and automatically in an emergency. Engines may

cruise flight, when altitude and airspeed permit a significant

fail partially or performance limit. The degree of the failure/

reduction in collective pitch, N_R can be restored to 101% be-

amount of power loss is factored into crewmember response.

fore landing. During single-engine flight or during autorotation,

The engine instruments often provide ample warning of an

airspeed should be kept at the optimum (fig 9-2). Engine fail-

impending failure by deviating from normal indications. An

ure accompanied by an explosion or loud noise would indi-

impending engine TGT limiter activation will not provide any

cate engine damage, and there is a possibility that an attempt

cues prior to functioning. Engine failure is normally indicated

to restart the engine would result in a fire.

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

9-4

Change 2

TM 1-1520-251-10

9.6.3

Single-Engine Failure: General. Proper re-

9.7 SINGLE ENGINE FAILURE - LOW

sponse to an engine failure depends on various factors:

ALTITUDE/LOW AIRSPEED AND CRUISE

density altitude, airspeed, aircraft weight, single-engine

performance, and environmental conditions. The un-

A voice message will announce ENGINE 1 OUT (or) EN-

shaded region in the height velocity diagrams (figs 9-3)

GINE 2 OUT. The [

BLK 1

UFD will display ENG1 OUT/

represent the air speed and wheel height combinations

ENG2 OUT ]. The [

BLK 2

EUFD will display ENGINE 1

that will permit a safe landing in event of an engine failure

OUT/ENGINE 2 OUT.]

with average pilot alertness, skill, and reaction time. The

avoid, shaded, region represents hazardous airspeed and

1. WING STORES JETTISON - As appropriate.

wheel - height combinations from which a single engine

landing would be extremely difficult without some degree

2. LAND AS SOON AS PRACTICABLE.

of aircraft damage or crewmember injury. Crewmember

alertness, correct recognition and subsequent actions are

9.8

ENGINE RESTART DURING FLIGHT

essential to perform a single engine landing. Crewmem-

ber actions should be based on the following general

WARNING

guidelines:

• A failed engine should not be re-

• At low density altitude and low airspeed, it may be

started unless it can be determined

necessary to lower the collective only enough to

that it is reasonably safe to do so.

maintain NR in the normal range.

•

When attempting to restart ENG1 fol-

lowing a single engine failure, a mal-

• At higher density altitude the collective may be

functioning crossfeed valve could

lowered significantly to increase Nr to the normal

cause the remaining engine (ENG2) to

range.

fail.

NOTE

• When hovering in ground effect, the collective

should be used only as required to cushion the

• After an engine failure in flight, an engine

landing, primary consideration is in maintaining a

restart may be attempted.

level attitude.

•

Inflight restarts do not need to utilize a

warm start procedure.

• In forward flight at low altitude (as in takeoff or

landing), when a single-engine capability to main-

9.9

DUAL ENGINE FAILURE: GENERAL

tain altitude does not exist, a decelerating attitude

will initially be required to prepare for landing.

WARNING

• If airspeed is low and altitude above the obstacles

In the event of an inadvertent activation

is sufficient, the helicopter should be placed in an

of the engine chop switch, initial indica-

accelerating attitude to gain sufficient airspeed for

tions from N_P and N_R could be inter-

single-engine fly-away to a selected landing site.

preted as a dual engine failure. Engine

chop is annunciated by a voice message

• When the power available during single-engine

ENGINE CHOP, UFD/EUFD, and MPD

operation will not support continued flight, the crew

messages ENG CHOP/ENGINE CHOP

should jettison external wing stores as an immedi-

and engine idle indications for N_G, TGT,

ate means of reducing power requirements.

and N_P .

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

9-6

Change 3

TM 1-1520-251-10

9.9.1 Both Engines Fail. If both engines fail, immedi-

9.9.2 Momentary RPM Increase. Main rotor rpm will

ate action is required to make a safe autorotation descent.

increase momentarily when the cyclic is moved aft with no

The altitude and airspeed at which a two-engine failure

change in collective pitch setting. An autorotation rpm of

occurs will dictate the action to be taken. After the failure,

approximately 101% provides for a good rate of descent.

main rotor rpm will decay rapidly and the aircraft will yaw

N_R above 101% may result in a higher than desired rate of

to the left. Unless a two-engine failure occurs near the

descent. At 75 to 125 ft AGL, use aft cyclic to decelerate.

ground, it is mandatory that autorotation be established

This reduces airspeed and rate of descent and causes an

immediately. During cruise at airspeeds to V_NE, reduce

increase in N_R. The degree of increase depends upon the

collective immediately to regain N_R and then adjust as re-

amount and rate of deceleration. Ground contact should

quired to maintain rpm. The cyclic should be adjusted as

be made with some forward speed. If a rough landing area

necessary to attain and maintain the desired airspeed of

is selected, a more pronounced deceleration is necessary

77 to 107 KTAS. In autorotation, as airspeed increases

and touchdown speed should approach zero. It is possible

above 70 - 80 KTAS, the rate of descent and glide dis-

that during the autorotative approach, the situation may

tance increase significantly. Below 70 KTAS, the rate of

require additional deceleration. In that case, it is neces-

descent will also increase, but glide distance decreases.

sary to assume a landing attitude at a higher altitude than

Autorotation during an out of trim condition will increase

normal. Should both engines fail at low airspeed, initial

the rate of descent and decrease the glide distance. A

collective reduction may be necessary to maintain N_R

landing area must be selected immediately after both en-

within normal range. In some instances at low altitude or

gines fail, and control inputs must be made to fly to the in-

low airspeed, settling may be so rapid that little can be

tended site. Throughout the descent, adjust collective as

done to avoid a hard-impact landing. In that case, it is criti-

necessary to maintain N_R within normal range. At high

cal to maintain a level landing attitude. Cushion the land-

gross weights, the rotor may tend to overspeed and the

ing with remaining collective as helicopter settles to the

collective must be used to maintain the desired rotor rpm.

ground.

N_R should be maintained at or slightly above 101% to al-

low ample rpm before touchdown, and heading main-

tained by pedals.

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

Change 2

9-7

TM 1-1520-251-10

9.10 DUAL ENGINE FAILURE - LOW ALTITUDE/LOW

9.12 ENGINE ALTERNATOR MALFUNCTION

AIRSPEED AND CRUISE

CAUTION

A voice message will announce ENGINE 1 OUT and EN-

GINE 2 OUT. The [

BLK 1

UFD will display ENG1 OUT

•

- Complete failure of the alternator

and ENG2 OUT.] The [

BLK 2

EUFD will display EN-

or of the winding providing N_G speed

GINE 1 OUT and ENGINE 2 OUT.]

signal will activate the MSTR WARN

light and engine 1 out or engine 2 out

voice message and UFD/EUFD mes-

sages. The pilot shall check the N_R

CAUTION

ENG page and be prepared to carry

out the actions for a high side failure.

Thereafter, refer to TGT and engine oil

With the POWER levers in FLY, resetting

PSI, along with engine fuel PSI and

the CHOP button will cause an erro-

nose gearbox oil PSI messages.

neous engine 1 out and engine 2 out

warning to be activated.

•

- Following a complete failure of

an alternator, operation of the corre-

sponding engine and all indications

1. AUTOROTATE.

from engine instruments will be nor-

mal, except that N_G indications will be

lost and will activate the MSTR WARN

2. CHOP button - Reset only if an engine chop

light and engine 1 out or engine 2 out

warning message is present.

voice message and UFD/EUFD mes-

sages.

3. WING STORES JETTISON - As appropriate.

The engine alternator has three windings, providing pow-

er for engine ignition, aircraft N_G speed indication, and

9.11 ENGINE 1 OR 2 OVERSPEED - N_P FAILED HIGH

electrical control system operation. A failure of the ignition

winding would result in loss of electrical power to the igni-

tion circuitry which would be detected by inability to start

A voice message will announce ENGINE 1 OVERSPEED

the engine. A failure of the winding providing N_G speed in-

or ENGINE 2 OVERSPEED. The [

BLK 1

UFD will dis-

dication signal would not affect actual engine operation;

play ENG1 OVSP or ENG2 OVSP.] The [

BLK 2

EUFD

however, the pilot would have no N_G indication. A failure

will display ENGINE 1 OVERSPEED or ENGINE 2 OVER-

of the winding providing electrical power to the engine

SPEED.]

ECU

is the most severe and requires immediate ac-

tion by the pilot. The immediate indication to the pilot may

be the affected engine accelerating to maximum power.

1. Collective - Adjust to maintain N_R within limits.

There will also be a loss of N_p and torque indication. If this

failure is due to a complete loss of the alternator, then no

N_G indication will be present either. The engine TGT will

If condition persists:

still be indicating because it is not acted upon by the ECU

; however, TGT limiting will no longer be available. N_p

2. POWER lever (affected engine) - Retard to

overspeed protection will be present because aircraft

equalize torque.

power is supplied for that function. If an alternator failure is

suspected and the affected engine accelerates to maxi-

mum power, proceed as in ENGINE 1 or 2 OVERSPEED

3. LAND AS SOON AS PRACTICABLE.

- Np FAILED HIGH.

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

Change 2

9-11

TM 1-1520-251-10

9.13 LOW RPM ROTOR - N_P FAILED LOW

1. Collective - Reduce.

NOTE

If condition persists:

Advancing the POWER lever of the engine

2. POWER lever (affected engine) - Retard.

with low torque and TGT to LOCKOUT dis-

ables the automatic temperature limiting for

If TGT decreases and there is no further evi-

that engine. The engine must be controlled

dence of a stall;

manually to ensure that it does not exceed

operating limits.

3. POWER lever (affected engine) - FLY.

LOW ROTOR RPM indications may be the

If stall condition recurs:

result of one or both 701 or 701C engines

having entered a performance-limiting

4. POWER lever (affected engine) - IDLE.

condition. Refer to paragraph 9.6.2 Engine

Failure and Engine Power Loss for proce-

5. LAND AS SOON AS PRACTICABLE.

dural information.

A voice message will announce ROTOR RPM LOW. The

9.15 ROTORS, TRANSMISSIONS, AND DRIVE

[

BLK 1

UFD will display LOW RTR.] The [

BLK 2

SYSTEMS

EUFD will display LOW ROTOR RPM.]

1. Collective - Adjust to maintain N_R within limits.

WARNING

If condition persists:

Pilot situational awareness is critical in

the successful accomplishment of these

2. POWER lever (affected engine) - LOCKOUT

procedures. The low inertia rotor sys-

and then retard to equalize torque output of both

tem, coupled with high rates of descent

engines.

during vertical autorotation, may not

provide the pilot with adequate reaction

If manual control is not possible:

time and cushioning pitch. Activation of

3. POWER lever (affected engine) - IDLE.

the CHOP button or reduction of the

POWER levers prior to reduction of the

4. LAND AS SOON AS PRACTICABLE.

collective will result in a rapid decay of

rotor rpm. Successful completion of an

If continued flight is not possible, proceed as in paragraph

out-of-ground effect hovering autorota-

9.7 SINGLE ENGINE FAILURE.

tion is doubtful.

9.14 ENGINE COMPRESSOR STALL

CAUTION

An engine compressor stall is normally recognized by a

noticeable bang or popping noise and possible aircraft

If engine chop is used to minimize main

yaw. These responses are normally accompanied by a

rotor torque, increasing collective pitch

rapid increase in TGT and fluctuations in N_G, TORQUE,

without first retarding POWER levers to

and N_P readings for the affected engine. In the event of a

IDLE may cause engine acceleration and

compressor stall:

uncommanded yaw.

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

9-12

Change 2

TM 1-1520-251-10

9.15.1

Tail Rotor Malfunctions. These procedures

direction. Care should be taken to use minimum collective

represent a best estimate of helicopter reactions and crew

pitch to cushion the landing during touchdown. After

procedures. The most critical consideration in responding

touchdown, the wheel brakes should be used to maintain

to any tail rotor malfunction is that the crewmember cor-

heading and the collective should be lowered to minimize

rectly interprets the nature and extent of the problem. Tail

torque effect

wheel shall be locked during all landings.

1. Airspeed - 90 KTAS minimum (until 10 to 20 ft

above touchdown).

9.15.2 Loss of Tail Rotor Thrust - General. Loss of

tail rotor thrust occurs when there is a break in the drive

2. WING STORES JETTISON - As appropriate.

system; for example, a severed drive shaft. The nose of

3. POWER levers - Retard as necessary (5 to 10 ft

the helicopter will turn to the right. If the helicopter is in for-

above touchdown).

ward flight, there will be a right roll of the fuselage along

the longitudinal axis, and the nose of the helicopter may

b. Continued Flight Not Possible. If powered

pitch downward. This downward pitch will be more pro-

flight is not possible at an airspeed sufficient to maintain

nounced if a tail rotor component has been separated

helicopter control, enter autorotation, and power levers

from the helicopter. In some cases, depending on the se-

off. In autorotation, the sideslip and roll angles can be sig-

verity of the right rotation, powered flight to an acceptable

nificantly reduced by maintaining a sufficient high air-

landing site may be accomplished by maintaining or in-

speed to allow the fuselage to streamline. A roll-on land-

creasing airspeed. The degree of sideslip and amount of

ing during touchdown will minimize the required pitch

roll may be varied by changing airspeed and by varying

application and should be used if terrain permits.

collective pitch. Neither, however, can be completely elim-

inated.

1. AUTOROTATE.

9.15.3 Loss of Tail Rotor Thrust in Cruise Flight.

2. POWER levers - OFF (prior to touchdown).

3. WING STORES JETTISON - As appropriate.

WARNING

9.15.4 Loss of Tail Rotor Thrust at Low Airspeed/Hov-

er. Loss of tail rotor thrust at slow speed may result in

extreme yaw angles and uncontrolled rotation to the right.

If airspeed is allowed to approach effec-

Immediate collective pitch reduction should be initiated to

tive translational lift, the sideslip angle

reduce the yaw and begin a controlled rate of descent. If

may become quite severe and helicopter

the helicopter is high enough above the ground, an at-

control may be lost.

tempt should be made to increase airspeed to streamline

the helicopter. This may permit continued flight with a sta-

bilized and manageable yaw angle. If this increase does

a. Continued Flight Possible. At cruise airspeeds,

reduce yaw, proceed as outlined for Loss of Tail Rotor

it may be possible that level flight at some stabilized yaw

angle can be maintained. The degree of sideslip will de-

Thrust in Cruise Flight - Continued Flight Possible. If the

pend on the airspeed and power required to maintain

aircraft cannot be accelerated into forward flight, initiate a

flight. Some left cyclic should be used to stop the slow

power-on descent. Collective should be adjusted so that

right turn induced by the loss of thrust. Care should be tak-

an acceptable compromise between rate of turn and rate

en to avoid slowing the helicopter. The airspeed indicator

of descent is maintained. At approximately 5 to 10 ft

may not provide useful information once the sideslip is es-

above touchdown, perform a hovering autorotation by

tablished, but true airspeed, yaw angle, engine torque,

POWER levers - OFF.

and rate of climb or descent should provide cues neces-

NOTE

sary to maintain flight. If yaw angle becomes excessive,

reduce power and lower the nose to retain adequate air-

Continuous right rotation during descent

speed. A minimum of 90 KTAS during a shallow approach

and touchdown can be expected.

to a roll on landing should be maintained until approxi-

mately 10 to 20 ft above the touchdown point. Begin a

1. Collective - Reduce.

gradual deceleration to arrive at approximately 5 to 10 ft

above touchdown as the yaw angle begins to increase (to

the right). At this point, retard the POWER levers as nec-

2. POWER levers - OFF (5 to 10 ft above touch-

essary to align the helicopter fuselage with the landing

down).

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

Change 2

9-13

TM 1-1520-251-10

9.15.5 Tail Rotor Fixed Pitch Malfunction. A fixed

9.15.6 Main Transmission Input Drive Clutch Failure.

pitch failure may be evidenced by slow, intermittent, or no

An input drive clutch malfunction is most likely to occur

response to pedal input or no pedal movement. A left or

during engine start or when an engine POWER lever is

right yaw may be apparent.

advanced. Indications may include:

• Erratic torque indication on affected engine.

• Complete loss of torque indication on affected

a. In-Ground Effect. If a failure occurs during in-

engine.

ground-effect hover, reaction may vary from adjusting col-

lective and POWER levers during a left rotation to activat-

• N_P of affected engine exceeding N_R.

ing the CHOP button to stop a right rotation. In any case,

the primary concern should be to land the aircraft with as

If the failure is a sudden disengagement, the torque of the

little yaw rate as possible.

opposite engine will double as it attempts to carry the

load. A sudden high torque input drive clutch engagement

• If the aircraft has an uncontrolled turn to the left, a

may cause severe engine and/or drive train damage. A

reduction in the POWER levers coordinated with

sudden engagement is indicated by a loud noise and/or

an increase in collective may slow or stop the

sudden increase in engine torque. Should an input drive

rotation so that a controlled power on descent to

clutch malfunction occur, perform the following:

landing can be accomplished.

CAUTION

• If the aircraft is not turning, a slight reduction in

collective pitch will begin a descent. During the

• When a clutch fails to disengage,

descent, a slight rotation to the left may be present;

damage to the affected engine will re-

increasing collective just prior to touchdown

sult (due to lack of oil pressure) if both

should stop the rotation.

engines are not shutdown simulta-

neously.

• If the aircraft has an uncontrolled turn to the right,

reduce collective to begin descent. At approxi-

• When a clutch fails to engage, do not

shut down both engines simulta-

mately

5 to

10 ft AGL, perform a hovering

neously. Damage may result if there is

autorotation by CHOP button - Press or POWER

sudden engagement.

Levers - OFF.

a. In Flight.

b. Out-of-Ground Effect.

1. POWER lever (affected engine) - IDLE.

• If little or no right rotation or if left rotation is

If NP (affected engine) is below N_R (indicating the clutch is

experienced and control can be maintained, the

disengaged).

aircraft should be accelerated into forward flight

and perform approach and landing appropriate to

2. EMER ENG SHUTDOWN (affected engine).

power setting and condition of flight at time of

failure.

3. LAND AS SOON AS PRACTICABLE.

• If the aircraft cannot be accelerated into forward

If N_P (affected engine) does not drop below N_R (indicating

flight, initiate a power-on descent. Collective

the clutch has failed to disengage).

should be adjusted so that an acceptable compro-

mise between rate of turn and rate of descent is

4. LAND AS SOON AS POSSIBLE.

maintained. At approximately 5 to 10 ft above

touchdown, perform a hovering autorotation by

5. EMER ENG(S) SHUTDOWN (both engines si-

CHOP button - Press or POWER levers OFF.

multaneously).

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

9-14

Change 2

TM 1-1520-251-10

b. On Ground.

(with indications that a clutch has

permits, a MAYDAY radio call should be made before

failed to engage).

electrical power is OFF to expedite assistance from fire

fighting equipment and personnel. If airborne, the most

1. EMER ENG SHUTDOWN (affected engine

important single action that can be taken by the crew is to

only).

land the helicopter. If time permits, a radio call should be

made to expedite assistance from fire fighting personnel.

2. Check N_G is less then 10% (affected engine).

Consideration should be given to jettisoning external

stores prior to landing.

3. Normal engine shutdown - Perform.

WARNING

c. On Ground.

(with indications that a clutch has

failed to disengage).

Prior to moving PWR lever or pressing

EMER ENG(S) SHUTDOWN (both engines si-

any ENG FIRE button, either achieve a

multaneously).

safe single engine airspeed or prepare

for a single engine landing.

9.16

FIRES

9.16.1 Engine Fire - In Flight. If an ENG1 or ENG2

NOTE

FIRE push button on the FIRE DET/EXT panel illumi-

nates, a voice message will announce ENGINE 1 (or) EN-

• The FIRE switches will remain illumi-

GINE 2 ON FIRE. When the fire is confirmed:

nated until the sensors no longer detect a

fire. For a crewstation to discharge or re-

1. EMER ENG SHUTDOWN (affected engine) -

set the system, that crewstation FIRE

when conditions permit.

pushbutton must be armed/dearmed.

• Signals sent from the Signal Processor

2. Illuminated ENG FIRE button - Press and RDY

(SP) will automatically turn off the Air Par-

light illuminates.

ticle Separator (APS) blower under ALL

fire detection conditions. ”AFT DECK

3. FIRE DISCH button(s) - Press.

FIRE”, ”ENGINE 1 (or) 2 FIRE”, and

”APU FIRE” preventing smoke ingestion

4. LAND AS SOON AS POSSIBLE.

into the ECS fresh air system via the APS

blower inlet.

9.16.2 APU Compartment Fire. If fire is observed in

APU compartment, a voice message will announce

• The PRI bottle should be selected first; in

APU FIRE.

the event of a malfunction or failure to ex-

tinguish the fire, select RES.

a. On Ground:

• If APU is running, accomplish an APU

shutdown prior to evacuating the aircraft.

1. APU - OFF..

The safety of the helicopter occupants is the primary con-

2. Illuminated APU FIRE button - Press and RDY

sideration when a fire occurs. On the ground, it is essen-

light illuminates.

tial that the engine(s) be shut down, the crew eva-

cuated, and fire fighting begin immediately. If time

3. FIRE DISCH button(s) - Press.

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

Change 4

9-15

TM 1-1520-251-10

b. In Flight:

9.16.6 Electrical Fire In Flight. Prior to shutting off all

electrical power, the pilot must consider the equipment

that is essential to a particular flight environment which

1. Illuminated APU FIRE button - Press and RDY

will be affected; e.g., flight instruments, flight controls, etc.

light illuminates.

With electrical power off, engine anti-ice is automatically

ON. If an immediate landing cannot be made, the defec-

2. FIRE DISCH button(s) - Press.

tive circuit may be isolated by selectively turning off elec-

trical equipment.

3. LAND AS SOON AS POSSIBLE.

1. GEN1 and GEN2 - OFF (SYS page).

9.16.3 Deck Fire. If fire is observed in the deck area or

if the AFT DECK FIRE warning is annunciated which will

2. LAND AS SOON AS POSSIBLE.

activate an AFT DECK FIRE voice message. The UFD/

EUFD will display an aft deck fire message.

9.16.7 Smoke and Fume Elimination.

LAND AS SOON AS POSSIBLE.

1. Airspeed - Slow to 20 KTAS maximum.

2. Canopy door (affected crewstation) - Open to

9.16.4 Engine Fire On Ground. If an engine fire is de-

intermediate position.

tected while aircraft is on the ground, a voice message will

announce ENGINE 1 or 2 FIRE and pushbuttons illumi-

3. LAND AS SOON AS POSSIBLE.

nate. When fire is confirmed:

9.16.8 Aborting Engine Start.

1. EMER ENG(S) SHUTDOWN.

WARNING

2. Illuminated ENG FIRE button - Press and RDY

light illuminates.

Aborted engine starts may cause

fuel to collect in the engine nacelle. Sub-

3. FIRE DISCH button(s) - Press.

sequent engine starts may be attempted

only after the nacelle door/work platform

9.16.5 Fuselage Fire On Ground. If a fuselage fire is

is opened and the nacelle inspected for

observed and a fire warning has not been annunciated:

fuel. If during the initial start an abnormal

TGT rise was evident, or fuel is evident in

1. EMER ENG(S) SHUTDOWN.

the nacelle, the ignition system shall be

checked IAW standard maintenance pro-

2. APU - OFF (If applicable).

cedures.

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

9-16

Change 4

TM 1-1520-251-10

9.17

ELECTRICAL SYSTEM MALFUNCTIONS

CAUTION

NOTE

• In the event of an In - Flight electrical sys-

Abort start for any of the following rea-

tem malfunction, the power interrupt

sons:

protection may cause blanking of one or

more MPDs for as long as 6 seconds.

When on the ground during an electrical

• If it becomes apparent that TGT will

system malfunction, MPD blanking may

exceed 869° C

or 851° C

be-

occur up to 12 seconds in duration due to

fore N_G idle speed (63% or more) is at-

increased BIT cycle.

tained.

• Failure or reset of the number two (2)

generator may result in BUCS FAIL cau-

• If TGT does not increase within 45 se-

tion and FMC DISENGAGE and a loss of

one or more channels of SAS. After com-

conds after moving POWER lever to

pleting the Generator Fail emergency

IDLE.

procedure (GEN RESET), reset the

BUCS FAIL and the FMC DISENGAGE

• If no N_P within 45 seconds after mov-

by re-engaging the affected SAS chan-

ing POWER lever to IDLE (unless rotor

nels. If the BUCS FAIL is not associated

with the GEN FAIL or the reset, the pilot

is locked).

should assume other problems have oc-

curred and complete the BUCS FAIL

• If positive oil pressure indication does

emergency procedure.

not occur within 45 seconds after

• A battery charged to 80% will normally

moving POWER lever to IDLE.

supply the battery busses for approxi-

mately 12 minutes at 25° C. Time will de-

• If engine 1 or 2 start advisory is re-

crease accordingly if the temperature is

moved prior to attaining 52% N_G.

increased or decreased from 25° C.

9.17.1 Both Generators Fail/Complete Loss Of Elec-

ABORT START PROCEDURES are as follows:

trical Power.

1. POWER lever - OFF.

1. GEN1 and GEN2 - Reset Pilot GEN RST panel.

If condition persists:

2. ENG START switch - IGN ORIDE for 30

seconds or until TGT is below 540° C.

2. LAND AS SOON AS POSSIBLE.

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

Change 2

9-17

TM 1-1520-251-10

9.17.2 Single Generator and Single RTRU Failure.

9.18

HYDRAULIC SYSTEM MALFUNCTIONS

1. Affected GEN1 or GEN2 - Reset Pilot GEN RST

panel.

WARNING

If condition persists:

• Immediate emergency action must fol-

low failure of both hydraulic systems.

2. LAND AS SOON AS PRACTICABLE.

Any hesitation could result in loss of

helicopter control.

9.17.3 Dual TRU Failure (Transformer Rectifier 1 and

Transformer Rectifier 2).

• With emergency hydraulic power in

use, flight control inputs and elevated

When a dual TRU failure occurs, a number of Cautions

G loading must be kept to an absolute

and Advisories will be displayed on the UFD. These may

minimum.

include BUCS FAIL and FMC FAIL. Conduct Emergency

• Hydraulic power availability is a func-

Procedures for the displayed UFD Cautions in order of im-

tion of the frequency and magnitude

portance. All DC services will be lost, except those pro-

of the control inputs and G loading

vided by the battery. Charging of the battery will no longer

placed on the aircraft. In static condi-

be conducted. The aircrew can expect the following:

tions the hydraulics will bleed down in

a. TADS/PNVS and HDU’s will be inoperative.

approximately 6 minutes. If the con-

trols are moved continuously at an

b. All navigational functions will be lost.

approximate 1hz rate this may be as

little as 30 to 41 seconds.

c. Some primary flight information will be lost (altitude,

heading and airspeed).

• The amount of control movement may

be reduced to zero depending on the

d. FMC functions will be lost.

severity and location of hydraulic fluid

e. Stabilator control will be lost.

loss within the utility hydraulic sys-

tem.

f. Primary crewstation lighting will be lost.

•

Once the EMERG HYD pushbutton is

g. Engine Anti - Ice will activate.

pressed ON, it must remain ON. Flight

control loss will occur when emergen-

h. The Keyboard Unit will be inoperative.

cy accumulator pressure drops to

i. The crew will be able to transmit and receive on the pre

approximately 1650 psi.

set radio frequencies but will not be able to input new

• Failure of both primary and secondary

frequencies with the Keyboard Unit.

drives to the accessory gearbox

j. WP’s will be inoperative and weapons systems will not

would result in the complete loss of all

be functional.

AC power and the failure of both the

Primary Hydraulic System and the

k. The ECS will be inoperative.

Utility Hydraulic System. All electrical

systems, sights, communications,

l. The ice detector will be inoperative.

and lighting equipment not powered

m.The left and right pitot heater will be inoperative.

by the emergency bus would be lost.

The crew must activate the Emergen-

LAND AS SOON AS PRACTICABLE.

cy Hydraulics and land without delay.

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

9-18

Change 4

TM 1-1520-251-10

9.18.1 Primary Hydraulic Pressure Low and Utility

9.20

DITCHING (POWER ON)

Hydraulic Pressure Low. The UFD/EUFD will display

hydraulic fail message.

WARNING

1. EMERG HYD button -- Press ON.

• Activation of the canopy jettison sys-

tem with the cockpit partially full or

2. LAND WITHOUT DELAY..

submerged full of water will generate a

pressure wave that may result in crew

3. EMER ENG(S) SHUTDOWN.

injury and/or death.

• If the canopy jettison system has not

9.18.2 Primary Hydraulic Pressure Low and Utility

been activated prior to ditching in wa-

Hydraulic Level Low. In the event of a PRI HYD PSI

ter, the external water pressure may

failure and UTIL HYD LVL condition, hydraulic power to

cause the canopies to implode (col-

the Tail Rotor (T/R) servo may be lost. This may require a

lapse inward) as the aircraft sinks be-

landing in accordance with T/R FIXED PITCH MAL-

yond 2 - 3 meters. The cockpit will

FUNCTION. The UFD/EUFD will display TAIL RTR/TAIL

flood almost immediately and the air-

ROTOR HYD.

craft will begin to descend rapidly in

an uncontrolled manner; canopy sec-

LAND AS SOON AS POSSIBLE.

tions may also block the egress route.

9.19 EMERGENCY LANDING IN WOODED AREAS

CAUTION

(POWER OFF)

If the canopy jettison system is operated

AUTOROTATE -- Apply full collective to decay

underwater, the canopies are likely to im-

rotor rpm as helicopter settles.

plode (collapse inward) due to the external

water pressure. This may hinder egress

and/or block escape routes.

The decision to ditch the helicopter will be made by the pi-

lot when an emergency makes further flight unsafe.

1. Approach to hover.

2. Canopies -- JETTISON prior to entering water.

3. Pilot shoulder harness -- Lock.

4. CPG -- Exit helicopter.

5. Hover downwind to a safe distance.

6. POWER levers -- OFF.

7. Perform hovering autorotation -- Apply full col-

lective to decay rpm as helicopter settles.

8. Cyclic -- Position in direction of roll.

9. Exit when main rotor has stopped.

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

Change 5

9-19

TM 1-1520-251-10

9.21 DITCHING (POWER OFF)

2. APU ON.

3. EMER ENG(S) SHUTDOWN.

If autorotational landing over water becomes necessary:

9.22.4 Main Rotor Components.

1. AUTOROTATE -- Apply full collective to decay

rotor rpm as helicopter settles.

WARNING

2. Canopies -- JETTISON prior to entering water.

Danger exists that the main rotor system

3. Cyclic -- Position in direction of roll.

could collapse or separate from the air-

craft after landing. A decision must be

4. Exit when main rotor has stopped.

made whether occupant egress occurs

before or after the rotor has stopped.

9.22 FLIGHT CONTROL MALFUNCTIONS

Imminent failure of the main rotor components may be in-

dicated by a sudden increase in main rotor vibration and/

9.22.1 Failure of Components. Failure of components

or unusual noise. Severe changes in lift characteristics

within the flight control system may be indicated through

and/or balance condition can occur due to blade strikes,

varying degrees of feedback, binding, resistance, sloppi-

skin separation, shift or loss of balance weights or other

ness or abnormal control responses. These conditions

material. Malfunction may result in severe main rotor flap-

should not be mistaken for the malfunction of the stabiliza-

ping. If the main rotor system malfunctions, proceed as

tion equipment.

follows:

9.22.2 BUCS FAIL.

1. LAND AS SOON AS POSSIBLE.

2. EMER ENG(S) SHUTDOWN.

WARNING

During ground operations any abnormal control inputs re-

• Activation of one of the BUCS FAIL

quired to maintain desired fuselage attitude may be indic-

cautions in--flight shall signal a flight

ative of a problem. If this condition occurs, complete a nor-

control emergency. It can mean either

mal engine shutdown.

a failure within the system or a mis-

9.22.5 EGI IN--FLIGHT MISALIGNMENT.

track between the crewstation con-

trols. The CPG should only activate

the BUCS trigger select if the pilot is

CAUTION

incapable of maintaining control of

the aircraft.

In flight, depending on airspeed, an un-

commanded scheduling down of the sta-

• If BUCS has been activated, attempt to

bilator can generate significant aircraft

land as far away from any known

pitch changes and decelerative forces.

transmitters as practical.

The instinctive aft cyclic input applied

will begin to slow the aircraft. However, a

1. LAND AS SOON AS POSSIBLE.

reduction in collective generates an

additional pitch down moment which ag-

2. APU ON.

gravates the situation and should be

avoided.

3. EMER ENG(S) SHUTDOWN.

NOTE

9.22.3 BUCS ON. Activation of the BUCS ON caution

• Dual in--flight EGI alignments are prohib-

informs the crew that the BUCS system is now in use to

ited.

control one or more flight control axes. The system is a

non--redundant fly--by--wire system and long duration

• Single in--flight alignments are authorized

flights should not be attempted.

on the secondary EGI, however, level un-

accelerated flight with a constant heading

1. LAND AS SOON AS POSSIBLE.

must be maintained.

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

9-20

Change 5

TM 1-1520-251-10

Section II.

MISSION EQUIPMENT

9.26 MISSION EQUIPMENT FAILURE

a. PNVS Failure.

CAUTION

NOTE

Do not jettison Hellfire missile if a hangfire is

Switch over to the TADS WFOV FLIR image

in progress.

should occur in about 3 seconds. TADS

slew rates noticeably slower in azimuth than

9.26.1 Wing Stores Jettison.

PNVS. Some gain and level adjustment is

usually necessary for optimum image.

a. Selected Armament Wing Stores.

1. Airspeed - 130 KTAS maximum.

NVS select switch (Pilot) - TADS.

2. Selected STORES JETTISON

buttons - Press to ARM.

b. IHADSS/HDU Failure or [

BLK 2

IHADSS

3. JETT button - Press.

STALE]. If necessary, the following procedure will en-

able the flight crew to fly an MPD fixed panel mounted dis-

b. All Armament Wing Stores:

play.

1. Airspeed - 130 KTAS maximum.

2. Collective JETT button - Press.

1. NVS MODE switch - FIXED.

c. External Fuel Wing Stores:

2. NVS select switch - TADS or PNVS.

1. Airspeed - 100 KTAS maximum.

2. Selected STORES JETTISON

buttons - Press to ARM.

3. MPD VID - PLT or CPG HMD (as necessary).

3. JETT button - Press.

9.26.3 TADS TEU Failure. When the TEU fails, the

9.26.2 PNVS/IHADSS.

PNVS is commanded to direct mode by the weapons

processor. If the TEU completely fails, operation of the

TADS is severely limited. The TADS cannot be selected

WARNING

as a sight or a NVS sensor. Laser ranging is inhibited by

TADS. The LINK function is not available. Some partial

If night NOE, reaction to the following

TEU failures will allow the TADS to continue in the current-

malfunctions must be immediate. Exit

ly selected mode, but will not allow changes to the TADS

the NOE environment immediately.

modes of operation. The AND may blank, depending on

the particular failure and whether the TADS is in the OIP

NOTE

configuration. If the PNVS is ON, it will be commanded to

During rolling maneuvers, a phenomena

the Direct mode and PNVS DIRECT will be displayed on

known as AC coupling may degrade the

the HAD. In this mode, the PNVS turret movement is con-

PNVS imagery. Generally, this image degra-

trolled by IHADSS and the PNVS Electronics Unit (PEU).

dation will worsen as the bank angle is in-

Direct mode limits the azimuth movement of the PNVS to

creased. To reduce the adverse effects of

+/ - 75° and the accuracy is degraded. In PNVS direct, the

AC coupling the pilot should reduce the

PNVS turret cannot be commanded to fixed forward using

amount of sky visible within the PNVS field

the pilot/CPG NVS MODE switch. When shutting down

of view by viewing the terrain below the hori-

the aircraft, the PNVS turret will not stow properly until the

zon.

TEU is repaired.

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

Change 3

9-21

TM 1-1520-251-10

9.26.4 IHADSS Single DP Operation.

b. KUs non-operational.

c. HDUs non-operational.

WARNING

d. Center display non-operational.

• Do not perform targeting operations

with HMD as the selected sight when

LAND AS SOON AS POSSIBLE.

your HMD presents information for the

opposite crewmember.

9.26.6 Single SP Failure. If the failed SP is primary,

and the PROCESSOR SELECT switch is in AUTO, the

• While conducting IHADSS operations

other SP will automatically assume the role of primary SP.

during single DP failure, the possibil-

If the PROCESSOR SELECT switch is in any position oth-

ity of IHADSS video going stale in-

er than AUTO, the CPG must manually select the oppo-

creases. If the IHADSS video goes

site SP if an SP failure has occurred. If the PROCESSOR

stale, refer to paragraph 9.26.2 PNVS/

SELECT switch is in AUTO and there are symptoms of an

IHADSS.

unsuccessful automatic switchover, the CPG must manu-

ally select an SP (select the last known secondary SP, or

During single DP operation both crewstations share com-

SP2 if not known). If the symptoms do not clear, the CPG

mon symbology and imagery on their HMDs. Symbology

must manually select the other SP. Symptoms of an un-

brightness is controlled by the crewmember whose

successful switchover include the following:

symbology and imagery is presented on both HMDs. Con-

trol of the HMD presentation is as follows: If the NVS

a. The SP1 and SP2 lights on the PROCESSOR SE-

MODE switch is OFF in both crewstations the pilot’s

LECT panel are both ON.

symbology and imagery will be presented on both HMDs.

If only one crewmember’s NVS MODE switch is NORM or

b. Several different types of dynamic data is dis-

FIXED, that crewmember’s symbology and imagery will

played on the MPD and/or UFD/EUFD displays (e.g., time

be presented on both HMDs. If both crewmember’s NVS

of day, engine performance data, etc.) are frozen.

MODE switches are NORM or FIXED, the symbology and

imagery of the pilot will be displayed.

c. The MPD and/or UFD/EUFD displays become er-

ratic or blank.

[

BLK 2

During single DP operations, if the active DP is de-

9.26.7 Dual SP Failure. Following a dual System Pro-

tected of having stale data, a caution will be displayed and

cessor failure, the aircrew can expect the following:

the DP will not be allowed to reset until the other DP is suc-

cessfully reset and back online. LEFT or RIGHT MPD

a. Primary flight controls will operate as an indepen-

STALE, or IHADSS/ORT STALE cautions will be displayed

dent hydraulic/mechanical system. FMC disengages and

on the UFD/EUFD to inform the crew of any possible stale

stabilator reverts to MAN mode. Force trim will remain in

data displayed.]

last set ON/OFF state. Manual stabilator controls will be

fully functional without position symbology.

If, during single DP operation, the IHADSS video and for-

b. All hydraulic systems will continue to operate, in-

mat of the crewmember on the controls changes to the

cluding the emergency function.

video and format of the crewmember not on the controls.

c. Both engines will continue to operate with full con-

1. NVS SELECT Switch - Reselect (PNVS or

trol capability.

TADS).

d. Fire Detection/Extinguishing panel status and con-

trols (including fuel shutoff and engine shutdown) are fully

operational.

2. Crewmember (not on controls) - Assume con-

e. All backup (standby) instruments are fully function-

trol.

al.

f. All interior and exterior lighting controls (including

9.26.5 Dual DP Failure. Following a dual Display Pro-

searchlight) are fully operational.

cessor failure, the aircraft will continue to function normal-

g. Stores jettison capability is fully operational.

ly except for displayed items as follows:

h. Canopy de-fog and Windshield wipers are fully op-

a. MPDs non-operational.

erational.

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

9-22

Change 3

TM 1-1520-251-10

i. ICS remains fully functional. Radios remain opera-

l. If TADS /PNVS were operating in NVS NORM at

tional at last selected state. Radios can be RTS’d but crew

the time of failure, they will continue to function and pro-

cannot tell by visual cues for proper radio selection.

vide imagery without flight symbology. HDUs will continue

Transponder will continue to operate in last set state, but

to function but without flight symbology. ORT will display

Mode C altitude reporting is not updated. EMERGENCY

video in the last commanded state. NVS will remain in the

GUARD and XPNDR remain in last set state.

last commanded state.

j. Aircraft ARM/SAFE state remains in last comman-

m. MPDs function in a degraded mode due to no data

ded selection. Actioned and ARMED weapons remain in

update, missing data, or lack of control functions (paging

last selected state; Crew must de-WAS weapon to safe

is available).

weapons. Weapons degradation is severe (no inhibits

available) and firing is not recommended.

n. Except for fire warning lights, loss of all

W/C/A notification including voice messages.

k. Fuel system, ECS system, Anti-Ice systems and

o. KUs and UFD/EUFDs non-operational.

IPAS bleed valves will continue to operate but will remain

at last commanded state.

p. ARC - 164 and IDM cannot be zeroized.

NOTE

q. CHAFF dispenser is not available.

Attempting to change NVS MODE will result

in extreme NVS system degradation.

LAND AS SOON AS POSSIBLE.

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

Change 2

9-23

TM 1-1520-251-10

Section III. WARNING/CAUTION/ADVISORY MESSAGES

9.27 WARNING CONDITION INDICATIONS

NOTE

Most warning conditions are indicated by a flashing illumi-

nated MSTR WARN pushbutton and messages on the

• During maneuvering flight, a momentary

UFD/EUFD and MPD. Other warning conditions are indi-

reduction of oil pressure may occur in the

cated by lighted push buttons on Fire Detection panel. All

main transmission and engine nose gear-

Warnings, are accompanied by a voice message given

boxes causing a low oil pressure caution

through the aircrew headset. Tables 9-1 and 9-2 outline

indication. As long as the caution condi-

the WARNING conditions, MPD and UFD/EUFD displays,

tion is cleared within 10 seconds after re-

and voice messages, as applicable, that have been de-

turning to stable flight, no action is re-

fined for the aircraft. Table 9-3 contains CAUTION condi-

quired.

tion indications and appropriate corrective actions. Table

9-4 contains ADVISORY condition indications and ap-

propriate corrective actions.

• During approaches, maneuvering flight

and other areas of 4/rev vibration, the

GRBX VIB/GEARBOX VIBRATION cau-

tion condition may be indicated. As long

CAUTION

as the caution condition is cleared within

10 seconds after exiting the 4/rev envi-

Delays of up to three seconds could be

ronment, no action is required.

encountered between the onset of a Mas-

ter Caution/Warning and autopage oc-

curring. Instant flight page access is

• HIGH RTR, ENG CHOP, emergency pro-

available by pushing down on the CY-

cedures are not displayed on the ENG

CLIC SYMBOLOGY MODE SELECT

page. All other WARNING, emergency

switch. Aircraft control remains the high-

procedures are displayed on the ENG

est priority in the conduct of any emer-

page.

gency procedure.

Table 9-1. UFD/EUFD Warnings, MPD Warnings, and Voice Messages

UFD WARNING

MPD WARNING

VOICE MESSAGE

EUFD WARNING

[

BLK 1

DECK FIRE]

AFT DECK FIRE

[

BLK 2

AFT DECK FIRE]

[

BLK 1

ENG CHOP]

[

BLK 1

ENG CHOP]

ENGINE CHOP

[

BLK 2

ENGINE CHOP]

[

BLK 2

ENGINE CHOP]

[

BLK 1

ENG1 OUT]

[

BLK 1

ENG1 OUT]

ENGINE 1 OUT

[

BLK 2

ENGINE 1 OUT]

[

BLK 2

ENGINE 1 OUT]

[

BLK 1

ENG2 OUT]

[

BLK 1

ENG2 OUT]

ENGINE 2 OUT

[

BLK 2

ENGINE 2 OUT]

[

BLK 2

ENGINE 2 OUT]

[

BLK 1

ENG1 OVSP]

[

BLK 1

ENG1 OVSP]

ENGINE 1 OVERSPEED

[

BLK 2

ENGINE 1

[

BLK 2

ENGINE 1

OVERSPEED]

[

BLK 1

ENG2 OVSP]

[

BLK 1

ENG2 OVSP]

ENGINE 2 OVERSPEED

[

BLK 2

ENGINE 2

[

BLK 2

ENGINE 2

OVERSPEED]

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

9-24

Change 2

TM 1-1520-251-10

Table 9-1. UFD/EUFD Warnings, MPD Warnings, and Voice Messages - continued

UFD WARNING

MPD WARNING

VOICE MESSAGE

EUFD WARNING

[

BLK 1

HIGH RTR]

HIGH ROTOR RPM

ROTOR RPM HIGH

[

BLK 2

HIGH ROTOR

RPM]

[

BLK 1

HYD FAIL]

[

BLK 1

HYD FAILURE]

HYDRAULIC FAILURE

[

BLK 2

HYDRAULIC

[

BLK 2

HYDRAULIC FAIL]

FAIL]

[

BLK 1

LOW RTR]

LOW ROTOR RPM

ROTOR RPM LOW

[

BLK 2

LOW ROTOR

RPM]

[

BLK 1

TAIL RTR]

TAIL ROTOR HYD

TAIL ROTOR HYDRAULIC FAILURE

[

BLK 2

TAIL ROTOR

HYD]

Table 9-2. Dedicated Warning Lights, MPD Warning, and Voice Messages

FIRE WARNING LIGHT

MPD WARNING

VOICE MESSAGE

APU “FIRE”

APU FIRE

ENG 1 “FIRE”

ENGINE 1 FIRE

ENG 2 “FIRE”

ENGINE 2 FIRE

9.28 CAUTION CONDITION INDICATIONS

corrected. Table 9-3 outlines the caution condition mes-

sages and corrective action for each that have been de-

fined for the aircraft.

Cautions are indicated by illumination of the MSTR CAUT

NOTE

push button, messages displayed on the UFD/EUFD and

A caution/warning that is Information/Sys-

MPD, and a set of alternating tones. The alternating tone

tem status shows condition of that system

pattern will be repeated every 10 seconds until the caution

component. Mission accomplishment may

has been acknowledged by actioning the MSTR CAUT

be degraded. Mission requirements will dic-

push button, or until the cause of the caution has been

tate further actions.

Table 9-3. UFD/EUFD Cautions, MPD Cautions, and Corrective Actions

UFD CAUTION

MPD CAUTION

CORRECTIVE ACTION

EUFD CAUTION

[

BLK 1

ACC OIL PSI]

ACC OIL PSI LOW

APU only: Shutdown as soon as possible.

[

BLK 2

ACC OIL PSI

In flight: LAND AS SOON AS PRACTICABLE.

LOW]

AFT FUEL LOW

LAND AS SOON AS PRACTICABLE.

APU ON

APU button - Press.

[

BLK 2

AUTO/MAN STAB

[

BLK 2

AUTO/MAN STAB

LAND AS SOON AS PRACTICABLE

FAIL]

[

BLK 1

BOOST PUMP]

BOOST PUMP FAILURE

Information System Status

[

BLK 2

BOOST PUMP

FAILURE]

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

Change 2

9-25

TM 1-1520-251-10

Table 9-3. UFD/EUFD Cautions, MPD Cautions, and Corrective Actions - continued

UFD CAUTION

MPD CAUTION

CORRECTIVE ACTION

EUFD CAUTION

BUCS FAIL

Refer to paragraph 9.22.2 BUCS FAIL

[

BLK 1

BUCS FAIL C]

BUCS FAIL COLL

Refer to paragraph 9.22.2 BUCS FAIL

[

BLK 2

BUCS FAIL

COLL]

[

BLK 1

BUCS FAIL P]

BUCS FAIL PITCH

[

BLK 2

BUCS FAIL

PITCH]

[

BLK 1

BUCS FAIL R]

BUCS FAIL ROLL

[

BLK 2

BUCS FAIL

ROLL]

[

BLK 1

BUCS FAIL Y]

BUCS FAIL YAW

[

BLK 2

BUCS FAIL YAW]

[

BLK 2

BUCS ON]

[

BLK 2

BUCS ON]

[

BLK 2

BUCS ON CPG

[

BLK 2

BUCS ON CPG

COLL]

[

BLK 2

BUCS ON CPG

[

BLK 2

BUCS ON CPG

PITCH]

[

BLK 2

BUCS ON CPG

[

BLK 2

BUCS ON CPG

ROLL]

[

BLK 2

BUCS ON CPG

[

BLK 2

BUCS ON CPG

YAW]

[

BLK 2

BUCS ON PLT

[

BLK 2

BUCS ON PLT

COLL]

[

BLK 2

BUCS ON PLT

[

BLK 2

BUCS ON PLT

PITCH]

[

BLK 2

BUCS ON PLT

[

BLK 2

BUCS ON PLT

ROLL]

[

BLK 2

BUCS ON PLT

[

BLK 2

BUCS ON PLT YAW]

YAW]

[

BLK 1

CANOPY A - ICE]

CANOPY A - ICE FAIL

Information System Status

[

BLK 2

CANOPY A - ICE

FAIL]

ECS AFT FAIL

Information System Status

ECS FAIL

Information System Status

ECS FWD FAIL

Information System Status

[

BLK 1

ENG1 A - ICE]

ENG 1 A-ICE FAIL

Information System Status

[

BLK 2

ENG 1 A - ICE

FAIL]

[

BLK 1

ENG2 A - ICE]

ENG 2 A-ICE FAIL

Information System Status

[

BLK 2

ENG 2 A - ICE

FAIL]

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

9-26

Change 2

TM 1-1520-251-10

Table 9-3. UFD/EUFD Cautions, MPD Cautions, and Corrective Actions - continued

UFD CAUTION

MPD CAUTION

CORRECTIVE ACTION

EUFD CAUTION

[

BLK 1

ENG1 CHIPS]

ENGINE 1 CHIPS

POWER lever - IDLE when conditions permit.

[

BLK 2

ENGINE 1 CHIPS]

LAND AS SOON AS PRACTICABLE.

[

BLK 1

ENG2 CHIPS]

ENGINE 2 CHIPS

POWER lever - IDLE when conditions permit.

[

BLK 2

ENGINE 2 CHIPS]

LAND AS SOON AS PRACTICABLE.

[

BLK 1

ENG1 FUEL PSI]

ENG 1 FUEL PSI LOW

Achieve safe single engine airspeed.

[

BLK 2

ENG 1 FUEL PSI

LAND AS SOON AS PRACTICABLE.

LOW]

[

BLK 1

ENG2 FUEL PSI]

ENG 2 FUEL PSI LOW

Achieve safe single engine airspeed.

[

BLK 2

ENG 2 FUEL PSI

LAND AS SOON AS PRACTICABLE.

LOW]

Both ENG 1 FUEL PSI

FUEL page, BOOST button - Press ON.

and ENG 2 FUEL PSI

LAND AS SOON AS POSSIBLE.

displayed

[

BLK 2

ENG 1 OIL

ENG 1 OIL BYPASS

POWER lever - IDLE when conditions permit.

BYPASS]

LAND AS SOON AS PRACTICABLE.

[

BLK 2

ENG 2 OIL

ENG 2 OIL BYPASS

POWER lever - IDLE when conditions permit.

BYPASS]

LAND AS SOON AS PRACTICABLE.

[

BLK 1

ENG1 OIL PSI]

ENG 1 OIL PSI LOW

EMERG ENGINE SHUTDOWN when conditions

[

BLK 2

ENG 1 OIL PSI

permit.

LOW]

LAND AS SOON AS PRACTICABLE.

[

BLK 1

ENG2 OIL PSI]

ENG 2 OIL PSI LOW

EMERG ENGINE SHUTDOWN when conditions

[

BLK 2

ENG 2 OIL PSI

permit.

LOW]

LAND AS SOON AS PRACTICABLE.

[

BLK 1

FUEL XFER]

FUEL XFER FAILURE

Evaluate fuel remaining per fuel cell.

[

BLK 2

FUEL XFER

FAILURE]

[

BLK 1

FUEL 1 BYPASS]

ENG 1 FUEL BYPASS

POWER lever - IDLE when conditions permit.

[

BLK 2

ENG 1 FUEL

LAND AS SOON AS PRACTICABLE.

BYPASS]

[

BLK 1

FUEL 2 BYPASS]

ENG 2 FUEL BYPASS

POWER lever - IDLE when conditions permit.

[

BLK 2

ENG 2 FUEL

LAND AS SOON AS PRACTICABLE.

BYPASS]

[

BLK 1

FMC DISENG]

FMC DISENGAGED

Information System Status

[

BLK 2

FMC

DISENGAGED]

FMC FAIL

Information System Status

[

BLK 1

FWD FUEL LOW]

FORWARD FUEL LOW

LAND AS SOON AS PRACTICABLE.

[

BLK 2

FORWARD FUEL

LOW]

[

BLK 1

GEN1 FAIL]

GENERATOR 1 FAIL

GEN RST panel - GEN 1.

[

BLK 2

GENERATOR 1

FAIL]

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

Change 2

9-27

TM 1-1520-251-10

Table 9-3. UFD/EUFD Cautions, MPD Cautions, and Corrective Actions - continued

UFD CAUTION

MPD CAUTION

CORRECTIVE ACTION

EUFD CAUTION

[

BLK 1

GEN2 FAIL]

GENERATOR 2 FAIL

GEN RST panel - GEN 2.

[

BLK 2

GENERATOR 2

FAIL]

Both [

BLK 1

GEN1

Both GENERATOR 1 FAIL and

FAIL]

GENERATOR 2 FAIL displayed

Refer to Both Generators Fail (para 9.17.1)

[

BLK 2

GENERATOR

1 FAIL] and

[

BLK 1

GEN2 FAIL]

[

BLK 2

GENERATOR

2 FAIL] displayed

[

BLK 1

GRBX TEMP]

GEARBOX TEMP HIGH

LAND AS SOON AS PRACTICABLE.

[

BLK 2

GEARBOX TEMP

HIGH]

[

BLK 1

GRBX VIB]

GEARBOX VIBRATION

LAND AS SOON AS POSSIBLE.

[

BLK 2

GEARBOX

VIBRATION]

[

BLK 1

GRBX1 CHIPS]

GEARBOX 1 CHIPS

POWER lever - IDLE when conditions permit.

[

BLK 2

GEARBOX 1

LAND AS SOON AS PRACTICABLE.

CHIPS]

[

BLK 1

GRBX2 CHIPS]

GEARBOX 2 CHIPS

POWER lever - IDLE when conditions permit.

[

BLK 2

GEARBOX 2

LAND AS SOON AS PRACTICABLE.

CHIPS]

[

BLK 1

GRBX1 OIL HOT]

GEARBOX 1 OIL HOT

POWER lever - IDLE when conditions permit.

[

BLK 2

GEARBOX 1 OIL

LAND AS SOON AS PRACTICABLE.

HOT]

[

BLK 1

GRBX2 OIL HOT]

GEARBOX 2 OIL HOT

POWER lever - IDLE when conditions permit.

[

BLK 2

GEARBOX 2 OIL

LAND AS SOON AS PRACTICABLE.

HOT]

[

BLK 1

GRBX1 OIL PSI]

GRBX 1 OIL PSI LOW

POWER lever - IDLE when conditions permit.

[

BLK 2

GRBX 1 OIL PSI

LAND AS SOON AS PRACTICABLE.

LOW]

[

BLK 1

GRBX2 OIL PSI]

GRBX 2 OIL PSI LOW

POWER lever - IDLE when conditions permit.

[

BLK 2

GRBX 2 OIL PSI

LAND AS SOON AS PRACTICABLE.

LOW]

ICING SEVERE

Verify or turn on anti-ice system.

IRJAM FAIL

Information System Status

[

BLK 1

MAG TRIM OFF]

MAG FORCE TRIM OFF

Turn Force Trim ON.

[

BLK 2

MAG FORCE

TRIM OFF]

[

BLK 2

MAIN XMSN

MAIN XMSN CHIPS

LAND AS SOON AS POSSIBLE.

CHIPS

MODE4 CAUTION

Information System Status

[

BLK 2

MSN DATA IN-

MSN DATA INVALID

Information System Status

VALID

[

BLK 2

LEFT MPD

CIPM1 STALE FAIL

Information System Status

STALE

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

9-28

Change 4

TM 1-1520-251-10

Table 9-3. UFD/EUFD Cautions, MPD Cautions, and Corrective Actions - continued

UFD CAUTION

MPD CAUTION

CORRECTIVE ACTION

EUFD CAUTION

[

BLK 2

RIGHT MPD

CIPM2 STALE FAIL

Information System Status

STALE ]

[

BLK 2

IHADSS/ORT

MIPM STALE FAIL

Refer to PNVS/IHADSS (para 9.26.2)

STALE

[

BLK 1

OIL 1 BYPASS]

ENG 1 OIL BYPASS

POWER lever - IDLE when conditions permit.

LAND AS SOON AS PRACTICABLE.

[

BLK 1

OIL 2 BYPASS]

ENG 2 OIL BYPASS

POWER lever - IDLE when conditions permit.

LAND AS SOON AS PRACTICABLE.

[

BLK 2

PASSWORD RE

PASSWORD RE ENTER

Manually enter the username/password TI login

ENTER]

on the KU.

PRI HYD BYP

LAND AS SOON AS PRACTICABLE.

[

BLK 1

PRI HYD LVL]

PRI HYD LEVEL LOW

LAND AS SOON AS PRACTICABLE.

[

BLK 2

PRI HYD LEVEL

LOW]

[

BLK 1

PRI HYD PSI]

PRI HYD PSI LOW

LAND AS SOON AS POSSIBLE.

[

BLK 2

PRI HYD PSI

LOW]

[

BLK 1

REFUEL VALVE]

REFUEL VALVE OPEN

Information System Status

[

BLK 2

REFUEL VALVE

OPEN]

[

BLK 1

RECT1 FAIL]

RECTIFIER 1 FAIL

Information System Status

[

BLK 2

RECTIFIER 1

FAIL]

[

BLK 1

RECT2 FAIL]

RECTIFIER 2 FAIL

Information System Status

[

BLK 2

RECTIFIER 2

FAIL]

Both [

BLK 1

RECT1

Both RECTIFIER 1 FAIL and

FAIL]

RECTIFIER 2 FAIL displayed

LAND AS SOON AS PRACTICABLE.

[

BLK 2

RECTIFIER 1

FAIL] and

[

BLK 1

RECT2 FAIL]

[

BLK 2

RECTIFIER 2

FAIL] displayed

RJAM FAIL

Information System Status

[

BLK 1

RTR BRK ON/LK]

ROTOR BRAKE ON/LK

RTR BRK switch - OFF.

[

BLK 2

ROTOR BRAKE

LAND AS SOON AS POSSIBLE.

ON/LK]

[

BLK 1

STAB FAIL]

[

BLK 1

AUTO/MAN STAB

LAND AS SOON AS PRACTICABLE.

FAIL]

[

BLK 2

TI - IDM DISABLE]

TI - IDM DISABLE

Information System Status

UTIL HYD BYP

LAND AS SOON AS PRACTICABLE.

[

BLK 1

UTIL HYD LVL]

UTIL HYD LEVEL LOW

LAND AS SOON AS PRACTICABLE.

[

BLK 2

UTIL HYD LEVEL

LOW]

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

Change 4

9-29

TM 1-1520-251-10

Table 9-3. UFD/EUFD Cautions, MPD Cautions, and Corrective Actions - continued

UFD CAUTION

MPD CAUTION

CORRECTIVE ACTION

EUFD CAUTION

[

BLK 1

UTIL HYD PSI]

UTIL HYD PSI LOW

LAND AS SOON AS POSSIBLE.

[

BLK 2

UTIL HYD PSI

LOW]

[

BLK 1

XFEED1 VALVE]

XFEED 1 VALVE FAIL

Achieve safe single engine airspeed. If CAUTION

[

BLK 2

XFEED 1 VALVE

message extinguishes, continue mission. If

FAIL]

CAUTION message remains, be prepared for a

single engine flame-out.

LAND AS SOON AS PRACTICABLE.

[

BLK 1

XFEED2 VALVE]

XFEED 2 VALVE FAIL

Achieve safe single engine airspeed. If CAUTION

[

BLK 2

XFEED 2 VALVE

message extinguishes, continue mission. If

FAIL]

CAUTION message remains, be prepared for a

single engine flame-out.

LAND AS SOON AS PRACTICABLE.

[

BLK 1

XMSN CHIPS]

MAIN XMSN CHIPS

LAND AS SOON AS POSSIBLE.

[

BLK 1

XMSN1 OIL HOT]

XMSN 1 OIL HOT

LAND AS SOON AS PRACTICABLE.

[

BLK 2

XMSN 1 OIL

HOT]

[

BLK 1

XMSN2 OIL HOT]

XMSN 2 OIL HOT

LAND AS SOON AS PRACTICABLE.

[

BLK 2

XMSN 2 OIL

HOT]

Both [

BLK 1

XMSN1

Both XMSN 1 OIL HOT

OIL HOT]

and XMSN 2 OIL HOT

LAND AS SOON AS POSSIBLE.

[

BLK 2

XMSN 1 OIL

displayed

HOT] and

[

BLK 1

XMSN2 OIL

HOT]

[

BLK 2

XMSN 2 OIL

HOT] displayed

[

BLK 1

XMSN1 OIL PSI]

XMSN 1 OIL PSI LOW

LAND AS SOON AS PRACTICABLE.

[

BLK 2

XMSN 1 OIL PSI

LOW]

[

BLK 1

XMSN2 OIL PSI]

XMSN 2 OIL PSI LOW

LAND AS SOON AS PRACTICABLE.

[

BLK 2

XMSN 2 OIL PSI

LOW]

Both [

BLK 1

XMSN1

Both XMSN 1 OIL PSI LOW

OIL PSI]

and XMSN 2 OIL PSI LOW

LAND AS SOON AS POSSIBLE.

[

BLK 2

XMSN 1 OIL

displayed

PSI LOW] and

[

BLK 1

XMSN2 OIL

PSI]

[

BLK 2

XMSN 2 OIL

PSI LOW] displayed

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

9-30

Change 4

TM 1-1520-251-10

9.29 ADVISORY CONDITION INDICATIONS

NOTE

The display of a message that is “Informa-

tion/System status” shows condition of com-

ponents. Mission accomplishment may be

affected. Mission requirements will dictate

further actions. Advisory conditions (table

9-4) that require crew interaction are indi-

cated by messages on the UFD/EUFD and

MPD. Flight control advisories are annun-

ciated with a tone which is given once and

will stop without crewmember interaction.

All other advisories that may be displayed

on the UFD and MPD are for information/

system status only.

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 2

#1 FUEL SNSR

#1 FUEL SNSR FAIL

Information System Status

FAIL]

[

BLK 2

#2 FUEL SNSR

#2 FUEL SNSR FAIL

Information System Status

FAIL]

[

BLK 2

*AIRBORNE

*AIRBORNE FIRE MSN

Information System Status

FIRE MSN]

[

BLK 2

*BDA REPORT]

*BDA REPORT

Information System Status

[

BLK 2

*FCR TGT

*FCR TGT REPORT

Information System Status

REPORT]

[

BLK 2

*FIELD

*FIELD ORDERS

Information System Status

ORDERS]

[

BLK 2

*FREE TEXT]

*FREE TEXT

Information System Status

[

BLK 2

*INFO

*INFO REQUEST

Information System Status

REQUEST]

[

BLK 2

*MSG TO

*MSG TO OBSERVER

Information System Status

OBSERVER]

[

BLK 2

*OBSERVER

*OBSERVER MSN UPDT

Information System Status

MSN UPDT]

[

BLK 2

*PP REPORT]

*PP REPORT

Information System Status

[

BLK 2

*SITREP]

*SITREP

Information System Status

[

BLK 2

*SPOT REPORT]

*SPOT REPORT

Information System Status

[

BLK 1

ACCUM PSI]

ACCUM OIL PRES LO

Information System Status

[

BLK 2

ACCUM OIL

PRES LO]

[

BLK 1

AFT FAB HOT]

AFT LFAB HOT

Information System Status

[

BLK 2

AFT LFAB HOT]

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

Change 2

9-31

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

AFT FAB HOT]

AFT RFAB HOT

Information System Status

[

BLK 2

AFT RFAB HOT]

AICE MAN

Information System Status

[

BLK 2

AIRBORNE FIRE

AIRBORNE FIRE MSN

Information System Status

MSN]

[

BLK 1

AIR RQST T]

AIR FIRE RQST TAC

Information System Status

[

BLK 2

AIR FIRE RQST

TAC]

[

BLK 1

ALT DRIFT]

ALTITUDE DRIFT

Information System Status

[

BLK 2

ALTITUDE

DRIFT]

ANTI-ICE ON

Information System Status

[

BLK 1

APU CMD FAIL]

None

Information System Status

[

BLK 2

APU

COMMAND FAIL]

APU ECU FUEL

None

Information System Status

[

BLK 1

APU ECU IGN]

None

Information System Status

[

BLK 2

APU ECU

IGNITOR]

[

BLK 1

APU ECU PTO]

None

Information System Status

[

BLK 2

APU ECU PTO

CLUTCH]

APU ECU STOP

None

Information System Status

[

BLK 1

APU ECU STRT]

None

Information System Status

[

BLK 2

APU ECU

STARTER]

[

BLK 1

APU EGT]

None

Information System Status

[

BLK 2

APU EGT TEMP]

APU FAIL

[

BLK 1

APU FAILURE]

Information System Status

[

BLK 2

APU FAIL]

[

BLK 1

APU FUEL VLV]

None

Information System Status

[

BLK 2

APU FUEL

VALVE]

[

BLK 1

APU LO OILP]

None

Information System Status

[

BLK 2

APU LO OIL

PRESS]

[

BLK 1

APU NO IGN]

None

Information System Status

[

BLK 2

APU NO

IGNITION]

APU OIL SW

None

Information System Status

APU ON

Information System Status

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

9-32

Change 2

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

APU OVRCUR]

None

Information System Status

[

BLK 2

APU

OVERCURRENT]

[

BLK 1

APU OVRSPD]

None

Information System Status

[

BLK 2

APU

OVERSPEED]

[

BLK 1

APU OVRTMP]

None

Information System Status

[

BLK 2

APU

OVERTEMP]

[

BLK 1

APU PWR ON]

APU POWER ON

Information System Status

[

BLK 2

APU POWER

ON]

[

BLK 1

APU RPMDECR]

None

Information System Status

[

BLK 2

APU RPM

DECREASE]

APU START

Information System Status

APU STOP

Information System Status

[

BLK 1

ARTY INTL T]

[

BLK 1

ARTY INTL T]

Information System Status

[

BLK 2

ARTY

[

BLK 2

ARTY

INTELGRID TAC]

[

BLK 1

ARTY RQST T]

ARTY FIRE RQST TAC

Information System Status

[

BLK 2

ARTY FIRE

RQST TAC]

[

BLK 1

ATHS MSG]

[

BLK 1

ATHS]

Information System Status

[

BLK 2

ATHS

[

BLK 2

ATHS

MESSAGE]

[

BLK 1

ATHS TABLE]

ATHS TABLE LOW

Information System Status

[

BLK 2

ATHS TABLE

LOW]

ATS1 HANG

Information System Status

ATS2 HANG

Information System Status

[

BLK 1

ATTHLD FAIL]

ATTITUD HOLD FAIL

Information System Status

[

BLK 2

ATTITUD HOLD

FAIL]

[

BLK 1

ATT HOLD]

ATTITUDE HOLD

Information System Status

[

BLK 2

ATTITUDE

HOLD]

[

BLK 1

AUTO STAB]

[

BLK 1

AUTO STAB

RESET button - Press.

[

BLK 2

AUTO STAB

FAILURE]

FAIL]

[

BLK 2

AUTO STAB

FAIL]

[

BLK 1

BARHLD FAIL]

BAR ALT HOLD FAIL

Information System Status

[

BLK 2

BAR ALT HOLD

FAIL]

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

Change 2

9-33

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

BAR HOLD]

BAR ALT HOLD

Information System Status

[

BLK 2

BAR ALT HOLD]

BATTERY

Information System Status

BDA QUERY

Information System Status

[

BLK 1

BDA RESPONS]

BDA RESPONSE

Information System Status

[

BLK 2

BDA

RESPONSE]

[

BLK 1

BDA RPT]

BDA REPORT

Information System Status

[

BLK 2

BDA REPORT]

[

BLK 1

BDA RPT T]

BDA REPORT TAC

Information System Status

[

BLK 2

BDA REPORT

TAC]

[

BLK 1

BLD AIR HOT]

BLEED AIR HOT

Identify High TGT Engine and turn OFF affected

[

BLK 2

BLEED AIR

bleed air.

HOT]

[

BLK 1

BLD AIR OFF]

BLEED AIR OFF

Information System Status

[

BLK 2

BLEED AIR OFF]

[

BLK 1

BLD AIR1]

ENG1 BLD AIR FAIL

Information System Status

[

BLK 1

BLD AIR2]

ENG2 BLD AIR FAIL

Information System Status

[

BLK 2

BULK

BULK MESSAGE TAC

Information System Status

MESSAGE TAC]

CANOPY OPEN

Identify and close appropriate canopy.

CHARGER

Information System Status

[

BLK 2

CIU FALLBACK]

CIU FALLBACK

Information System Status

[

BLK 2

CMDS

CMDS DEGRADED

Information System Status

DEGRADED]

[

BLK 2

CMWS

CMWS DEGRADED

Information System Status

DEGRADED]

[

BLK 2

CPG UFD HOT]

CPG UFD HOT

Information System Status

[

BLK 2

CTR TANK

CTR TANK EMPTY

Information System Status

EMPTY]

[

BLK 2

CTR XFER FAIL]

CTR XFER FAIL

Information System Status

CTRLM

Information System Status

[

BLK 2

DTC WRITE

DTC WRITE COMPLETE

Information System Status

COMPLETE]

[

BLK 2

DTC WRITING]

DTC WRITING

Information System Status

[

BLK 1

ECS DGR]

ECS DEGRADED

Information System Status

[

BLK 2

ECS

DEGRADED]

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

9-34

Change 2

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

ECS DGR AFT]

ECS DEGRADED AFT

Information System Status

[

BLK 2

ECS

DEGRADED AFT]

[

BLK 1

ECS DGR FWD]

ECS DEGRADED FWD

Information System Status

[

BLK 2

ECS

DEGRADED FWD]

ECS OFF

Information System Status

EFABS HOT

Information System Status

[

BLK 1

ELC APU BST]

None

Information System Status

[

BLK 2

ELC APU

BOOST PUMP]

ELC APU ECU

None

Information System Status

[

BLK 1

ELC APU FUEL]

None

Information System Status

[

BLK 2

ELC APU FUEL

VALVE]

ELC APU PTO

None

Information System Status

[

BLK 1

ELC APU STRT]

None

Information System Status

[

BLK 2

ELC APU

STARTER]

[

BLK 2

ENG1 BLD AIR

ENG1 BLD AIR FAIL

Information System Status

FAIL]

[

BLK 2

ENG2 BLD AIR

ENG2 BLD AIR FAIL

Information System Status

FAIL]

[

BLK 1

ENG 1 ORIDE]

ENG1 OVERRIDE

Information System Status

[

BLK 2

ENG1 OVER-

RIDE]

[

BLK 1

ENG 2 ORIDE]

ENG2 OVERRIDE

Information System Status

[

BLK 2

ENG2 OVER-

RIDE]

[

BLK 1

ENG1 PWR]

ENGINE 1 PWR FAIL

Information System Status

[

BLK 2

ENGINE 1 PWR

FAIL]

[

BLK 1

ENG2 PWR]

ENGINE 2 PWR FAIL

Information System Status

[

BLK 2

ENGINE 2 PWR

FAIL]

[

BLK 1

ENG1 PWR OK]

ENGINE 1 POWER OK

Information System Status

[

BLK 2

ENGINE 1

POWER OK]

[

BLK 1

ENG2 PWR OK]

ENGINE 2 POWER OK

Information System Status

[

BLK 2

ENGINE 2

POWER OK]

[

BLK 1

ENG1 START]

ENGINE 1 START

Information System Status

[

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

9-35

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

ENG2 START]

ENGINE 2 START

Information System Status

[

BLK 2

ENGINE 2

START]

[

BLK 2

ENTR INU 1

ENTR INU 1 BRST

Information System Status

BRST]

[

BLK 2

ENTR INU 2

ENTR INU 2 BRST

Information System Status

BRST]

[

BLK 1

EXT PWR]

EXT PWR DOOR OPEN

Close the external power door.

[

BLK 2

EXT PWR DOOR

OPEN]

[

BLK 1

EXT1 EMPTY]

EXTERNAL 1 EMPTY

Information System Status

[

BLK 2

EXTERNAL 1

EMPTY]

[

BLK 1

EXT2 EMPTY]

EXTERNAL 2 EMPTY

Information System Status

[

BLK 2

EXTERNAL 2

EMPTY]

[

BLK 1

EXT3 EMPTY]

EXTERNAL 3 EMPTY

Information System Status

[

BLK 2

EXTERNAL 3

EMPTY]

[

BLK 1

EXT4 EMPTY]

EXTERNAL 4 EMPTY

Information System Status

[

BLK 2

EXTERNAL 4

EMPTY]

[

BLK 1

FALLBACK]

CIU FALLBACK

Information System Status

FARM QUERY

Information System Status

[

BLK 1

FARM RPT]

FARM REPORT

Information System Status

[

BLK 2

FARM REPORT]

[

BLK 1

FARM RPT T]

FARM REPORT TAC

Information System Status

[

BLK 2

FARM REPORT

TAC]

FCR FAULT

Information System Status

[

BLK 1

FCR TGT RPT]

[

BLK 1

FCR TGT RPT]

Information System Status

[

BLK 2

FCR TGT

[

BLK 2

FCR TGT

REPORT]

[

BLK 2

FIELD ORDERS]

FIELD ORDERS

Information System Status

FM1 CUE

Information System Status

FM2 CUE

Information System Status

[

BLK 1

FMC DISENG]

FMC DISENGAGED

Information System Status

[

BLK 2

FMC

DISENGAGED]

[

BLK 1

FREE TEXT T]

FREE TEXT TAC

Information System Status

[

BLK 2

FREE TEXT

TAC]

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

9-36

Change 2

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

FUEL CHECK]

[

BLK 1

FUEL CHECK]

Information System Status

[

BLK 2

FUEL CHK COM-

[

BLK 2

FUEL CHK

PLETE]

COMPLETE]

[

BLK 1

FUEL P SNSR]

#1 FUEL SNSR FAIL

Information System Status

[

BLK 1

FUEL P SNSR]

#2 FUEL SNSR FAIL

Information System Status

[

BLK 1

FWD FAB HOT]

FWD LFAB HOT

Information System Status

[

BLK 2

FWD LFAB HOT]

[

BLK 1

FWD FAB HOT]

FWD RFAB HOT

Information System Status

[

BLK 2

FWD RFAB HOT]

[

BLK 1

GO FALLBACK]

GO CIU FALLBACK

Information System Status

[

BLK 2

GO CIU

FALLBACK]

[

BLK 2

HF KY FAIL]

HF KY FAIL

Information System Status

[

BLK 2

HF KY BYPASS

HF KY BYPASS ENBLD

Information System Status

ENBLD]

HOVER DRIFT

Information System Status

[

BLK 1

ICING]

ICING DETECTED

Verify or turn on anti-ice system.

[

BLK 2

ICING

DETECTED]

[

BLK 2

IDM FAULT]

IDM FAULT

Information System Status

[

BLK 2

IDM INHIBIT]

IDM INHIBIT

Information System Status

[

BLK 1

IDM MSG]

ALL IDM/SOI

Information System Status

[

BLK 1

IDM MSG]

AREAS FILE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

SOI AUTH

Information System Status

[

BLK 1

IDM MSG]

SOI C/S & FREQ

Information System Status

[

BLK 1

IDM MSG]

SOI EXPND

Information System Status

[

BLK 1

IDM MSG]

SOI SUFFIX 1/2

Information System Status

[

BLK 1

IDM MSG]

SOI SUFFIX 2/2

Information System Status

[

BLK 1

IDM MSG]

CTRLM FILE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

CURR MISSION

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

FCR PRI SCHEME

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

FREE TEXT

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

IDM CONFIG 1/3

Information System Status

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

Change 2

9-37

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

IDM MSG]

LASER CODES

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

LINES FILE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

MISSION 1

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

MISSION 2

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

NET MEMBRS 2/3

Information System Status

[

BLK 1

IDM MSG]

PRESETS 3/3

Information System Status

[

BLK 1

IDM MSG]

ROUTE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

ROUTE FILE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

TGT/THRT FILE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 1

IDM MSG]

WPT/HZD FILE

Information System Status

[

BLK 2

IDM MESSAGE]

[

BLK 2

IDM PASSWORD

IDM PASSWORD RESPNS

Information System Status

RESPNS]

[

BLK 2

IDM SECURITY

IDM SECURITY MSG TX

Information System Status

MSG TX]

[

BLK 2

IFF MODE4

[

BLK 2

IFF MODE4

Information System Status

REPLY]

[

BLK 1

IGN1 ON]

[

BLK 1

IGN 1 FAILURE

Perform Abort Start Procedure.

[

BLK 2

IGN 1 FAILED

ON]

[

BLK 2

IGN 1 FAILED

ON]

[

BLK 1

IGN2 ON]

[

BLK 1

IGN 2 FAILURE

Perform Abort Start Procedure.

[

BLK 2

IGN 2 FAILED

ON]

[

BLK 2

IGN 2 FAILED

ON]

[

BLK 2

INFO

INFO REQUEST

Information System Status

REQUEST]

[

BLK 1

INU SEA TYP]

INU SEA TYPE

Information System Status

[

BLK 2

INU SEA TYPE]

[

BLK 1

INU 1 BRST]

ENTR INU 1 BRST

Information System Status

[

BLK 1

INU 2 BRST]

ENTR INU 2 BRST

Information System Status

[

BLK 2

IR JAMMER

IR JAMMER DEGRADED

Information System Status

DEGRADED]

[

BLK 1

L EXT XFER]

L EXT XFER FAIL

Information System Status

[

BLK 2

L EXT XFER

FAIL]

[

BLK 1

LIVE ATAM]

TESS LIVE ATA MSL

Information System Status

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

9-38

Change 4

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 1

LIVE HF MSL]

TESS LIVE HF MSL

Information System Status

[

BLK 1

LIVE ROCKET]

TESS LIVE ROCKET

Information System Status

[

BLK 1

LIVE ROUND]

TESS LIVE ROUND

Information System Status

[

BLK 1

LSR KEYWORD]

LASER KEYWORD FAIL

Information System Status

[

BLK 2

LASER

KEYWORD FAIL]

[

BLK 1

MAN STAB ON]

MANUAL STAB ON

Information System Status

[

BLK 2

MANUAL STAB

ON]

[

BLK 1

MAYDAY T]

MAYDAY REPORT TAC

Information System Status

[

BLK 2

MAYDAY

REPORT TAC]

[

BLK 1

MDR FULL]

MDR MEMORY FULL

Information System Status

[

BLK 2

MDR MEMORY

FULL]

[

BLK 1

MDR MEM LOW]

MDR MEMORY LOW

Information System Status

[

BLK 2

MDR MEMORY

LOW]

[

BLK 1

MODE4 REPLY]

IFF MODE4 REPLY

Information System Status

[

BLK 1

MOVE CMD T]

MOVE COMMAND TAC

Information System Status

[

BLK 2

MOVE

COMMAND TAC]

MPD HOT

Reduce crewstation ECS temperature; and reduce

MPD brightness as much as practicable.

[

BLK 2

MSG TO

MSG TO OBSERVER

Information System Status

OBSERVER]

[

BLK 1

MSG 2 OBS T]

MSG TO OBSERVER TAC

Information System Status

[

BLK 2

MSG TO

OBSERVER TAC]

NAV FAULT

Information System Status

[

BLK 1

NEG SPOT T]

NEG SPOT RPT TAC

Information System Status

[

BLK 2

NEG SPOT RPT

TAC]

[

BLK 2

NET JOIN

NET JOIN REQUIRED

Information System Status

REQUIRED]

NF ZONE

Information System Status

[

BLK 2

OBSERVER

OBSERVER MSN UPDT

Information System Status

MSN UPDT]

[

BLK 1

OBSRV RDY T]

OBSERVER READY TAC

Information System Status

[

BLK 2

OBSERVER

READY TAC]

PF/NF ZONE

Information System Status

PF ZONE

Information System Status

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

Change 4

9-39

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

PIM FAULT

Information System Status

[

BLK 2

PLT UFD HOT]

PLT UFD HOT

Information System Status

PP QUERY

Information System Status

[

BLK 1

PP QUERY T]

PP QUERY TAC

Information System Status

[

BLK 2

PP QUERY TAC]

PP RESPONSE

Information System Status

[

BLK 1

PP RPT]

PP REPORT

Information System Status

[

BLK 2

PP REPORT]

[

BLK 1

PP RPT T]

PP REPORT TAC

Information System Status

[

BLK 2

PP REPORT

TAC]

[

BLK 1

RADHLD FAIL]

RAD ALT HOLD FAIL

Information System Status

[

BLK 2

RAD ALT HOLD

FAIL]

[

BLK 1

RAD HOLD]

RAD ALT HOLD

Information System Status

[

BLK 2

RAD ALT HOLD]

[

BLK 1

R EXT XFER]

R EXT XFER FAIL

Information System Status

[

BLK 2

R EXT XFER

FAIL]

[

BLK 2

RADAR

RADAR JAMMER ON

Information System Status

JAMMER ON]

RFHO

Information System Status

RFI FAULT

Information System Status

[

BLK 2

RJAM FAIL]

RJAM FAIL

Information System Status

[

BLK 1

RTR BRK ON]

ROTOR BRAKE ON

Information System Status

[

BLK 2

ROTOR BRAKE

ON]

[

BLK 1

SAS SATURAT]

SAS SATURATED

Re - trim aircraft.

[

BLK 2

SAS

SATURATED]

[

BLK 2

SEEKING TI]

SEEKING TI

Information System Status

[

BLK 1

SIM HIT]

TESS SIM HIT

Information System Status

[

BLK 1

SIM KILL]

TESS SIM KILL

Information System Status

[

BLK 1

SIM MISS]

TESS SIM NEAR MISS

Information System Status

[

BLK 1

SIM RESET]

TESS SIM RESET

Information System Status

[

BLK 1

SIM RESURR]

TESS SIM RESURRECT

Information System Status

[

BLK 2

SITREP]

SITREP

Information System Status

[

BLK 2

SPOT REPORT]

SPOT REPORT

Information System Status

[

BLK 1

SPOT RPT T]

SPOT REPORT TAC

Information System Status

[

BLK 2

SPOT REPORT

TAC]

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

9-40

Change 4

TM 1-1520-251-10

Table 9-4. UFD/EUFD Advisory, DMS Advisory, and Corrective Action - continued

UFD ADVISORY

DMS ADVISORY

CORRECTIVE ACTION

EUFD ADVISORY

[

BLK 2

TAIL WHEEL

TAIL WHEEL LOCK SEL

Information System Status

LOCK SEL]

[

BLK 2

TAIL WHEEL

TAIL WHEEL UNLK SEL

Information System Status

UNLK SEL]

TESS FAIL

Information System Status

TESS FAULT

Information System Status

[

BLK 2

TESS LIVE ATA

TESS LIVE ATA MSL

Information System Status

MSL]

[

BLK 2

TESS LIVE GUN

TESS LIVE GUN AMMO

Information System Status

AMMO]

[

BLK 2

TESS LIVE HF

TESS LIVE HF MSL

Information System Status

MSL]

[

BLK 2

TESS LIVE

TESS LIVE ROCKET

Information System Status

ROCKET]

[

BLK 1

TESS NO GPS]

TESS NO GPS TRACK

Information System Status

[

BLK 2

TESS NO GPS

TRACK]

[

BLK 2

TESS SIM HIT]

TESS SIM HIT

Information System Status

[

BLK 2

TESS SIM KILL]

TESS SIM KILL

Information System Status

[

BLK 2

TESS SIM NEAR

TESS SIM NEAR MISS

Information System Status

MISS]

[

BLK 2

TESS SIM

TESS SIM RESURRECT

Information System Status

RESURRECT]

[

BLK 2

TESS SIM

TESS SIM RESET

Information System Status

RESET]

[

BLK 1

TESS STORES]

[

BLK 1

TESS STORES]

Information System Status

[

BLK 2

TESS STORES

[

BLK 2

TESS STORES

ERROR]

TGT/THRT

Information System Status

[

BLK 1

TW LOCK SEL]

TAIL WHL LOCK SEL

Information System Status

[

BLK 1

TW UNLK SEL]

TAIL WHL UNLK SEL

Information System Status

[

BLK 1

UPDT HDG]

UPDATE HEADING

Information System Status

[

BLK 2

UPDATE

HEADING]

[

BLK 1

UPDT POSN]

UPDATE POSITION

Information System Status

[

BLK 2

UPDATE

POSITION]

[

BLK 1

WPT APRCH]

WPT APPROACHING

Information System Status

[

BLK 2

WPT

APPROACHING]

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

Change 2

9-41

TM 1-1520-251-10

APPENDIX A

REFERENCES

AR 70 - 50

Designating and Naming Defense Equipment Military Aerospace Vehicles

AR 95 - 1

Aviation Flight Regulations

AR 95 - 13

Safety Procedures for Operation and Movement of Army Aircraft on the

Ground

AR 385 - 40

Accident Reporting and Records

AR 385 - 63

Policies and Procedures for Firing Ammunition for Training, Target Practice

and Combat

AR 385 - 95

Army Aviation Accident Prevention

DA PAM 40-501

Hearing Conservation

DA PAM 738-751

Functional Users Manual for the Army Maintenance Management System

- Aviation (TAMMS - A)

FAR Part 91

Federal Air Regulations, General Operating and Flight Rules

FLIP

Flight Information Publication

FM 1 - 202

Environmental Flight

FM 1 - 203

Fundamentals of Flight

FM 1 - 230

Meteorology for Army Aviators

FM 1 - 240

Instrument Flying and Navigation for Army Aviators

FM 1-300

Flight Operations Procedures

FM 1-302

Aviation Life Support Equipment (ALSE) for Army Aircrews

FM 10-68

Aircraft Refueling

FM 10-69

Petroleum Supply Point Equipment and Operations

TB11 - 5895 - 1632 - 10

Improved Data Modem (IDM) MD - 1295/A Operator’s Manual

TB MED 524

Occupational and Environmental Health: Control of Hazards from Laser

Radiation

TM 1-1520-Longbow/Apache

Interactive Electronic Technical Manual (IETM)

TM 1-1520-251-CL

Operators Checklist for Army AH-64D Helicopter

TM 3 - 4240 - 312 - 12&P

Operator’s and Unit Maintenance Manual for Mask, Chemical -

Biological: Aircraft, M43

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

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HELICOPTER, ATTACK, AH-64D LONGBOW APACHE. TECHNICAL MANUAL (2002) - page 16