TM 1-1520-236-10

AH-1F(U)

CHAPTER 1
INTRODUCTION

1-1. GENERAL. 1-5. APPENDIX B. ABBREVIATIONS AND

TERMS.
These instructions are for use by the operator of the AH-
1F Upgrade or AH-1F(U) helicopter. Appendix B provides a glossary of abbreviations and
terms used throughout the text.
1-2. WARNING, CAUTIONS, AND NOTES
DEFINITION. 1-6. INDEX.
The index lists, in alphabetical order, every titled para-
Warnings, cautions, and notes are used to emphasize graph, figure and table contained in this manual. Chap-
important and critical instructions and are used for the ters 7 and 7.1 performance data have an additional index
following conditions: within each chapter.
1-7. ARMY AVIATION SAFETY PROGRAM
Reports necessary to comply with the safety program
WARNING are prescribed in AR 385-40.

An operating procedure, practice, etc., 1-8. DESTRUCTION OF ARMY MATERIAL

which, if not correctly followed, could TO PREVENT ENEMY USE.
result in personal injury or loss of life.
For information concerning destruction of Army material
to prevent enemy use, refer to TM 750-244-1-5.
1-9. FORMS AND RECORDS.
CAUTION
Army aviators flight record and helicopter maintenance
records which are to be used by crewmembers are pre-
An operating procedure, practice, etc.,
scribed in DA PAM 738-751 and TM 55-1500-342-23.
which, if not strictly observed could re-
sult in damage to or destruction of 1-10. EXPLANATION OF CHANGE SYM-
equipment.
BOLS.
NOTE Changes, except as noted below, to the text and tables,
including new material on added pages, are indicated by
An operating procedure, condition,
a vertical line in the outer margin extending close to the
etc., which it is essential to highlight.
entire area of the material affected; exception: pages
with emergency markings, which consist of black diago-
nal lines around three edges, may have the vertical line
1-3. DESCRIPTION. or change symbol placed along the inner margins. Sym-
bols show current changes only. A miniature pointing
This manual contains the best operating instructions and hand symbol is used to denote a change to an illustration.
procedures for the AH-1F(U) helicopter under most However, a vertical line in the outer margin, rather than
circumstances. The observance of limitations, miniature pointing hands, is utilized when there have
performance and weight balance data provided is been extensive changes to an illustration. Change sym-
mandatory. The observance of procedure is mandatory bols are utilized to indicate changes in the following:
except when modification is required because of
multiple emergencies, adverse weather, terrain, etc. a. Introductory material.
Your flying experience is recognized, and therefore, b. Indexes and tabular data where the change cannot
basic flight principles are not included. THIS MANUAL
be identified.
SHALL BE CARRIED IN THE HELICOPTER AT ALL
TIMES. c. Blank space resulting from the deletion of text, an
illustration, or a table.
1-4. APPENDIX A. REFERENCES.
d. Correction of minor inaccuracies, such as spelling,
Appendix A is a listing of official publications cited punctuation, relocation of material, etc., unless such
within the manual applicable to and available for flight
crews.
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TM 1-1520-236-10
AH-1F(U)

correction changes the meaning of instructive informa- 1-12. SERIES AND EFFECTIVITY CODES.
tion and procedures.

1-11. HELICOPTER DESIGNATION SYS- Designator symbols are used in conjunction with text
contents, text headings and illustration titles to show lim-
TEM. ited effectivity of the material. One or more designator
The designation system prescribed by AR 70-50 is used symbols may follow a text heading or illustration title to
in helicopter designations as follows: indicate proper effectivity, unless the material applies to
all series and configurations within the manual. Designa-
tor symbol CN C-Nite precedes procedural steps in
A H - 1 F(U) Chapters 4, 8, and 9 and other areas to indicate effectiv-
ity. If the material applies to all series and configurations,
no designator symbols will be used. Where practical, de-
Series Symbol scriptive information is condensed and combined for all
Design Number models to avoid duplication.

Helicopter (Basic Mission) Designator symbols for different types of main rotor
Attack (Modified Mission) blades are: B540 for the Bell main rotor blade and K747
for the Kaman main rotor blade.

(U) denotes AH-1F Upgrade for Royal Jordanian Air

Force to include glass cockpit, upgrade
communications, navigation and sensors systems and
replacement of TOW Missile System with Hellfire
capable system.

1-13. USE OF SHALL, WILL, SHOULD, AND

MAY.

Use “shall” whenever it is necessary to express a provi-

sion that is binding. Use “should” and “may” whenever it
is necessary to express non-mandatory provisions. “Will”
may be used to express a declaration of purpose.

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AH-1F(U)

CHAPTER 2
HELICOPTER AND SYSTEMS DESCRIPTION AND OPERATION

SECTION I. HELICOPTER

2-1. GENERAL DESCRIPTION. guard. The skin is basket weave which will not be as
smooth as a metal blade. Each blade is attached in the
The AH-1F(U) helicopter is a tandem seat, two place hub with a retaining bolt assembly and is held in align-
(pilot and gunner), single engine aerial weapon platform. ment by adjustable drag braces.
a. Fuselage. The fuselage (forward section) em- e. Weight Classification. The weight classification
ploys aluminum alloy skins and aluminum, titanium and of this helicopter is Class 2. (Refer to Chapter 6.)
fiberglass honeycomb panel construction. Honeycomb
deck panels and bulkheads attached to two main beams f. Controls and Indicators. Refer to applicable
produce a box-beam structure. These beams make up system for descriptive information.
the primary structure and provide support for the cockpit,
2-2. GENERAL ARRANGEMENT.
landing gear, wings, engine, pylon assembly, fuel cells,
and tailboom. The nose section incorporates the turret Figure 2-1 shows the general arrangement of the items
system and MX-15D Target Sight System (TSS). which are referred to in the exterior check paragraph of
Chapter 8, Section 11.
b. Wing. The fixed cantilever wings have a span of
129 inches (including tip) and a mean chord of 30 inches. 2-3. PRINCIPAL DIMENSIONS.
The wings provide additional lift and support to the wing
stores pylon. Each wing has two pylons. Both the inboard Figure 2-2 shows the principal dimensions of the heli-
and the outboard pylons are fixed. An ejector rack is copter to the nearest inch.
attached to each pylon. Both inboard and outboard
pylons will each support 670 pounds of weight.
2-4. TURNING RADIUS.
Figure 2-3 shows the minimum turning radius of the heli-
c. Tailboom. The tailboom (aft section) is a tapered
copter.
semimonocoque structure attached to the forward sec-
tion by four bolts. The tailboom supports the cambered 2-5. MAIN DIFFERENCES.
fin, tail skid, elevators, tail rotor and tail rotor drive sys-
tem. The main differences between the AH-1F and CN is the
TSU FLIR Subsystem M65.
d. Main Rotor Blades.
2-6. CREW COMPARTMENT DIAGRAMS.
(1) B540 The main rotor blades are metal,
bonded assemblies. Each blade is attached in the hub The upper forward portion between the fuselage is the
with a retaining bolt assembly and is held in alignment by crew compartment. Tandem seating is provided with the
adjustable drag braces. pilot elevated in the rear seat.
a. Pilot Station. Figure 2-4 shows the location.
(2) K747 The main rotor blades are glass fiber
epoxy resin bonded assemblies with a rubber erosion b. Gunner Station. Figure 2-5 shows the locations
of equipment in the gunner station.

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TM 1-1520-236-10
AH-1F(U)

BOTTOM
VIEW

1. Turret
2. Searchlight
2A. Lower cutter assembly
3. Forward fuel cell drain door
4. Aft fuel cell drain door
5. Vent
5A. Chin cutter assembly
6. Tail rotor
7. Synchronized elevator
8. IR jammer
9. Anticollision light
10. Pitot tube
10A. Upper cutter assembly
11. Canopy
12. Pitot door
13. Battery compartment
14. Main rotor blades and hub
15. ADS
16. TSS
17. Skid
18. Transmission compartment
19. Engine compartment
20. GPU receptacle
20A. removed
20B. Skid landing light
20C. NGV position lights

MS018087

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

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AH-1F(U)

MS018088

21. Deflector
21A. Channel 32. Ground receptacle
22. Upper cutter assembly Right static port (left opposite)
33.
22A Engine inlet shields Deleted
34.
23. Left wing position light (red) Pilot door latch
35.
24. Pylons 36. Right wing position light (green)
25. Gunner door latch 37. Right tail position light (white) (left opposite)
26. Turret 38. 90 Degree gearbox oil sight glass set,
27. Searchlight 39. removed
28. 42 degree gearbox oil sight glass 40. removed
29. Engine air inlet-right: (left opposite) 41. Laser detecting set, sensor unit
30. Deleted 42. GPS receive ant.
31. Fuel filler cap 43. removed

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

2-3
TM 1-1520-236-10
AH-1F(U)

MS018089

Figure 2-2. Principal Dimensions - Airframe

2-4
 TM 1-1520-236-10
AH-1F(U)

MS018090

Figure 2-3. Turning Radius (Typical)

2-7. LANDING GEAR. c. Other Instruments and Controls. These items

are shown in the chapter/section which describes their
a. Main Landing Gear. The main landing gear con- related systems.
sists of two aluminum lateral mounted arched cross-
tubes and two aluminum longitudinal skid tubes attached 2-9. CANOPY.
to the cross tubes. Each crosstube is enclosed in a fiber-
glass fairing for aerodynamic purposes. Each skid tube The canopy is the transparent panels on the upper por-
has a steel skid shoe on the bottom to minimize skid tion of the fuselage which encloses the crew compart-
wear. ment. The canopy consists of a three piece windshield
extending from the nose of the helicopter (over the gun-
b. Tail Skid. The steel tubular type tail skid is ner and pilot heads) to the pylon, the gunner door and pi-
installed on the aft end of the tailboom to protect the tail lot window on the left side, and the gunner window and
rotor blades during tail-low landing. pilot door on the right side. The canopy removal system
is used to remove the pilot and gunner windows and
2-8. INSTRUMENTS AND CONTROLS. doors during emergencies. The system is covered in
Chapter 2, Section II.
a. Pilot Instrument Panel. Figure 2-6 shows the
locations of instruments, switches, panels, and decals in 2-10. PERSONNEL DOORS.
the pilot instrument panel.
Two access doors are hinged on top and swing outward
b. Gunner Instrument Panel. Figure 2-7 shows the and up to provide access. The doors have gas operated
locations of instruments, switches, panels, and de- cals struts that will hold the doors in the full open position with
in the gunner instrument panel. a force of approximately 70 pounds.

2-5
TM 1-1520-236-10
AH-1F(U)

Figure 2-4. Pilot Station Diagram (Typical)

2-6
 TM 1-1520-236-10
AH-1F(U)

Figure 2-5. Gunner Station Diagram (Typical)

2-7
TM 1-1520-236-10
AH-1F(U)

Figure 2-6. Pilot Instrument and Control Panel

2-8
 TM 1-1520-236-10
AH-1F(U)

Figure 2-7. Gunner Instrument and Control Panel

2-9
TM 1-1520-236-10
AH-1F(U)

2-11. SEATS. d. Inertia Reel Shoulder Harness. An inertia reel

shoulder harness is incorporated in the pilot and gunner
a. Construction. The seats, side-shoulder panels,
seats with a manual lock-unlock control handle (Figure
and head protective panels are of armor material which
2-8). The handles are located to left front of each seat.
provides protection. Both seats are equipped with con-
With the control in the unlocked position, the reel cable
toured seat cushions and back supports made of foam
will extend allowing the occupant to lean forward;
and open mesh for vibration attenuation and crew com-
however, the reel will automatically lock when helicopter
fort.
encounters an impact force of two to three “g” decelera-
b. Pilot Seat. The pilot seat is vertically adjustable tion. Locking of the reel can be accomplished from any
nonreclining type. The vertical adjustment is reclined at position and the reel will automatically take up the slack
15 degrees. The vertical height adjustable handle in the harness. To release the lock, it is necessary to lean
(Figure 2-8) is under the left side of the seat. The seat back slightly to release tension on the lock and then un-
is equipped with a lap safety belt and inertia reel shoulder lock position. It is possible to have pressure against the
harness. seat back whereby no additional movement can be ac-
c. Gunner Seat. The gunner seat is a fixed seat complished and the lock cannot be released. If this con-
(non-adjustable and nonreclining). The seat is equipped dition occurs, it will be necessary to loosen shoulder har-
with a lap safety belt and inertia reel shoulder harness. ness. Manual locking of the reel should be accomplished
The seat also has arm rests. for emergency landings.

SECTION II. EMERGENCY EQUIPMENT

2-12. PORTABLE FIRE EXTINGUISHER. 2-15. CANOPY REMOVAL SYSTEM.

A portable hand-operated fire extinguisher is located for-

ward of the gunner seat (Figure 9-1). WARNING

2-13. FIRST AID KIT. Debris may be expelled 50 feet outward

when system is actuated.
An aeronautical type first aid kit is located behind the pilot
seat (Figure 9-1). Cutting assemblies are mounted in the pilot and gunner
doors and windows frames. The linear explosive is con-
2-14. SURVIVAL KIT. Deleted. tained with the cutting assemblies. The cutting assem-
blies are controlled by the pilot or gunner arming/firing
mechanisms. Rotating the arming/firing mechanism
handle 90 degrees counterclockwise (torque required 6
to 12 inch-pounds) will arm the cutting assemblies. Pull-
ing the handle (20 to 35 pounds tension) will fire the per-
cussion primer causing the cutting assemblies to be det-
onated. The explosive force will be outward and remove
two windows and two doors from the helicopter simulta-
neously. If handle has been rotated but not pulled, the
handle can be rotated clockwise and the safety pin
installed DA Form 2408-13-1 entry required. Refer to
Chapter 9 for emergency procedure and Figure 9-1 for
equipment location.

2-16. WING STORES JETTISON.

Wing stores jettison capability is provided by explosive

cartridges installed at each wing stores pylon.

2-10
 TM 1-1520-236-10
AH-1F(U)

MS018095

Figure 2-8. Pilot Seat Installation (Typical)

2-11
 TM 1-1520-236-10
AH-1F(U)

SECTION III. ENGINE AND RELATED SYSTEMS

NOTE

Please see CHAPTER 2 Supplement for additional information on:

a. Systems (SYS) Page
b. Flight (FLT) Page
c. Dual Function Display (DFD)
d. Warning, Cautions, Advisory (WCA) System and WCA Page

NOTE

In addition to being displayed on the WCA page,

The highest priority Warning will be displayed on the ADI banner of
the flight page. Cautions and Advisories are displayed on the CA
field of the Left MFD. In addition to the illumination of the WCA PBA,
a distinct audio tone is presented for all Warnings and Cautions.

2-17. ENGINE. 2-20. ENGINE INLET ANTI-ICING/DEICING

SYSTEM.
The helicopter is equipped with a T53-L-703 engine
(Figure 2-9). The engine, in this installation, is derated WARNING
by limitation of the helicopter transmission to 100%
(1290 SHP) torque for 30 minutes and 88% (1134 SHP) The system will not deice or prevent ic-
torque for continuous operation at 100% rpm. The en- ing of the particle separator. A power
gine compartment is cooled by ram and ambient air. loss will occur if the formation of ice in
the particle separator obstructs the flow
2-18. ENGINE PROTECTION. of ambient air to the engine.

a. Description. The system prevents ice from

Armor material is located on the left and right engine forming in the engine air inlet. The system consists of a
compartment doors to provide armor protection for the hot air solenoid valve on the engine, controlled by the pi-
engine compressor, fuel control, oil filter, and fuel filter. lot or gunner ENG DEICE switch (Figure 2-10 and
Figure 2-12) powered by the dc essential bus, and pro-
tected by the ENG DEICE circuit breaker.
2-19. AIR INDUCTION SYSTEM.
b. Operation. If ice accumulation is suspected, the
pilot or gunner ENG DEICE switch is placed in the DEICE
Ambient air enters the transmission compartment door position. This action causes the hot air solenoid valve to
air inlet, then is routed through the improved particle sep- route engine bleed air to the engine air inlet. A rise in the
arator. The particle separator prevents debris and dirt turbine gas temperature (TGT) will occur when the pilot
particles from entering the engine air inlet and causing in- or gunner ENG DEICE switch is in the DEICE position.
gestion damage to the engine. Bleed air from the engine Deice operation will become continuous if the hot air so-
is used to purge the separator and eject the particle over- lenoid valve (ENG DEICE) circuit fails or if ENG DEICE
board. circuit breaker is out (extended).

2-12
 TM 1-1520-236-10
AH-1F(U)

Figure 2-9. Power Plant Installation - (Sheet 1 or 4)

2-13
TM 1-1520-236-10
AH-1F(U)

View B* MS018097

Left Side

*After incorporation of MWO 55-1520-236-50-12.

Figure 2-9. Power Plant Installation - (Sheet 2 of 4)

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AH-1F(U)

Figure 2-9. Power Plant Installation - (Sheet 3 of 4)

2-15
TM 1-1520-236-10
AH-1F(U)

MS018099

View A*

Right Side

*After incorporation of MWO 55-1520-236-50-12.

Figure 2-9. Power Plant Installation - (Sheet 4 of 4)

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 TM 1-1520-236-10
AH-1F(U)

(2) Governor Switches. The pilot or gunner

GOV Switches (Figure 2-15 and Figure 2-11) AUTO
position, permits the overspeed governor to automatical-
ly control fuel metering and engine speeds (N1 and N2).
The EMER position permits the pilot and gunner to
manually control the engine rpm. The governor circuit is
powered by the dc essential bus and protected by the
GOV CONTR circuit breaker.

2-22. IGNITION-STARTER SYSTEM.

The pilot ignition-starter trigger switch (Figure 2-15) is
pressed and held to start the engine. The switch must be
released manually when the engine starts or the time
limit expires. The pilot FUEL switch (Figure 2-10) must
be in the FUEL position and the pilot ignition keylock
Figure 2-10. Pilot Engine Control Panel switch (Figure 2-6) in the ON position to complete the
ignition and start fuel circuit. The GEN switch must be in
OFF position for normal starting. The circuits are pow-
ered by the dc essential bus and protected by the START
RLY and IGN SOL circuit breakers.
2-21. ENGINE FUEL CONTROL SYSTEM
2-23. RPM INCREASE-DECREASE (INCR-
a. Engine Mounted Component. The fuel con- trol DECR) SWITCHES.
assembly is mounted on the left side of the engine. This
unit is controlled by the pilot or gunner throttle and GOV The pilot RPM INCR-DECR or gunner INC-DECR switch
switch. The assembly consists of a metering sec- tion, (Figure 2-15 and Figure 2-11) is a three-position, mo-
a computer section, and an overspeed governor. The mentary-type switch located in the pilot collective switch
metering section pumps fuel to the engine. The box and gunner miscellaneous control panel. The switch
computer section determines the rate of fuel delivery. is held forward to increase and aft to decrease the power
turbine speed. The circuit is powered by the dc essential
The overspeed governor maintains a constant N2 rpm.
bus and protected by the GOV CONTR circuit breaker.

b. Crew Controls. 2-24. DROOP COMPENSATOR.

(1) Throttles. Setting the pilot or gunner A droop compensator maintains engine rpm (N2) as
throttle to the full open position allows the engine to oper- power demand is increased by the pilot. The compensa-
ate up to full power available. Rotating the throttle back tor is a direct mechanical linkage between the collective
toward idle position decreases the allowable N2 and stick and the speed selector lever on the N2 governor.
power which, if below that demanded by collective pitch No crew controls are provided or required. The compen-
input, results in proportional N2 speed decrease. Rotat- sator will hold N2 rpm to ± 0.6% when properly rigged.
ing the throttle past the engine idle stop to the fully closed Droop is defined as the speed change in engine rpm (N2)
position shuts off fuel flow. A solenoid operated idle stop as power is increased from a no-load condition and is an
is incorporated to prevent inadvertent throttle closure. inherent characteristic of the governor system. Without
The idle stop is controlled by the pilot IDLE STOP REL this characteristic, instability would develop as engine
switch (Figure 2-15) or the gunner IDLE STOP RE- output is increased resulting in N1 speed overshooting or
LEASE switch (Figure 2-11). The engine idle stop re- hunting the value necessary to satisfy the new power
lease circuit is powered by the dc essential bus and pro- condition. Design droop of the engine governor system
tected by the IDLE STOP SOL circuit breaker. Friction is as much as 4.5 to 6% (flat pitch to full power). If N2
can be induced into both throttles by rotating the pilot power were allowed to droop, other than momentarily,
throttle friction (Figure 2-15) counterclockwise. the reduction in rotor speed could become critical.

2-17
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AH-1F(U)
TOP Page (Figure 2-12a). The value represents percent
of Torque imposed upon the engine output shaft. Each
Data Concentrator unit receives a signal from a separate
transducer. Torque is also displayed on the FLT page
(Figure 2-12b) and the Flight Mode of the Dual Function
Display (Figure 2-12c). The circuit is powered by the dc
essential bus and protected by the PRESS IND circuit
breaker.

2-12a. SYS Top Page

Figure 2-11. Gunner Miscellaneous

Control Panel

2-25. ENGINE OIL SUPPLY SYSTEM.

a. Description. The engine oil system is a dry
sump, pressure type, and completely automatic. The oil
tank is located in the upper pylon fairing. It will self-seal
a 30 caliber projectile hole and is equipped with deaera-
tion provisions. Oil is gravity fed from tank to engine driv-
en oil pump which provides pressure and scavenging for
the system. On helicopters with ODDS, an external oil
separator, with integral chip detector, and a 3-micron oil
filter are installed downstream of the sump.

b. Cooling. Engine oil cooling is accomplished by an oil 2-12b. FLT Top Page
cooler and a bleed air driven turbine fan. The en-gine
and transmission oil coolers use the same fan.

c. Switching Action. The pilot ENG OIL BYP switch

(Figure 2-10) AUTO position permits the oil to au-
tomatically bypass the oil cooler when the oil tank is
approximately 3.8 quarts low. The OFF position deacti-
vates the automatic bypass feature causing the oil to
pass through the oil cooler regardless of the oil tank
level. The switch circuit is powered by the dc essential
bus and protected by the FUEL OIL VALVE circuit 2-12c. DFD in Flight Display Mode
breaker.
Figure 2-12. SYS Top Page, FLT Top Page
and DFD Flight Display Mode
2-26. ENGINE INSTRUMENTS AND
INDICA-TORS.
a. Torque (Q). Torque is displayed on the SYS
2-18
 TM 1-1520-236-10

NOTE

Each DCU is receives the Torque signal from a f. Oil Pressure Warning. The ENGINE OIL PRESS
separate transducer. If the Torque indication appears LO Warning will display and warning aural alert will be
suspect, turn off the active DCU and power on the initiated when the engine oil pressure is below safe limits.
other DCU.
g. Oil Bypass Warning. The ENG OIL BYPASS Warn-
b. Turbine Gas Temperature (TGT). TGT is ing will display and warning aural alert will be initiated when
displayed on the SYS Top Page (Figure 2-12a). TGT is the oil tank level is approximately 3.8 quarts low.
also displayed on the FLT Top Page (Figure 2-12b). The
value represents the temperature in degrees Celsius of the h. Engine Oil Chip Detector Warning. The ENG
air in the first stage N2 nozzle. During engine start, TGT is CHIP FAULT Warning will display and warning aural
enlarged on the SYS Top Page. alert will be initiated when sufficient metal chips to com-
plete the electrical circuit are collected from the engine oil.
c. Dual Tachometers. The Dual Tach is
displayed on the SYS Top Page (Figure 2-12a) and i. Fuel Pump Warning. The ENG FUEL PUMP FAIL
represents the rpm of the engine (N2) and main rotor (NR) Warning will display and warning aural alert will be initiated
speed in percent. The tachometer outer scale is marked when either element of the engine driven fuel pump fails.
ENGINE and the inner scale is marked ROTOR. The j. Governor Caution. The GOV EMERGENCY
ENGINE and ROTOR needles are synchronized during Caution will display and caution aural alert will be initiated
normal helicopter operation. NR and N2 are also when the pilot GOV switch is in EMER (Figure 2-10) or
displayed on the FLT Top Page (Figure 2-12b) and NR on when the gunner GOV switch is in EMERG (Figure 2-12).
the DFD when in Flight Mode (Figure 2-12c).
k. Engine Start. When start trigger is pulled, N1 and
d. Gas Producer (N1) Tachometers. The SYS Top
TGT on the SYS Top Page are enlarged. In addition, a
Page (Figure 2-12a) and the FLT Top Page (Figure 2-12b)
timer appears double their normal size.
display the rpm of the gas producer turbine speed in percent.
N1 is displayed on the SYS Top Page is enlarged during
NOTE
engine start.
N1 may increase to as much as 35% immediately after
e. Oil Pressure/Temperature Indication. Engine oil
the starter trigger is pulled. N1 should reduce to normal
temperature and pressure are displayed on the SYS Top
ranges in short order. Do not abort start unless N1 rem-
Page (Figure 2-12a). It represents the psi pressure of the
ains above 15% and rotor does not begin turning after 3
oil at the pressure side of the oil pump and the temperature
seconds.
as degrees Celsius of the oil at the engine oil inlet. The Oil
Pressure circuit is powered by the dc essential bus and
protected by the PRESS IND circuit breaker.

SECTION IV. HELICOPTER FUEL SYSTEM

2-27. FUEL SUPPLY SYSTEM. circuits are protected by the START RLY, IGN SOL,
FUEL/OIL VALVE, FUEL BOOST FWD, and FUEL
The helicopter is equipped with a crashworthy fuel sys- BOOST AFT circuit breakers.
tem. The system is designed with the potential of con-
taining fuel during a severe, but survivable, crash impact b. Fuel Quantity Indicator. The fuel quantity in
to reduce the possibility of fire. The system has a 50 cali- pounds is displayed in the Status Indicator Field on
ber ballistic protection level. Fuel grades and specifica- the bottom on the right MFD in each crew station.
tions are included in Section XIV. Fuel is also displayed at R1 on the SYS Top
Page. Fuel can be displayed in pounds (P) or gallons (G).
2-28. CONTROLS AND INDICATORS. Bingo Fuel (B) is also displayed at R1 on the SYS Top
page. R1 is used to toggle between these options. Bingo
a. Fuel Switch. The pilot FUEL switch (Figure Fuel is always displayed in pounds. The crew can enter
2-10) FUEL position energizes the forward and aft boost the value for Bingo Fuel at R6 on SYS STAT page but it
pumps, opens the fuel shutoff valve, and com- pletes the cannot be set below 209 pounds. If Gallons (G) or Bingo
ignition and start fuel circuit. The aft fuel boost pump (B) is selected, the selection setting will revert to
circuit is powered by the dc nonessential bus. The other Pounds (P) after 3 minutes. The circuit is powered by the
circuits are powered by the dc essential bus. The ac system and protected by the FUEL QTY circuit breaker.

2-19
TM 1-1520-236-10

NOTE d. Low Fuel Pressure Cautions. The FWD FUEL

BOOST LOW and AFT FUEL BOOST LOW Cautions will
Low fuel caution systems alert the pilot display and caution aural alert will be initiated when the
that the fuel level in the tank has boost pumps in the forward/aft fuel cell fail.
reached a specified level (capacity).
f. Fuel Filter Caution Warning. The FUEL FILTER
Differences in fuel densities due to tem-
Warning will display and warning aural alert will be
perature and fuel type will vary the
initiated when the filter in the fuel supply line becomes
weight of the fuel remaining and the ac-
partially obstructed.
tual time the aircraft engine(s) may op-
erate. Differences in fuel consumption g. Bingo Fuel Advisory. A BINGO FUEL advisory
rates, aircraft attitude and operational message will display when the fuel quantity drops below
condition of the fuel subsystem will the setting established by the crew on the SYS SETUP
also affect actual time the aircraft en- page.
gine(s) may operate.

c. FUEL LOW caution message. The FUEL

LOW Caution will display and caution aural alert will be
initiated when there is approximately 209 pounds of fuel
remaining. Display of the FUEL LOW message does
not mean a fixed time period remains before fuel Figure 2-13. deleted
exhaustion, but is an indication that a low fuel condition
exists.

SECTION V. FLIGHT CONTROLS

2-29. DESCRIPTION. 2-30. CYCLIC CONTROL SYSTEM.

The flight control system is a positive mechanical type, The pilot and gunner cyclic sticks (Figure 2-14) have a
actuated by cyclic, collective, and tail rotor controls. built-in operating friction. The cyclic control movements
Complete controls are provided for both pilot and gunner. are not mixed, but are transmitted directly to the swash-
The gunner controls are slaved to the pilot controls. The plate. The longitudinal cyclic control linkage is routed
system includes a cyclic system, a collective control sys- from the cyclic stick through the SCAS actuator, the dual
tem, a tail rotor system, a force trim system, and a stabil- boost hydraulic actuator to the right horn of the fixed
ity and control augmentation system (SCAS). swashplate ring. The lateral is similarly routed to the left
horn. Control “feel” is provided by the force trim units.
The fore and aft movement also changes the synchro-
nized elevator (Figure 2-1) attitude to assist controlabili-
ty and lengthen c.g. range.

2-20
 TM 1-1520-236-10

2-33. FORCE TRIM SYSTEM.

The system incorporates a magnetic brake and force
gradient in the cyclic and directional control systems to
provide artificial feel into the systems. Also, it provides
a means to trim the controls. Placing the FORCE TRIM
switch (Figure 2-10) in the FORCE TRIM position will in-
duce artificial feel into the systems. Depressing the cy-
clic stick force trim switch (Figure 2-14) will cause the
magnetic brake and force gradient to be repositioned to
correspond to the positions of the cyclic stick and pedals
thus providing trim. The system is powered by the dc es-
sential bus and protected by the FORCE TRIM circuit
breaker.
2-34. STABILITY AND CONTROL AUG-
MENTATION SYSTEM (SCAS).
a. Description. The SCAS is a three-axis,
limited authority rate reference augmentation
system. The SCAS cancels undesired motion
of the helicopter during flight. This is
accomplished by inducing an electrical in-put
into the flight control system to augment the
pilot mechanical input.

Figure 2-14. Pilot and Gunner Cyclic Head

2-31. COLLECTIVE CONTROL SYSTEM.

The pilot and gunner collective pitch controls
(Figure 2-15) are located on the left side of the pilot and
gunner seats and control vertical mode of flight. Moving
the stick up or down changes the angle of attack and lift
developed by the main rotor resulting in the ascent or de-
scent of the helicopter. The collective assembly
consists of a collective stick, with adjustable friction
system (pilot only), twist grip-type throttle with friction
adjuster, and switch box assembly (pilot only). The
switch box assembly incorporates the ignition starter
switch, rpm increase-decrease switch, jettison,
searchlight switches, wire cut switch, and idle stop
release switch. A collective hold down strap is
provided for the pilot collective.

2-32. TAIL ROTOR CONTROL SYSTEM. Figure 2-15. Pilot Collective Control Stick

Pushing a pedal changes the pitch of the tail rotor result- b. Control Panel. The SCAS control panel(Figure 2-16)
ing in directional control and is used to pivot the helicop- contains a POWER switch for applying dc (essential
ter on its own vertical axis and trim the helicopter in flight. bus) and ac power to the system. The circuits are
A pedal adjuster is provided to adjust the pedal distance protected by the SCAS POWER dc and SCAS PWR ac
for individual comfort. Heel rests are provided for the circuit breakers. The panel also contains three channel
gunner to prevent inadvertent pedal operation. engage switches which energize electric solenoid

2-21
TM 1-1520-236-10

valves controlling hydraulic pressure to the system. The d. RECOIL COMP Switch. The RECOIL COMP
panel has three amber colored NO-GO lights, one asso- switch is a three-position switch (LO-MED-HI) located on
ciated with each PITCH, ROLL, and YAW channel en- the right side of the pilot instrument panel. It may be used
gage switch. These lights are illuminated during the war- to vary the magnitude of the signals from the Armament
mup to indicate the presence of current in each Compensation Unit to the SCAS to compensate for a
associated channel actuator. Should an engagement be lower/higher than average M197 firing rate.
attempted during this warmup period, the actuator may
make an abrupt input to the flight controls at the moment
of engagement. When engagement is made, the NO-
GO lights are locked out of the circuit and do not operate
as malfunction indicators. Disengaging a channel, how-
ever, restores the associated light to operation. The NO-
GO lights have a built-in press-to-test feature for ensur-
ing that the indicator is operational, but this feature works
only prior to channel engagement.
c. SCAS (SAS) Release Switch. The cyclic grip
mounted switch (Figure 2-14) is used to disengage the
pitch, roll, and yaw channels simultaneously. The chan-
nels are re-engaged by the PITCH, ROLL, and YAW
switches on the SCAS control panel. Figure 2-16. Pilot SCAS Control Panel

SECTION VI. HYDRAULIC SYSTEMS

2-35. DESCRIPTION. 2-39. RESERVOIR FLUID SIGHT GASSES.

The No. 1 and No. 2 reservoirs are provided with a fluid
The hydraulic system is a dual system (No.1 and No. 2
sight glass. Both sight glasses can be seen only from the
system) used to minimize the force required by the pilot
left hydraulic compartment door.
to move the cyclic, collective, and pedal controls. The
No. 1 and No. 2 systems are installed to provide maxi- 2-40. FILTER INDICATORS.
mum separation to reduce the probability of a single pro-
jectile from incapacitating both systems. The No. 1 and No. 2 pressure and return filters are pro-
vided with a differential pressure indicator. The red indi-
2-36. HYDRAULIC SYSTEM NO. 1. cator pops out when the filter needs changing or during
cold weather operation.
The No. 1 system provides hydraulic power to the cyclic 2-41. LOW PRESSURE CAUTIONS.
controls, collective controls, pedal controls, and SCAS
yaw controls. The No. 1 system is located on the left side The pilot HYD 1 PRESS LO and HYD 2 PRESS LO
of the helicopter. Cautions messages will display and caution aural
alert will be initiated when hydraulic pressure
2-37. HYDRAULIC SYSTEM NO. 2. is below safe limits.
2-42. ELECTRICAL CIRCUIT.
The No. 2 system provides hydraulic power to the cyclic
controls, collective controls, SCAS pitch and roll con- The hydraulic electrical circuit is powered by the dc es-
trols, articulated wing pylons. The No. 2 system is lo- sential bus and protected by the HYD CONTR circuit
cated on the right side of the helicopter. breaker.
2-43. EMERGENCY HYDRAULIC SYSTEM.
2-38. TEST SWITCH.
The emergency hydraulic system serves two functions.
The pilot HYD TEST switch (Figure 2-10) is used to test It provides hydraulic power to outboard pylons for bore-
the No. 1 and No. 2 hydraulic systems. Holding the sighting, or to the collective pitch control if both hydraulic
switch in the SYS 1 position will cause the No. 1 system systems fail. The system is controlled by the EMER HYD
to be the only system supplying hydraulic pressure. Sim- PUMP switches (Figure 2-7 and Figure 2-13). The
ilar action occurs when the switch is held in the SYS 2 EMERG HYD PUMP ON Advisory will display when the
position. EMER HYD PUMP switch is turned on. The system is
powered by the dc essential bus and protected by the
EMER HYDR PUMP circuit breaker.
2-22
 TM 1-1520-236-10

2-44. ARMAMENT HYDRAULIC SYSTEM.

Deleted

SECTION VII. POWER TRAIN SYSTEM

2-45. TRANSMISSION. semblies. The assemblies and the 42- and 90-degree
gearboxes connect the transmission tail rotor drive quill
The transmission transfers engine power to the main ro- to the tail rotor.
tor through the mast assembly and to the tail rotor
through a series of driveshafts and gearboxes. The 2-48. INDICATORS AND CAUTION LIGHTS.
transmission has a self-contained pressure oil system.
The oil is cooled by an oil cooler and bleed air turbine fan. a. Transmission Oil Pressure/Temperature Indi-
The transmission and engine oil coolers use the same cation. The SYS Top Page (Figure 2-12a)
fan. The oil system has an automatic bypass system displays the pressure in psi and temperature in
which causes the oil to bypass the cooler when a leak is degrees Celsius of the transmission oil. The
sensed in the oil cooler circuit. Two oil level sight transmission pressure indicating circuit is
glasses, an oil fill cap, and a magnetic chip detector are powered by the dc essential bus and protected
provided. On helicopters with ODDS, a full-flow debris by the PRESS IND circuit breaker.
monitor with integral chip detector replaces an integral oil b. Transmission Oil Low Pressure Warning. The
filter and a 3-micron filter replaces a 25-micron external TRANS OIL PRESS LO Warning message will
filter. display and caution aural alert will be initiated
when the transmission oil pressure drops below
2-46. GEAR BOXES. safe limits.

a. Intermediate Gearbox - 42 Degree. The gear- c. Transmission Oil Hot Warning. The
box is located at the base of the vertical fin (Figure 2-1). TRANS OIL HOT Warning will display when
It provides a 42 degree change of direction of the tail rotor the transmission oil temperature exceeds the
driveshaft. The gearbox has a self-contained wet sump safe limits.
oil system. An oil level sight glass, a filler cap, and a mag-
netic chip detector are provided. d. Transmission and Gearbox Chip Detectors.

b. Tail Rotor Gearbox - 90 Degree. The gearbox is (1) The Chip Detector Warnings will display and
located near the top of the vertical fin (Figure 2-1). It pro- warning aural alert will be initiated when sufficient metal
vides a 90 degree change of direction of the tail rotor dri- chips are detected in the 42-degree gearbox, 90-degree
veshaft. The gearbox has a self-contained wet sump oil gearbox, or the transmission oil. On aircraft equipped with
system. An oil level sight glass, a filler cap, and a mag- Oil De-bris Detection System (ODDS), when a chip gap
netic chip detector are provided. is bridged by conductive particles, a power module
provides an electrical pulse which burns away normal
2-47. DRIVESHAFTS. wear particles.

a. Main Driveshaft. The main driveshaft connects (2) The Warnings are worded: 42 DEG CHIP
FAULT, 90 DEG CHIP FAULT, and TRANS CHIP FAULT
the engine output shaft to the transmission input drive
for the respective unit.
quill.
b. Tail Rotor Driveshaft. The tail rotor driveshaft
consists of five driveshafts and three hanger bearing as-

2-23
TM 1-1520-236-10

SECTION VIII. MAIN AND TAIL ROTORS

2-49. MAIN ROTOR. b. Hub Moment Spring. As an aid in controlling ro-

tor flapping, a hub moment spring kit has been installed
a. Description. in the rotor system. Two nonlinear elastomeric springs
are attached to a support affixed to the mast. The hub
(1) B540 The main rotor blades are metal,
moment springs provide an additional margin of safety in
bonded assemblies. Each blade is attached in the hub the event of an inadvertent excursion of the helicopter
with a retaining bolt assembly and is held in alignment by beyond the approved flight envelope.
adjustable drag braces.

(2) K747 The main rotor blades are glass fiber

c. RPM Indication. Rotor RPM (NR) is displayed on
epoxy resin bonded assemblies with a rubber erosion the SYS Top Page as part of the dual tachometers
guard. The skin is basket weave which will not be as (Figure 2-12a). The tachometer inner scale displays per-
smooth as a metal blade. Each blade is attached in the cent rotor rpm. Rotor RPM is also displayed on the FLT
page (Figure 2-12b) and the Flight Mode of the Dual
hub with a retaining bolt assembly and is held in align-
Function Display (Figure 2-12c).
ment by adjustable drag braces.
(3) The main rotor is driven by the mast which 2-50. TAIL ROTOR.
is connected to the transmission. The rotor rpm is gov-
erned by the engine rpm during powered flight. The rotor The tail rotor is driven by the 90-degree gearbox which
is connected to the transmission by the tail rotor drive-
tip path plane is controlled by the cyclic stick. The rotor
shaft assemblies and the 42-degree gearbox. The rotor
pitch is controlled by the collective stick.
rpm is governed by the transmission rpm. The rotor
blade pitch is controlled by the pedals.

SECTION IX. UTILITY SYSTEM

2-51. PITOT TUBE/AIR DATA SYSTEM b. Air Data System (ADS) Heater. The air data
HEATER. system sensing head contains an electrical heater. The
pilot PITOT/ADS switch (Figure 2-17) in the HTR posi-
a. Pitot Tube Heater. The pitot tube (Figure 2-1) is tion activates the ADS heater, in addition to the pitot tube
equipped with an electrical heater. The PITOT/ADS heater, and prevents ice from accumulating in the pitot
switch (Figure 2-17) in HTR position activates the heater tube and air data system. The OFF position deactivates
in the tube and prevents ice from accumulating in the pi- the heater. The system is powered by the dc nonessen-
tot tube. The OFF position deactivates the heater. The tial bus, ac system, and protected by the ADS PWR and
electrical circuit is powered by the dc nonessential bus ADS ANTI-ICE circuit breaker.
and protected by the PITOT HTR circuit breaker. The
Pitot Heat status is displayed in white letters position 5 2-52. CANOPY DEFROSTING, DEICING
of the Aircraft State Indicator (ASI) Field on lower right- AND RAIN REMOVAL SYSTEMS.
hand side of the left MFD in each crew station. Status is
either PITOT HEAT = ON (or OFF). These systems are considered to be part of the environ-
mental control system. See Section X of this chapter.

2-24
 TM 1-1520-236-10

MS018107

SWITCH/CONTROL POSITION FUNCTION

COOL/WARM COOL to WARM Controls temperature (35F - 180F) in the crew

compartment when the ECU/RAIN RMV switch is in
the ECU position.

RAIN RMV
ECU/RAIN RMV Removes rain from canopy. Only ambient air ven-
tilation enters the crew compartment.

May be used to defrost, defog, or deice the for-ward

area of the canopy.
ECU
Heats or cools the crew compartment. ECS = ON will be
OFF displayed at position 1 of the ASI field on the left MFD.
Ambient air ventilation enters the crew compartment.
ECS = OFF will be displayed in position 1 of the ASI field
on the left MFD.
OUT

HEAT OR VENT AIR Directs maximum air to the defrost slots, air vents, and
PULL pilot/gunner seat cushions.
IN

Directs maximum air to the pilot seat cushion.

Open/Closed

Air Vent Controls the volume/direction of air to the crew

Aft (Open)/Forward compartment.
(closed)
Controls the volume of air directed to the inner surfaces of
Defrost Slot Lever
the canopy for defogging, defrosting, and deicing.

Figure 2-17. ECS Controls (Typical)

2-25
TM 1-1520-236-10

SECTION X. HEATING, VENTILATION, COOLING,

ENVIRONMENTAL CONTROL UNIT

2-53. ENVIRONMENTAL CONTROL SYS- c. ECS Controls.

TEM (ECS). NOTE

a. ECS Functions. Under certain conditions a plume may

be observed at the air vents in the crew
(1) Heats/cools the crew compartment. compartment. The plume may appear to
be smoke, but is actually condensa-
(2) Removes moisture from the air supplied to
tion.
the crew compartment.
(1) The pilot ECS controls and their functions
(3) Defrosts, defogs, and deices the canopy. are shown on Figure 2-17.
(4) Rain removal. (2) Adjustable air vents are provided for the pi-
lot and gunner to control the volume and direction of the
(5) Provides ambient air ventilation to the crew
air entering the crew compartment.
compartment.
(3) Air entering the pilot and gunner seat cush-
b. ECS Power Source. The ECS is electrically con- ions is controlled by a valve at the top of each seat.
trolled and engine bleed air powered. The circuit is pow-
ered by the dc nonessential bus and protected by the (4) Rain removal. The rain removal does not
ECS CONTR circuit breaker. remove rain in flight.

SECTION XI. ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEM

2-54. DC AND AC POWER DISTRIBUTION. 2-56. STARTER-GENERATOR.

The starter-generator is mounted on and driven by the
Figure 2-18 depicts the general schematic of the dc and engine. The starter-generator supplies 28 vdc power to
ac power distribution system. The dc power is supplied the power distribution system and recharges both the
by the battery, starter-generator, alternator through the main and standby batteries.
transformer rectifier unit (TRU), or an external power
source through the external power receptacle. The 115 2-57. ALTERNATOR.
vac power is supplied by the alternator or inverter. The
26 vac power is supplied by the 28 vac transformer. A 10kVA alternator is mounted on and driven by the
transmission. The alternator supplies 115 vac 3-phase
power to the ac buses and transformer rectifier unit
2-55. BATTERIES. (TRU).

2-58. TRANSFORMER RECTIFIER UNIT

The main battery (Figure 2-18) supplies 24 vdc power to (TRU).
the power distribution system when the starter-
generator, TRU and the external power receptacle are The transformer rectifier unit converts ac (from alterna-
not in operation. A standby battery has been added to tor) to 28 vdc, thereby powering the TRU bus.
ensure power supplied to the mission computer does not
drop below 20V during a battery engine start.

2-26
 TM 1-1520-236-10

Figure 2-18. DC and AC Power Distribution Schematic (Sheet 1 of 2)

2-27
TM 1-1520-236-10

Figure 2-18. DC and AC Power Distribution Schematic (Sheet 2 of 2)

2-28
 TM 1-1520-236-10

2-59. EXTERNAL POWER RECEPTACLE. e. Standby Battery. A three-position switch has

been added to the pilots Engine Control Panel for the
This external power receptacle (Figure 2-1) transmits standby battery (Figure 2-10). The positions are
the ground power unit 28 VDC power to the power dis- START to power the MC during engine starts, CHARGE
tribution system. A 7.5 KW GPU is recommended for ex- during normal operations and OFF. The charge status
ternal starts. of Main and Standby batteries can be viewed on the
Pilot Battery Indicator and Fill Panel (Figure2-19b)
2-60. GUNNER ELECTRICAL POWER which is mounted in the pilot’s right-hand console.
CONTROL. f. Armament DC Circuit Breakers. The arma-
ment DC circuit breakers (Figure 2-20) in the closed
The gunner ELEC PWR - EMERG OFF switch (Figure position provide circuit protection for the DC operated
2-11) in the ELEC PWR position permits the pilot to equipment. The breaker in the open position
control the electrical system. The switch in EMERG OFF deactivates the circuit. The breakers will open
position removes all power from the electrical system. automatically in the event of a circuit overload. Each
breaker is labeled for the particular circuit it protects.
2-61. PILOT DC POWER INDICATORS AND Each applicable breaker is listed in the paragraph
CONTROLS. describing the equipment it protects.

a. Battery Switch. The BATTERY switch (Figure 2- g. Volt-Ammeter Indicator. The SYS Top
19a) START or RUN position permits the battery to P a g e (Figure 2-12a) displays the DC power voltage
supply DC power to the power distribution system or being supplied to the power distribution system. DC
permits the battery to be charged by the amperage is also displayed on the SYS Top Page only
starter/generator. The RUN position also activates the when the starter- generator is supplying power to the
inverter. The OFF position isolates the battery and distribution system. The circuit is powered by the DC
inverter from the systems. essential bus and protected by the DCVM circuit
breaker. There is no means o f monitoring amperage
b. Generator Switch. The GEN switch (Figure 2- load when DC power is supplied by the TRU.
19a) ON position permits the starter-generator to supply Overcharging of the battery or a thermal runaway
DC power to the PWR XFR BUS. The RESET position condition could occur with no indication to the pilot.
will reset the starter-generator. When the switch is g. Generator Caution. The DC GEN FAIL Caution
released, it will return to OFF. The OFF position isolates will display and the caution aural alert will be initiated when
the generator from the system and allows the starter-
the DC generator fails or when the GEN switch is OFF.
generator to function as a starter. The circuit is protected
by the GEN BUS RESET and GEN FIELD circuit h. External Power Receptacle Advisory. The pilot
breakers. EXT PWR DOOR OPEN Advisory will display when
the external power receptacle door is open.
c. Nonessential Bus Switch. The NONESNTL
BUS switch (Figure 2-19a) functions only when the bat- 2-62. AC POWER INDICATORS AND CONTROLS.
tery is the sole source of DC power to the helicopter. The
NORMAL position supplies DC power to the essential a. Alternator Switch. The ALTNR switch
DC bus. The manual position supplies DC power to both (Figure 2-19a) energizes the alternator to supply power
the essential and non-essential buses. When either the
to the AC buses and transformer rectifier unit (TRU)
generator or TRU are operating, the essential and non-
when in ON position. It deactivates and/or resets the
essential buses both receive DC power regardless of the
alternator when in the OFF-RESET position. Any time
position of the non-essential bus switch.
the alternator is inoperative or the ALTNR switch is in
OFF RESET position, the inverter supplies AC power.
d. DC Circuit Breaker Panel. The DC circuit break-
ers (Figure 2-20) in the closed position provide circuit
protection for the 28 VDC operated equipment. The b. AC Circuit Breaker Panel. The AC circuit
breakers in the open position deactivates the circuit. The breakers (Figure 2-20) in the closed position provides
breakers will open automatically in the event of a circuit circuit protection for the AC operated equipment. The
overload. Each breaker is labeled for the particular cir- breakers in the open position deactivate the circuit. The
cuit it protects. Each applicable breaker is listed in the breakers will open automatically in the event of a circuit
paragraph describing the equipment it protects. overload. Each breaker is labeled for the particular
circuit it protects. Each applicable breaker is listed in
the paragraph describing the equipment it protects.

2-29
TM 1-1520-236-10

c. Alternator Caution. The pilot ALTERNAOR

FAIL Caution will display and the caution aural alert will
be initiated when rotor rpm is below 91 percent, the
ALTNR switch is in the OFF RESET position, or when
the alternator has failed.

Figure 2-19. Pilot Electrical Power Panel

Figure 2-19b. Pilot Battery Indicator and Fill Panel

2-30
 TM 1-1520-236-10

SECTION XII. LIGHTING

2-63. POSITION LIGHTS. dard position lights and at the top of the vertical fin
(Figure 2-1). The lights are powered by the DC nones-
a. Standard Position Lights. sential bus and protected by the NVG POS LTS circuit
breaker (Figure 2-18 and Figure 2-20).
(1) General. The position lights consist of the
right wing green light, left wing red light, and two tailboom (2) Operation. The NVG POS LTS (OFF/five
white lights (Figure 2-1). The lights are powered by the position) rotary switch (Figure 2-21) controls the opera-
DC nonessential bus and protected by the POS LT circuit tion of the NVG position lights. Position I activates the
breaker. lights at minimum intensity. The intensity may be in-
creased incrementally by rotating the switch toward BRT.
(2) Operation. The pilot POSITION LT
The OFF position deactivates the five NVG position
(FLASH/OFF/STEADY) switch (Figure 2-21) FLASH
lights.
position flashes the four lights off and on. The STEADY
position illuminates the four lights continuously. The 2-64. ANTI-COLLISION LIGHT.
OFF position deactivates the four lights. The pilot POSI-
TION LT (BRT/DIM) switch (Figure 2-21) controls the a. General. The anti-collision light (Figure 2-1) is
four lights brightness. powered by the DC nonessential bus and protected by
the ANTI-COLL LT circuit breaker.
b. NVG Position Lights.
b. Operation. The pilot ANTI-COLL LT switch
(1) General. A covert lighting system, consist- (Figure 2-21) ON position illuminates the anti-collision
ing of five infrared NVG position lights, has been pro- light. The OFF position deactivates the light.
vided for use during multi-ship night vision goggle (NVG)
operations. The lights are mounted adjacent to the stan-

2-31
TM 1-1520-236-10

Figure 2-20. Circuit Breaker Panels

2-32
 TM 1-1520-236-10

2-65. SEARCH LIGHT/LANDING LIGHT. 2-66. COCKPIT UTILITY LIGHTS.

a. General. The pilot (two) and the gunner (one)
a. Searchlight.
utility lights are powered by the dc essential bus and pro-
tected by the CKPT LT circuit breaker. The lights are
(1) General. The searchlight consists of an IR supplied in various configurations. All configurations
bypass filter and 150 watt sealed beam lamp installed on have on-off and bright/dim capabilities and provide NVG
the standard search light housing to provide illumination compatible light. Adjustable extensions have been pro-
during NVG operations under low ambient light condi- vided for pilot (right) and gunner utility lights. An alter-
tions. The searchlight (Figure 2-1) is powered by the DC nate light bracket is provided for the pilot (left) utility light.
essential bus and protected by the SRCH LT PWR circuit
breaker. The searchlight control is powered by the non- NOTE
essential bus and protected by the SRCH LT CONTR cir-
The cockpit utility light lens selector
cuit breaker (Figure 2-18 and Figure 2-20). must be placed in the “white” position
in order to provide adequate illumina-
(2) Operation. tion with NVG filters installed.

(a) Searchlight Switch. The SRCH LT b. Operation. The pilot/gunner determines the con-
switch (Figure 2-15) ON position illuminates the light. figuration of his light and operates it accordingly.
The OFF position deactivates the light. The STOW posi- 2-67. PILOT STATION LIGHTING.
tion retracts the light into the fuselage well.
a. General. The cockpit is illuminated by integral
(b) Searchlight Control Switch. The lights, post lights, flood lights, and blue-green lighted
searchlight control switch (Figure 2-15) EXT position ex- panels. The lights are powered by the dc essential bus
tends the light from the fuselage well and moves it for- and protected by the PLT INST LT circuit breaker.
ward. RETR position moves the light aft. The L/R posi-
b. Night Vision Feature. NVG compatibility is pro-
tion moves the light left and right.
vided by using blue-green lighting.
b. Skid Landing Light. c. Operation. The pilot rheostat knobs (Figure
2-21a) OFF position deactivates the lights. The between
(1) General. A fixed landing light is installed OFF and BRT position controls the brightness of the
on the left side of the aircraft attached to the forward items shown in Figure 2-21b for the CNSL (Console),
landing gear crosstube (Figure 2-1). This light provides INSTR (Instrument) and PBA (Push Button
a white light capability for use during night operation with- Annunciator) knobs. The Flood rheostat knob controls
out NVG. The landing light is powered by the dc essen- the intensity of the two flood lights mounted on the pilot’s
tial bus and protected by the SKID LDG LT circuit break- instrument panel.
er.

(2) Operation. The SKID LDG LT switch 2-68. GUNNER STATION LIGHTING.
(Figure 2-4) ON position illuminates the light. The OFF
position deactivates the light. The elevation of the land- a. General. The gunner instrument panel is illumi-
ing light beam is adjustable on the ground only. nated by NVG compatible flood lights. The lights are
powered by the dc essential bus and protected by the GNR
NOTE INST LT circuit breaker.

The IR filter and 150 watt bulb may be b. Night Vision Feature. NVG compatibility is pro-
installed on the skid landing light with vided by blue-green lighting.
the 450 watt bulb installed in the stan-
dard searchlight housing. This config- c. Operation. The gunner rheostat knobs (Figure 2-
uration provides a slewable white 11) OFF position deactivates the lights. The between
searchlight and a ground-adjustable IR OFF and BRT position controls the brightness of the
light. items shown in Figure 2-21c for the CNSL/PBA
(Console/Push Button Annunciator) and INSTR
(Instrument). The FLOOD rheostat knob controls the
intensity of the two flood lights mounted on the gunner’s
instrument panel.

2-33
 TM 1-1520-236-10

Figure 2-21a. Pilot Light Control Panel

CNSL INSTR PBA

Collective Head Panel Left MFD Bezel (MFD 3) WPN JETT PBA
AC/Armament Circuit Breaker Panel Right MFD Bezel (MFD 4) CM ARM PBA
Engine Control Panel DFD Bezel (DFD 2) LASER ARM PBA
Electrical Control Panel Keyboard Unit (KBU 2) LASER MODE
SCAS Control Panel Radar Altimeter Display MASTER ARM PBA
Pilot Light Control Panel STBY PBA
Recoil Compensation Panel TORQUE Annunciator
ICS Control Panel FIRE Annunciator
ALQ-144 Control Panel RPM Annunciator
Talon Radio #1 WCA ALERT PBA
Talon Radio #2 WOG PBA
ARN-123 VOR Control Panel DEPR LT PBA
APX-100 Control Panel
Lighting and ECS Control Panel
DC Circuit Breaker Panel
Radar Altimeter BRT Adjust Panel

Figure 2-21b. Pilot Light Control Panel

2-34
 TM 1-1520-236-10

CNSL/PBA INSTR
Gunner Miscellaneous Control Panel Left MFD Bezel (MFD 1)
ICS Control Panel Right MFD Bezel (MFD 2)
WPN JETT PBA DFD Bezel (DFD 1)
LASER ARM PBA Keyboard Unit (KBU 1)
LASER MODE
MASTER ARM PBA
STBY PBA
WCA ALERT PBA
DEPR LT PBA

Figure 2-21c. Gunner Miscellaneous Control Panel Lighting Controls

2-35
TM 1-1520-236-10

SECTION XIII. FLIGHT INSTRUMENTS

2-69. AIRSPEED INDICATOR GAUGE. The altitude tape is removed and dashes displayed in the
digital readout box if invalid data is received. A dedicated
Airspeed is displayed on the left side of the Attitude Indicator on knob on the lower right corner of the DFD is used to adjust
the FLT Top Page (Figure 2-22a). The airspeed is shown with the altimeter setting. The setting is displayed below the radar
a movable vertical tape and a stationary pointer box altimeter digital readout on the FLT Page. An adjustment
containing a digital value. The tape is indexed a t 5- knot made in either crew station applies to both crew stations.
intervals and labeled at 10-knot intervals. The tape edge, The last set value is retained for the next aircraft power
index marker, numeric labels and pointer box outline are white cycle.
when the current airspeed is valid and not in the high range.
When the airspeed is equal to or greater than VNE (190 2-72. VERTICAL SPEED INDICATOR.
knots), the airspeed tape scale, current airspeed readout box
and next knot value box will display in red. The Instantaneous Vertical Speed Indicator (Figure 2-22a) is
When the airspeed is invalid, dashes will be displayed in the discussed in Paragraph 2.4.2.2.12 of the Chapter 2
pointer box. Supplement.
2-70. HOVER MODE
2-73. FREE AIR TEMPERATURE (FAT) INDICATOR.
The Hover Mode is activated when the L1 key is selected on
The pilot FAT indicator (Figure 2-6) displays the outside air
the FLT TOP Page and ground speed is less than 35 knots. If
temperature in degrees Celsius.
ground speed is greater than 35 knots, the L1 key is slashed
and inactive. When ground speed is less than 35 knots, 2-74. MAGNETIC (STANDBY) COMPASS.
pressing L1 displays the VSI-Hover mode version of the FLT
Page (figure 2-22b ). A hover aid graphic is displayed on the The magnetic compass (Figure 2-7) displays the magnetic
right portion of the Flight Page. The hover aid is graphically heading of the helicopter. A compass correction card is
presented as three concentric circles representing 10, 20, and attached to the compass.
30 knots for ground speed and 6−, 12−, and 18−meter radius
for movement. The helicopter’s horizontal reference is marked 2-75. RADIO AIDS TO NAVIGATION.
in the center by a plus symbol (+). The center ring (10
Radio Aids to Navigation are addressed in Chapter 3.
knots/6-meter radius) and the middle ring (20 knots/12-meter
radius) are segmented circles. The outer ring (30 knots/18-
meter radius) is a rotating solid circle, labeled at 30−degree
increments. Cardinal headings are labeled with N, S, E, or W 2-76. WARNING, CAUTION, ADVISORY
and all others are labeled with 2 digits (03, 06, 12, 15, etc.).
A vertical index located at the top of the rose indicates current (WCA) ALERTING SYSTEM
heading and a vertical index located at the bottom of the rose
The WCA Alerting system performs detection, processing,
indicates reverse bearing (BRG). Additional indices are
reporting, prioritizing and recording of specified alert
displayed at 45−, 135−, 225− and 315−degree bearing
conditions. The system presents displayable alerts to the
references. Indices will mask heading labels. A linear velocity
crew and records them on a removable media Mainten-
vector radiating from the horizontal reference indicates
ance Card for off line analysis. The WCA ALERT Push
helicopter movement direction and velocity referenced by Button Annunciator (PBA) (Figure 2-23a) illuminates
bearing and length compared to the display rings. Relative when a Warning, Caution or Advisory condition exists.
velocity is presented as a small circle. Movement of the cue Current active alerts are displayed in the left side of the
represents the direction and magnitude of the helicopter’s WCA Top Page (Figure 2-23b). The number of pages varies
predicted ground speed and direction based on acceleration. with the number of active alerts. Active Alerts are displayed
Pressing L1 again will redesignate the hover point which in prioritized order and color coded - Warnings in red,
allows resetting of hover position when deliberate ground followed by Cautions in yellow and then Advisories in White.
position changes have been made. The pilot can press the The right side of the WCA Top Page displays a graphic
Hover button on the collective head in lieu of L1. group - Engine, Electrical or Transmission based on alert the
cursor has selected. The highest
2-71. BAROMETRIC ALTITUDE. priority Warning is displayed on the WCA Flight Banner on
the Flight Page (Figure 2-23c). The alert is displayed for as
The Barometric Altitude is displayed via digital readout long as the condition exists or until the operator
box and a vertical tape indicator ( Figure 2-22a). acknowledges the alert by pressing the WCA ALERT PBA.
Digits are white and boxed i n w h i t e , displayed in The oldest Caution or Advisory alert is deleted by pressing
10-foot increments and rounded down to the n e a r e s t the WCA PBA a 2nd time. No new crew alert indication is
1 0 -foot. The altitude box is superimposed over the displayed on the flight display unless it occurs after the
center of the moving tape box. 100-foot increments WCA ALERT PBA acknowledgment. Transient alerts are
are labeled and 50-foot increments are indicated by a displayed for at least 3 seconds unless replaced by a
d a s h . Pressure altitude is provided by the SADC. more recent alert.

2-36
 TM 1-1520-236-10

Airspeed Attitude Indicator VSI/Radar Pressure Altimeter

Altimeter
Figure 2-22a. Flight Display

Figure 2-22b. Flight Display with Hover Mode Engaged

2-37
TM 1-1520-236-10

Figure 2-23a. WCA Alert PBA

Figure 2-23b. WCA Top Page with Engine Group

Figure 2-23c. WCA on Flight Page Banner

2-38
 TM 1-1520-236-10

Aural alerts have been added for three conditions - all e. Electrical Circuit. The RPM high-low limit warning system
Warning Alerts, all Caution Alerts, and when the radar is powered by 28V dc essential bus and protected by the
altitude is less than the radar low altitude threshold set at RPM WARN SYS circuit breaker.
R4 of FLT Page. Aural alerts are:
f. WCA Alert Warnings. The WCA system will trigger the
Warning - "Warning, Warning" repeated three times
Audio Warning and display the following Warning Alerts:
Caution - "Caution" repeated three times
1. ROTOR NR RPM HIGH for rotor rpm above 102-104
Low Altitude - "Too low, radar altimeter too low ... radar
percent (High Warning).
altimeter too low"
2. ROTOR NR RPM LOW for rotor rpm below 93-95
2-77. RPM HIGH-LOW LIMIT percent (Low Warning).
WARNING SYSTEM. 3. ENG N2 RPM LOW for engine rpm below 93-95
percent (Low Warning)

The system provides an immediate warning to check 2-78. deleted

instruments for high or low rotor rpm or low engine rpm.
The audio warning will be heard in the pilot and gunner 2-79. OIL DEBRIS DETECTION SYSTEM
headsets. The audio is a varying oscillating frequency (ODDS)
starting low and building up to a high pitch, on for 0.85 ODDS improves oil filtration and reduces nuisance chip
second interval, then off for 1.25 seconds, then repeating indications caused by normal wear particles on detector gaps.
cycle. The light warning and audio warning functions when When a chip gap is bridged by conductive particles, a power
the following rpm conditions exist: module provides an electrical pulse which burns away wear
particles.
a. Warning Light Only: a. Powerplant ODDS Components Include:
1. For rotor rpm above 102-104 percent (High Warning).
(1) Oil separator (Lubriclone) in engine
2. For rotor rpm below 93-95 percent (Low Warning)
compartment.
3. For engine rpm below 93-95 percent (Low Warning)
(2) Oil filter, with 3-micron element, in engine
4. Loss of signal (circuit failure) from either tach compartment.
generator.
(3) Chip detector at bottom of oil separator.
Detector is wired to ENG CHIP caution light.
b. Warning Light and Audio Warning Signal b. Drive System ODDS Components Include:
Combination:
(1) (1) Full-flow debris monitor in transmission
1. For rotor rpm below 93-95 percent and engine rpm of sump. Monitor replaces pre-ODDS conventional filter.
93-95 percent (Low Warning).
(2) External filter with 3-mircron element bracket-
2. Loss of signal (circuit failure) from both rotor mounted on transmission case. Filter replaces pre-ODDS 25-
tachometer generator and power turbine tachometer micron filter.
generator. (3) Three chip detectors, one in debris monitor and
NOTE one each in 42- and 90-degree gearboxes. Detectors will
It is possible to have an unmodified cause the Audio Warning and the respective TRANS CHIP
warning system in the aircraft. On un- FAULT, 42 DEG CHIP FAULT, or 90 DEG CHIP FAULT
Warning alert to be displayed.
modified warning systems, an audio
signal will be heard if either rotor or c. Electrical System Component: Power module in
engine RPM drops below low limits. cabin provides electrical power to pulse (burn) away ferrous
(iron or steel) debris less than 0.005 inch in cross section.
Larger debris will not pulse away, but bridges gap and closes
c. RPM Warning Light. The RPM light (Figure 2-6) circuit to DCU which triggers the WCA system.
illuminates (red) to provide a visual warning of high or rpm or 2-80. OVER TORQUE CAUTION LIGHT.
low engine rpm. For low rpm warning, the audio warning
functions in conjunction with the light. The OVER TORQUE caution light (Figure 2-6) provides an
immediate indication to check the torque meter for an over
d. RPM Switch - Low Audio. The pilot RPM switch torque condition. The light illuminates at 100 ± 0.5%
(Figure 2-10) OFF position prevents audio warning from torque and will extinguish at 96 ± 0.5% torque. The
functioning for engine starting when the audio might be system is powered by dc essential bus and pro-tected by
objectionable. The switch automatically resets to WARNING CAUT LT circuit breaker.
position when the engine and rotor reach normal rpm. The over torque condition will also trigger the WCA Audio
Warning and the ENG OVERTORQUE Warning alert will be
displayed.

2-39
TM 1-1520-236-10

2-81. ENGINE FIRE DETECTION SYSTEM. 2-82. PILOT CHECKLIST HOLDER.

a. General. The system provides the pilot with a The pilot checklist holder provides storage for the check-
visual indication of a fire/overheat condition in the engine list. The holder is located on the pilot right console.
compartment. The system is powered by the dc essen-
tial bus and protected by the FIRE DETR circuit breaker. 2-83. GUNNER MAP CASE.
The gunner map case provides storage for mission re-
b. Fire Detector Light. The pilot red FIRE light
quired maps and charts. The case is located in the gun-
(Figure 2-6) illuminates when sensing elements detect ner right console.
excessive heat in the engine compartment. The sensing
elements are attached to the tail rotor driveshaft tunnel. 2-84. NIGHT VISION GOGGLE (NVG) BAGS.
c. Fire Detector Test Switch. Holding the pilot Two NVG bags are provided for storing night vision
press-to-test FIRE DET TEST switch (Figure 2-6) in the goggles. The gunner bag is located on the right bulkhead
test position will cause the FIRE light to illuminate and forward of the seat. The pilot bag is located to the left of
the ENG FIR message to display. This illumination the seat.
indicates that the system is operational.

SECTION XIV. SERVICING, PARKING, AND MOORING

2-85. SERVICING. designated as the emergency fuels to be used in this heli-

copter.
a. Servicing Diagram. Refer to Figure 2-24.
b. Use of Fuels.
b. Approved Military Fuels, Oils, Fluids and Unit
Capabilities. Refer to Figure 2-25. (1) No restrictions are imposed on the engine
or aircraft when JP-4 is used.
c. Fuel Settling. Settling time for AVGAS is 15 min-
utes per foot of tank depth and one hour per foot depth (2) JP-5 and JP-8 type fuels may be added to
for jet (JP) fuels. Allow (JP) fuel to settle for a minimum JP-4 type fuels in any quantity in helicopter fuel tank.
of 3.3 hours before any fuel samples are taken.
(3) Aviation gasoline may also be added to tur-
2-86. APPROVED COMMERCIAL FUELS, bine engine fuels in any quantity in the aircraft fuel tank.
OILS, AND FLUIDS. A fuel mixture which contains over 10 percent leaded
gasoline shall be recorded as all leaded gasoline on DA
a. Fuels. Refer to Figure 2-26. Form 2408-13-1. Maximum allowable engine operating
time when using aviation gasoline without TCP is 50
b. Oils. Refer to Figure 2-27. hours/with TCP it is 25 hours.
c. Fluids. Refer to Figure 2-28.
2-88. FUEL SYSTEM SERVICING.
2-87. TYPES AND USES OF FUELS.
a. Fuel types. WARNING
(1) Standard Fuel. JP-4 is designated as the Servicing personnel shall comply with
Army standard fuel to be used in this helicopter. JP-4 all safety precautions and procedures
contains icing inhibitor blended at the refinery. Commer- specified in FM 10-68 Aircraft Refueling
cial Jet B is a JP-4 type fuel; its mixture might or might field manual.
not contain icing inhibitor.
(2) Alternate Fuel. JP-5 and JP-8 are desig- WARNING
nated as the alternate fuel to be used in this helicopter.
JP-5 and JP-8 contain icing inhibitor blended at the refin- Infrared countermeasure set must be
ery. Jet A and Jet A1 are JP-5 type fuels without icing shut down at least one minute prior to
inhibitor. any refueling operation and may not be
restarted or originally started until the
(3) Emergency Fuel. Aviation gasolines (MIL- aircraft is in motion.
G-5572) without Tricersyl Phosphate (TCP) are
2-40
 TM 1-1520-236-10

(a) Refer to Figure 2-24 for fuel filler loca-

CAUTION tion.
(b) Assure that fire guard is in position with
Ensure that servicing unit pressure is fire extinguisher.
not above 125 psi while refueling.
(c) Ground servicing unit to ground stake.
a. Refer to Figure 2-25 for tank capacities.
(d) Ground servicing unit to helicopter.
b. Refer to Figure 2-26 for approved fuel.
(e) Ground fuel nozzle to ground recep-
c. The helicopter may be serviced by any of the tacle located adjacent to fuel receptacle on helicopter.
methods described as follows:
(f) Remove fuel filler cap.
(1) Closed Circuit Refueling (Power Off).
(g) Using latch tool, attached to filler cap
(a) Refer to Figure 2-24 for fuel filler loca- cable, open refueling module if equipped with closed cir-
tion. cuit receptacle.

(b) Assure fire guard is in position with fire (h) Remove nozzle cap and insert nozzle
extinguisher. into fuel receptacle.
(i) Activate flow control handle to ON or
(c) Ground servicing unit to ground stake.
FLOW position. Fuel flow will automatically shut off
(d) Ground servicing unit to helicopter. when fuel cell is full.

(e) Ground fuel nozzle to ground recep- (j) Assure that flow control handle is in
tacle located adjacent to fuel receptacle on helicopter. OFF or NO FLOW position and remove nozzle.

(f) Remove fuel filler cap, and assure that (k) Replace fuel nozzle cap.
refueling module is in locked position. (l) Close refueling module by pulling cable
until latch is in locked position, if equipped with closed cir-
(g) Remove nozzle cap and insert nozzle
cuit receptacle.
into fuel receptacle and lock into position.
(m) Replace fuel filler cap.
(h) Activate flow control handle to ON or
FLOW position. Fuel flow will automatically shut off (n) Disconnect fuel nozzle ground.
when fuel cell is full. Just prior to normal shutoff, fuel flow
may cycle several times, as maximum fuel level is (o) Disconnect ground from helicopter to
reached. Pin at base of nozzle will indicate when fuel servicing unit.
flow stops. (p) Disconnect servicing unit ground from
ground stake.
(i) Assure that flow control handle is in
OFF or NO FLOW position and remove nozzle. (q) Return fire extinguisher to designated
location.
(j) Replace fuel nozzle cap.
(3) RAPID (HOT) Refueling (Closed Circuit).
(k) Replace fuel filler cap.
(a) Before RAPID Refueling.
(l) Disconnect fuel nozzle ground.
1 Throttle – Idle.
(m) Disconnect ground from helicopter to
servicing unit. 2 FORCE TRIM switch – FORCE TRIM.

(n) Disconnect servicing unit ground from

ground stake.
WARNING

(o) Return fire extinguisher to designated In case of helicopter fire, observe fire
location. emergency procedures in Chapter 9.

(2) Gravity or Open-Port Refueling (Power (b) During RAPID Refueling. A crewmem-
Off). ber shall observe the refueling operation (performed by

2-41
TM 1-1520-236-10

authorized refueling personnel) and stand fireguard as (b) During RAPID Refueling. A crewmem-
required. One crewmember shall remain in the helicop- ber shall observe the refueling operation (performed by
ter to monitor controls. Only emergency radio transmis- authorized refueling personnel) and stand fireguard as
sion should be made during RAPID refueling. Radar and required. One crewmember shall remain in the helicop-
infrared countermeasures equipment shall be placed in ter to monitor controls. Only emergency radio transmis-
standby or turned off unless it is needed for defense of sion should be made during RAPID refueling.
the aircraft.
Radar and infrared countermeasures equipment shall be
(c) Use same procedures as for POWER placed in standby or turned off unless it is needed for de-
OFF refueling. fense of the aircraft.
(d) After Refueling. The pilot shall be ad- (c) Use same procedures as for POWER
vised by the refueling crew or other crewmember after re- OFF refueling.
fueling of the following.
1 Fuel cap – secured. WARNING
2 Grounding cables – Removed. During RAPID GRAVITY Refueling, ex-
(4) RAPID (HOT) GRAVITY Refueling. ercise extreme caution to prevent fuel
splashing from fuel cell or fuel nozzle.
(a) Before RAPID Refueling. Any fuel leakage could be extremely
hazardous if ingested into engine air in-
1 Throttle – Idle.
take.
2 FORCE TRIM switch – FORCE
(d) After Refueling. The pilot shall be ad-
TRIM.
vised by the refueling crew or other crewmember after re-
fueling of the following:
WARNING
1 Fuel cap – secured.
In case of helicopter fire, observe fire 2 Grounding cables – removed.
emergency procedures in Chapter 9.

2-42
 TM 1-1520-236-10

MS018114

Figure 2-24. Servicing Diagram (Typical)

2-43
TM 1-1520-236-10

SYSTEM SPECIFICATION NOTE CAPACITY

FUEL MIL-T-5624 1 260 U.S. Gals.

(JP-4) Usable
262 U.S. Gals
Total
OIL

Engine MIL-L-7808 2,4

MIL-L-23699 3,4

Transmission MIL-L-7808 2,4

MIL-L-23699 3,4
DOD-L85734

42° Gearbox MIL-L-7808 2,4

MIL-L-23699 3,4
DOD-L85734

90° Gearbox MIL-L-7808 2,4

MIL-L-23699
DOD-L-85734

HYDRAULIC

System No. 1 MIL-H-5606 5

MIL-H-83282 6

System No. 2 MIL-H-5606 5

MIL-H-83282 6

Reservoir No. 1 & 2 MIL-H-5606 5

MIL-H-83282

Emergency System MIL-H-5606 5

MIL-H-83282 6

Figure 2-25. Approved Military Fuels, Oils, Fluids and Unit Capacities (Sheet 1 of 2)

2-44
 TM 1-1520-236-10

NOTE:

1. MIL-T-5624 JP-4 (NATO F-40).

Alternate fuel is MIL-T-5624 JP-5 (NATO F-44) or MIL-T-83133 JP-8 (NATO F-34).
Emergency fuel is MIL-G-5572 AV GAS (NATO F-12, F-18, F-22).
The helicopter shall not be flown when the cumulative engine operating time exceed 50 hours when AV GAS
without TCP is used as emergency fuel or 25 hours when AV GAS with TCP is used as emergency fuel. Any
mixture using AV GAS is considered emergency fuel.
2. MIL-L-7808 (NATO 0-148).
For use in abient temperatures below minus 32°C/25°F.
May be used when MIL-L-23669 oil is not available.
3. MIL-L-23699 (NATO 0-156).
For use in abient temperatures below mius 32°C/25°F.
DOD-L-85734 for use in ambient temperatures above minus 40°C (minus 40°F).

CAUTION

Under no circumstances shall MIL-L-23699 or DOD-L-85734 oil be used in ambient temperatures

below minus 32°C/25°F.

4. It is not advisable to mix MIL-L-7808 and MIL-L-23699 or DOD-L-85734 oils, except during an emergency. An
entry on DA Form 2408-13-1 is required when the oils are mixed.
5. MIL-H-5606 (NATO H-515).
For use in ambient temperatures below minus 40°C/40°F.

WARNING

When handling hydraulic fluid (MIL-H-83282), observe the following:

- Prolonged contact with liquid or mist can irritate eyes and skin.
- After any prolonged contact with skin, immediately wash contacted area with soap and water.
If liquid contacts eyes, flush them immediately with clear water.
- If liquid is swallowed, do not induce vomiting; get immediate medical attention.
- Wear rubber gloves when handling liquid. If prolonged contact with mist is likely, wear an ap-
propriate respirator.
- When fluid is decomposed by heating, toxic gases are released.

6. MIL-H-83282.
For use in ambient temperatures above minus 40°C/40°F.

Figure 2-25. Approved Military Fuels, Oils, Fluids and Unit Capacities (Sheet 2 of 2)

2-45
TM 1-1520-236-10

PRIMARY OR
SOURCE STANDARD FUEL ALTERNATE FUEL

US MILITARY FUEL JP-4 (MIL-T-5624) JP-5 (MIL-T-5624) or JP-8 (MIL-T-83133)

NATO CODE NO. F-40 (WIDE CUT TYPE) F-44 OR F-34 (HIGH Flash Type)

COMMERCIAL FUEL JET B JET A JET A-1

(ASTM-D-1655) NATO F-34

American Oil Co. American JP-4 American Type A

Atlantic Richfield Aerojet B Aerojet A Aerojet A-1
Richfield Div. Richfield A Richfield A-1
B.P. Trading B.P.A.T.G. B.P.A.T.K.
Caltex Petroleum
Corp. Caltex Jet B Caltex Jet A-1
Cities Service Co. CITGO A
Continental Oil Co. Conoco JP-4 Conoco Jet-50 Conoco Jet-60
Gulf Oil Gulf Jet B Gulf Jet A Gulf Jet A-1
EXXON Co., USA EXXON Turbo Fuel B EXXON A EXXON A-1
Mobil Oil Mobil Jet B Mobil Jet A Mobil Jet A-1
Phillips Petroleum Philjet JP-4 Philjet A-50
Shell Oil Aerosol JP-4 Aeroshell 640 Aerosol 650
Sinclair Superjet A Superjet A-1
Standard Oil Co. Jet A Kerosene Jet A-1 Kerosene
Chevron Chevron B Chevron A-50 Chevron A-1
Texaco Texaco Avjet B Avjet A Avjet A-1
Union Oil Union JP-4 76 Turbine Fuel

FOREIGN FUEL NATO F-40 NATO F-44

Belgium BA-PF-2B
Canada 3GP-22F 3-6P-24e
Denmark JP-4 MIL-T-5624
France Air 3407A
Germany VTL-9130-006 UTL-9130-007/UTL 9130-010
Greece JP-4 MIL-T-5624
Italy AA-M-C-1421 AMC-143
Netherlands JP-4 MIL-T-5624 D. Eng RD 2493
Norway JP-4 MIL-T-5624
Portugal JP-4 MIL-T-5624
Turkey JP-4 MIL-T-5624
United Kingdom D. Eng RD 2454 D. Eng RD 2498
(Britain)

NOTE

Anti-icing and Biocidal Additive for Commercial Turbine Engine Fuel - The fuel system icing inhibitor shall conform to MIL-I-27686.
The additive provides anti-icing protection and also functions as a biocide to kill microbial growths in helicopter fuel systems. Icing
inhibitor conforming to MIL-I-27686 shall be added to commercial fuel not containing an icing inhibitor during refueling operations,
regardless of ambient temperatures. Refueling operations shall be accomplished in accordance with accepted commercial proce-
dures. This additive (prist or eq.) is not available in the Army Supply System, but will be locally procured when needed.

Figure 2-26. Approved Commercial Fuels - Equivalents for JP-4, JP-5 and JP-8

2-46
 TM 1-1520-236-10

APPROVED COMMERCIAL MIL-L-7808 TYPE OILS

MANUFACTURER’S NAME MANUFACTURER’S DESIGNATION

American Oil and Supply Co. PQ Turbine Oil 8365

Humbie Oil and Refining Co. ESSO/ENCO Turbo Oil 2389
Mobile Oil Corp. RM-201A

CAUTION

Do not use Shell Oil Co., Part No. 307, Qualification No. 7D-1 oil (MIL-L-7808). It can be harm-
ful to seals made of silicone.

APPROVED COMMERCIAL MIL-L-23699 TYPE OILS

MANUFACTURER’S NAME MANUFACTURER’S DESIGNATION

American Oil and Supply Co. PQ Turbine Lubricant 6423/8878/

9595
Bray Oil Co. Brayco 899/899-S
Castrol Oil Inc. Castrol 205
Chevron International Oil Jet Engine Oil 5
Co., Inc.
W.R. Grace and Co. (Hatco HATCOL 3211/3611
Chemical Div.)
Exxon Turbo Oil 2380 (WS-6000)/2395 (WS-
6459)
Mobil Oil Corp. RM-139A/RM-147A/Avrex S
Turbo 260/Avrex S Turbo 265
Royal Lubricants Co. Royco 899 (C-915)/899SC
Shell Oil Co., Inc. Aeroshell Turbine Oil 500
Standard Oil Co., of Chevron Jet Engine Oil 5
California
Stauffer Chemical Co. Stauffer 6924/Jet II
Texaco, Inc. SATO 7730. TL-8090

Figure 2-27. Approved Commercial Oils - Equivalents for MIL-L7808 and MIL-L-23699 Oils

2-47
TM 1-1520-236-10

APPROVED COMMERCIAL MIL-H-5606 TYPE FLUID

MANUFACTURER’S NAME MANUFACTURER’S DESIGNATION

American Oil and Supply Co. “PO” 4226

Bray Oil Co. Brayco 757B

Brayco 756C
Brayco 756D

Castrol Oils, Inc. Hyspin A

Humble Oil and Refining Co. Univis J41

Mobile Oil Corp. Aero HFB

Pennsylvania Refining Co. Petrofluid 5606B

Petrofluid 4607

Royal Lubricants Co. Royco 756C/D

DS-437

Shell Oil Co. XSL 7828

Standard Oil Co. of California PED 3565

PED 3337

Texaco, Inc. TL-5874

Stauffer Chemical Co. Aero Hydroil 500

Union Carbide Chemical Co. YT-283

Union Carbide Corp. FP-221

Figure 2-28. Approved Commercial Fluids - Equivalents for MIL-H-5606

2-48
 TM 1-1520-236-10 Supplement

2.0 CHAPTER 2: SYSTEMS

2.1 CREW STATION MANAGEMENT SYSTEM

The crew station management system (CMS) is the primary interface between the crewmembers
and the helicopter systems. CMS provides controls to manipulate and efficiently display the
information necessary for operation of the helicopter throughout all mission profiles. The
controls and displays of CMS are arranged in the crew station so that either crewmember may fly
the aircraft and monitor all phases of the operation. CMS is comprised of display systems with
keyboards for data input, dedicated push button annunciators, and modified Cyclic heads and
Collective switches (Pilot Station only).

2.1.1 DISPLAY SYSTEMS

Two MFDs and one DFD at each crew station provide the ability to monitor, manage and operate
various systems of the helicopter. These display systems are controlled through a MFD/DFD
interface. The two MFDs are mounted side by side in the instrument panel in both crewstation.
The DFD is mounted above the MFDs in the Pilot’s station and below the MFDs in the Gunner’s
station.

2.1.1.1 Multifunction Display

Each crewstation has two NVD-compatible, color LCD MFDs (Figure 2.1-1). The MFDs are
numbered left to right, MFD 1 and MFD 2 in the Gunner’s crewstation, and MFD 3 and MFD 4
in the Pilot’s crewstation. Each MFD has nine lighted hard bezel keys across the bottom that are
functionally grouped for ease of access.
The first functional group of hard bezel keys contains the WCA (Warnings, Cautions and Alerts)
key, the SYS (Systems) key and the FLT (Flight) key. Pressing WCA accesses the WCA
SUMMARY page, a list of all active WCAs. Pressing SYS accesses the SYS page for display of
mechanical systems performance indicators. Additional mechanical systems performance
indicators are located on the SYS 2 sub-page. Pressing FLT accesses the FLT page for display of
flight performance indicators and navigation indicators.
The second functional group of hard bezel keys contains the COM (Communications) key and
the TDC (Tactical Data Communications) key. Neither of these keys are active in the AH-1F/S
Upgrade configuration.
The third functional group of hard bezel keys contains the MAP (Map/Navigation) key, EW
(Electronic Warfare) key, TSS (Target Sight System) key, and WPN (Weapon) key. Pressing
MAP accesses the moving map display, and map and navigation system controls. The EW is not
active. Pressing TSS accesses the TSS video and controls, and video recording control. Pressing
WPN accesses the weapon pages for setup and monitoring of weapon selection and control.
In addition to the hard bezel keys there are 18 soft bezel keys arranged in groups of 6. The keys
across the top from left to right are designated T1 through T6. Down the left and right sides from

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top to bottom, the keys are designated L1 through L6 and R1through R6. A dam separates each
key. The automatic light sensor lens functions as a dam between keys T3 and T4.
Display brightness is controlled through a rocker type switch, labeled BRT, located on the lower
left corner of the bezel. The MFDs have automatic brightness adjustment with manual override.
The manual override switch is a mode selectable rotary switch on the upper left corner of the
MFD bezel. Selectable brightness modes are OFF, NIGHT, DAY, and AUTO.

T1 T2 T3 T4 T5 T6

L1 R1
L2 R2
L3 R3
L4 R4
L5 R5
L6 R6

Figure 2.1-1. Multi-Function Display

Operational modes are selectable through the rotary switch located on the upper right corner of the
MFD. Selectable modes are NORM, RPT, and TEST. NORM is the normal mode of operation.
RPT repeats the display selected on the same side MFD in the other crewstation. TEST presents a
gray scale test pattern for evaluation of the MFD resolution and function. Default background color
for MFDs is black. Default displays on power up are MAP page on the left MFDs and FLT page
on the right MFDs. Should a Low Rotor event occur, the system will automatically set the left
MFD to SYS and the right MFD to FLT in both seats.
NOTE
If the mode switch is set to TEST on any two MFD while the MC is
booting, MC non-volatile memory will be erased including mission data
and stored WCA and maintenance data.

The operation is not harmful to the MC and does not affect the ADTS or

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any mission data stored on any of the removable memory modules

(MAP, MSN, MNT) in the ADTS.

Across the bottom of the MFDs is a dedicated area for information about crew alerts and helicopter
status. The information displayed is different for the left and the right MFD but the same
information is displayed on the left and right MFDs in each crew station. This footer information
is always displayed regardless which screen function (e.g., WCA, SYS, FLT, etc.) is selected. The
left MFDs (Figure 2.1-2) can have up to three lines in the Caution Advisory Field on the left side
of the display and the Aircraft State Indicator on the right side of the display. The right MFDs
(Figure 2.1-3) contains a three-line display called the Status Indicators Field. All three fields are
always displayed and are independent of page or function selections made with the bezel keys.
The bottom three rows on the left MFD contain Caution and Advisory information and Aircraft
State Indicator information. The left-hand side of the bottom three rows of the display is the
Caution Advisory (CA) field, the right-hand side is the Aircraft State Indicator (ASI) field.
The CA Field is a chronological list of Caution/Advisory Alerts, whether currently active or not.
The CA Field is implemented as a Push Down stack with the most recent 3 displayed at the top.
The CA Field also displays the total count of active Cautions (C=) and Advisories (A=) at the right
side of the field.
The Aircraft State Indicators indicate normal aircraft state or condition. They are displayed on the
bottom three rows of the right side of the left MFD. There are six fixed positions, up to sixteen
characters each, and white in color. The positions are:
 Position 1: ECS = ON or OFF
 Position 2: GUN STOWED or blank if not stowed.
 Position 3: WOG = AIR or GRND
 Position 4: ENG DEICE = ON or OFF
 Position 5: PITOT HEAT = ON or OFF
 Position 6: TSS STOWED or blank if not stowed

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ENG 1 CHIP C= 3 | POSITION 1 POSITION 2

ENG 1 OIL PRESS LOW A= 1 | POSITION 3 POSITION 4
ENG 1 OIL TEMP HIGH  | POSITION 5 POSITION 6
123456789012345678901234567890123456789012345678901234567890123

Figure 2.1-2. Left MFD

The bottom three rows of the right side MFD (Figure 2.1-3) in both crew stations is used to display
the normal state of certain avionics equipment/function. This information is displayed in fixed
positions and show (from left to right):
 Weapons Status – identifies weapons selected, Armed, Unarmed, and type
 NAV Mode. Figure of Merit (FOM) or Alignment Status
 System Time in HH:MM:SS format
 Flight Time – Timer 1 on the Flight Page in HH:MM:SS format
 Fuel Load in pounds
 REC STOP for uncommanded stoppage of the ADTS audio/video recorder

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REC STOP

Figure 2.1-3. Right MFD

Power for MFD 1 and MFD 3 is provided by the 28 Vdc essential bus and circuit protection is
provided by MFD 1 (Pilot Multi-Function Display #1) and MFD 3 (Gunner Multi-Function
Display #1) circuit breakers located on the dc circuit breaker panel. These MFDs are ON whenever
the 28 Vdc essential bus is powered and the brightness mode selector is in any position other than
OFF. Display information is dependent upon the MC and DCUs being ON.
Power for MFD 2 and MFD 4 is provided by the 28 Vdc nonessential bus and circuit protection is
provided by MFD 2 (Pilot Multi-Function Display #2) and MFD 4 (Gunner Multi-Function
Display #2) circuit breakers located on the dc circuit breaker panel.

2.1.1.2 MFD Control

MFD functional displays are selected by pressing the labeled hard bezel key along the bottom of
the display. Soft bezel keys are labeled with functions or provide access to sub-pages within the
function. Pressing a key for a non-operational function such as TDC or COM will result in
RESERVED being displayed on the MFD.
A secondary means of selecting specific displays is provided by cyclic Display Select switch
(formerly the Wing Arm Fire Switch). Display Select switch affects the left MFD for that

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crewstation only and allows the crewmember to select the various page displayed on the MFD
without having to remove their hand from the flight controls. Pressing the Display Switch will
toggle through the following pages in order: WCA, SYS, FLT, MAP and TSS. If the LHS MFD
is currently displaying any one of the four pages, the first button press cycles to the next page in
order. If none of these pages are currently displayed on the LHS MFD, the first press goes to the
SYS page. Cyclic switch locations and major functions are addressed in paragraph 2.1.2.
The Pilot’s Collective head includes a Hover button (formerly the Wire Cut switch). The
information displayed on the MFD when the Hover button is pressed depends on the current
page presented on the MFD and the aircraft ground speed. Table 2.1-1 portrays the results of the
pressing the Hover button based on aircraft/IAS settings. The Pilot’s Collective head switch
locations and functions are addressed in Figure 2.1-7.

Table 2.1-1. Pilot Collective Hover Button

ACFT / IAS Conditions at Hover Button Press Resulting Action
FLT page is not displayed on either MFD Right MFD will display the FLT page (non-Hover mode)
FLT page displayed on either MFD; and
FLT page will update to Hover mode with Hover location
FLT page is not in Hover mode; and
set to current position
Ground speed is less than 35 knots
FLT page displayed on either MFD; and
FLT page is not in Hover mode; and No resulting action
Ground speed is greater than 35 knots
FLT page displayed on either MFD; and FLT page will re-designate Hover location to current
FLT page is already in Hover Mode position
2.1.1.3 Multifunction Display Symbology

MFD displays contain alphanumeric legends, symbols and graphic figures.

Red is used for warning indications. Red is also used to indicate a weapon has been selected and
armed from that crewstation. Color-coded indications for weapons are discussed in Chapter 4.
Yellow is used for caution indications. Yellow is also used to indicate a weapon has been selected
and armed from the other crewstation. Color-coded indications for weapons are discussed in
Chapter 4.
Green is used for normal indications.
Cyan (blue) is used for soft key legends with an available function that is unselected or in an OFF
state.
White is used for soft key legends where the available function has been selected and is in an ON
state, and the selected function will also be boxed in white. White is also used for textual
information in the

2.1.1.4 Dual Function Display (DFD)

Each crewstation has one NVD compatible, color LCD DFD (Figure 2.1-4) with graphics

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capability for flight and weapons information. The DFD also serves as the primary flight
instrument should the Mission Computer fail. Controls include keyboard function keys, eight
functional soft bezel keys (four per left and right side), brightness control, and barometric altimeter
settings adjustment. The DFD is mounted above the MFDs in the Pilot’s instrument panel and
below the MFDs in the Gunner’s instrument panel.
The DFD has manual brightness adjustment through a rotary control located on the lower left
corner of the bezel. Barometric altimeter setting is adjusted through a rotary knob control located
on the lower right corner of the bezel. The DFD bezel has a lighted turn and slip indicator centered
at the bottom.

Figure 2.1-4. DFD

The bottom line of the DFD display is a scratchpad area. Information can be entered through the
keyboard or imported from the MFD display for editing. Original, imported or edited information
can be exported to an MFD display. The scratchpad area allows for quick entries for changing
navigational waypoints. The DFDs power-up automatically when power is applied to the 28 Vdc
essential bus and circuit protection is provided by the DFD FWD and DFD AFT circuit breakers
located on the right DC circuit breaker panel.
If the mission computer is not operating the DFD will default to the flight page.

2.1.1.5 Keyboard Unit (KBU)

Each crewstation has a full alphanumeric keyboard (Figure 2.1-5) located on their respective
instrument panel. Five of the six keys on the top row of the keyboard have dedicated functions.
The far-left key is an unlabeled SHIFT function key and works with other keys as described
below. The next four dedicated keys are labeled FLT, COM, TDC, and WPN. The FLT and
WPN keys are used to retrieve DFD pages and their soft key labels for display. COM and TDC
are not active in the AH-1F/S Upgrade configuration. The sixth key on the top row has no

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function. The bottom two rows of the keyboard contain five special purpose dedicated keys as
follows: FRQ, TCN, SQK, IDNT, and MRK.
FRQ, TCN, SQK and IDNT are not active in the AH-1F/S Upgrade configuration.
MRK activates the mark feature on the navigation system for Target Store/Location Store
functions. A detailed description for using the MRK key is contained in the Map/Navigation
section of Chapter 3.

Figure 2.1-5. DFD Keyboard

2.1.1.6 Other Key Functions

The remaining keys function as described below.

1. The alphabetical portion consists of the letters A through Z; a hyphen (-) that is used as a
minus sign; up, down, left, and right arrows; and a slash. The letters E, N, S, and W are
also used to represent East, North, South, and West. When pressed (with the exception of
the arrow keys), the corresponding character is displayed in the scratchpad at the cursor
position.
2. The numeric portion of the keyboard consists of the numerals 0 through 9, and a period (.)
that is also used as a decimal point. When pressed, the corresponding character is displayed
in the scratchpad at the cursor position.
3. CLR provides the means to clear the active area of the scratch pad.
4. ENTER sends scratch pad entries to the MCs for processing.
5. Left and right arrow keys are used to non-destructively scroll the cursor left or right in the

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scratch pad. When pressed in conjunction with the unlabeled SHIFT key, the left and right
arrow keys move the cursor to the beginning of the next data field in the scratchpad based
on the arrow direction. The up-arrow key is used to insert a space. The down arrow is used
to delete a space and any character in that space.
The keyboards are powered by the 28 Vdc essential bus and circuit protection is provided by the
KYBD FWD and KYBD AFT circuit breakers located on the right dc circuit breaker panel.

2.1.1.7 DFD Scratchpad

Up to 32 characters can be displayed in the scratchpad area. The keyboard buffer can hold 256
characters allowing the crew to enter more characters than can be displayed. Default position for
the cursor is at the left-most character position in the scratchpad. The cursor moves right as
characters are added until it reaches the 32nd character position, then the data scrolls left off the
screen as subsequent characters are added.
Entry of data in the scratchpad uses insertion mode logic. When a character key is pressed the
character is inserted in the scratchpad at the position of the cursor. All data to the right of the cursor
will move one-character space to the right. The cursor will move to the position immediately
following the character just inserted.
When the delete key (down arrow) is pressed the character at the cursor position is deleted from
the scratchpad. All characters to the right of the cursor will move one-character position to the left.
The cursor will occupy the same character position as before the delete key was pressed.
There are two ways for the scratchpad to be used. In the hot mode, data is entered in the scratchpad
and directed to the appropriate item on the MFD by pressing a function key. In the edit mode, a
string of data is directed from the MFD to the scratchpad using the MFD edit function. The cursor
may be moved along the string of data until it is under the character to be edited. Upon completion
of the edit function, pressing the ENTER key on the KBU, or the associated soft bezel key on the
MFD, the edited string will replace the record in the MFD from which it was taken.

2.1.2 CYCLIC AND PILOT’S COLLECTIVE SWITCHES

The cyclic switches allow the crewmember at the controls to select functions without removing
hands from the controls. Individual switches are shaped differently to aid identification by tactile
sense. Cyclic grip and collective head switches are shown in Figure 2.1-6 and Figure 2.1-7. For
the cyclic, there are no changes to the functions of the SAS Release and Force Trim Switches.
Table 2.1-2 identifies the switch functions for the Cyclic Grip which are identical for both crew
stations. For the Pilot’s Collective Control Head, the only change from the AH-1F is the Hover
button replaces the Wire Cut switch. The trigger will fire the selected and armed weapon (including
rockets or Hellfire). Firing will occur from either first or second detent. There is no gun burst
function in either detent (continuous firing while trigger is pulled).

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Weapons
Select

Force
Trim Radio/ICS

Figure 2.1-6. Cyclic Hand Grip

Figure 2.1-7. Pilot Collective Control Head

Table 2.1-2. Cyclic Grip Switch Functions

Legacy Function AH‐1F/S Upgrade Function

SCAS Release Same Function
Action Switch Modified Function
Trigger Switch Weapons Fire (selected weapon)
Fore Trim Same Function
Radio‐ICS (PTT) Weapons Select
Light Switch Radio‐ICS (PTT)
Wing Arm Fire Display Select

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2.1.3 HAND CONTROL UNIT (HCU)

Each crew station has a dedicated Hand Control Unit (Figure 2.1-8) that allows for control of the
TSS and Weapons as well as MAP functions. The respective HCU switch functions are discussed
in Chapters 3 (MAP) and Chapter 4 (TSS and WEAPONS).

Figure 2.1-8. Hand Control Unit (HCU)

2.2 SYSTEMS
The Systems Top Page (Figure 2.2-1) displays the status of various aircraft systems such as
Engine, Drive Train and Electrical systems. It also allows the crew to check the status of various
systems, turn on the Target Sight System (TSS), set Bingo Fuel, and load mission data via the
ADTS. Figure 2.2-1 shows the structure of the SYS Top page and how the various sub-pages are
accessed.

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Figure 2.2-1. SYS Page

2.2.1 ENGINE INDICATIONS

Engine indications displayed on the SYS page (Figure 2.2-1) consist of TGT, N1, N2, Oil
Temperature and Pressure and Torque. During engine start, TGT and N1 are enlarged. TGT, N1,
N2 and Torque are also displayed on the flight page (see Section 2.4.

2.2.1.1 TGT

TGT is located in the upper right hand of the SYS page.

Figure 2.2-2. TGT

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2.2.1.2 N1

N1 is located on the right hand of the SYS page, beneath the TGT Indication

 Digital Range 0-110%

 Analog Range0-110%
 Color Bands
0-106 Green with ticks at 10, 15, 68 and 72
106-110 Red
Figure 2.2-3. N1

2.2.1.3 N2

N2 is located in the top center of the display. It is part if the dual tachometer display along with
NR. N2 is the outer portion of the dual tachometer, NR is displayed on the inner portion.

Figure 2.2-4. N2

2.2.1.4 Engine Oil Temperature

Engine Oil Temperature is located on the right-hand side, 3rd indication from the top. It is beneath
the N1 indication.

Figure 2.2-5. Engine Oil Temperature

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2.2.1.5 Engine Oil Pressure

Engine Oil Pressure is located on the right-hand side. It is beneath the Engine Oil Temperature
indication.

Figure 2.2-6. Engine Oil Pressure

2.2.1.6 Torque

Engine Torque is located on the upper left of the display.

Figure 2.2-7. Torque

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2.2.2 DRIVE TRAIN INDICATIONS

The SYS page indications for the Drive Train include Rotor (NR), Transmission Oil Temperature
and Transmission Oil Pressure indications. Figure 2.2-1 shows the SYS page.

2.2.2.1 NR

NR is located in the top center of the display. It is part if the dual tachometer displays along with
N2. NR is the inner portion of the dual tachometer, N2 is displayed on the outer portion.

Figure 2.2-8. NR

2.2.2.2 Transmission Oil Temperature

The Transmission Oil Temperature is located on the left-hand side of the display, underneath
Torque.

Figure 2.2-9. Transmission Oil Temperature

2.2.2.3 Transmission Oil Pressure

The Transmission Oil Pressure is located in the center of the display, to the right of the
Transmission Oil Temperature indication, beneath the on Dual Tach.

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Figure 2.2-10. Transmission Oil Pressure

2.3 Fuel Quantity Indication

Fuel quantity is indicated, to the right of center, on the bottom line of the right MFDs (Figure 2.1-
3). The letter F followed by a four-digit value represents pounds of fuel. The display indicates the
quantity of fuel in the forward and aft fuel cells. A Fuel Quantity Signal Conditioning Unit is
needed to convert the fuel cell capacitance signals to voltages that are converted to the values
displayed on the MFD.
Another fuel quantity indication is in the upper right corner of the display area on the SYS page
(Figure 2.2-1), under the label FUEL. The display has three selections available for viewing fuel
quantity and the display always reverts back to B (Bingo) after several seconds. Pressing R1 cycles
through/selects the following display selections:
1. B (Bingo) fuel - When selected displays a white B in a white box. The bingo level is the
default quantity displayed and bingo fuel is always displayed in pounds. If the P or G
options are selected, R1 will revert to display bingo quantity after approximately 10
seconds.
6. P (Pounds) - Pressing R1 to select the P selection displays total fuel quantity in pounds. B
changes to cyan, unboxed, and P changes to white and boxed
7. G (Gallons) - Pressing R1 again selects the G option and displays total fuel quantity on in
gallons. P changes to cyan, unboxed, and G changes to white and boxed (The mission
computer calculates fuel quantity remaining using 6.8 lbs/gal specific fuel density).

2.3.1 BINGO FUEL

Bingo fuel value can be set for a flight. The default value is 600 pounds. To reset bingo fuel to a
different value than the default, access the SETUP sub-page (Figure 2.3-1) at L3 on the SYS
page. Bingo fuel value is displayed at R6 on the SETUP sub-page. Enter the desired bingo fuel
value into the DFD scratchpad using the KBU. Press the R6 key on the MFD and the value is
displayed at R6. The fuel value may be any integer between 209 and 2000. A numerical value
entered into the scratchpad followed by the letter G causes the entered value to be considered
gallons. The mission computer multiplies the value entered with the letter G by 6.8 and the resulting
value is displayed as pounds. Bingo fuel is always displayed as pounds on the SYS page. When
the aircraft fuel level has decreased below the default value or crew-programmed value, a BINGO

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FUEL advisory is displayed on the MFD. Pressing the WCA ALERT PBA will extinguish the
advisory but the advisory will remain active on the WCA Summary page.

2.3.2 FUEL QUANTITY SIGNAL CONDITIONER INDICATIONS

If the fuel quantity signal conditioner detects faults within the fuel conditioner, the fuel quantity
gauging system based on the sum of the fuel in the forward and aft cells, or failure of one of the
two fuel probes, BINGO FUEL alert will not available. Manual fuel burn calculations should be
used to estimate fuel remaining.

Figure 2.3-1. Systems SETUP Subpage

2.4 FLIGHT DISPLAYS

The flight display presents horizontal and vertical helicopter situation information to aid the
crewmembers in maintaining safe and coordinated flight under visual and instrument
meteorological conditions. Flight displays are available on the MFDs by pressing the FLT key.
The DFD can also display flight information. The Flight Page options are Vertical Situation
Indication (VSI) mode, Horizontal- Vertical Situation Mode (H-VSI), and Hover Mode. The
crewmember toggles between VSI and H-VSI mode via the FLT Bezel button on the bottom of
the MFD when the FLT page is displayed. Hover Mode is selected via Hover (L-1) on the FLT
MFD or the Pilot’s collective head.

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Pilot Collective or
L1 on FLT Page

Figure 2.4-1. FLT Page Selection

2.4.1 SUPPORTING AVIONICS

Data sources and avionics used to support the flight subsystem include the MC, MFDs, DFDs,
VOR, ADS, Standby ADC, EGI, Radar Altimeter, and Standby Attitude Sensor.

2.4.1.1 Standby Air Data Computer

The SADC converts measured static and pitot air pressure analog signals into digital signals. It
also converts the airspeed signal to indicated airspeed for straight and level flight. In normal
operations, the SADC provides Airspeed and barometric altitude for the MFD, as well as
Airspeed, Barometric Altitude and Instantaneous Vertical Speed Indication on the DFD as well
as barometric altitude input into the LN-251 EGI to dampen vertical velocities. If the SADC
should fail, the system will display a STBY ADC FAIL message. The Air Data System will the
provide airspeed and barometric altitude displayed on the MFD and there will be no Airspeed,
Barometric Altitude or Instantaneous Vertical Speed Indication on the DFD. Additionally, the
loss of vertical dampening to the EGI will result in the barometric altitude only changing in 50-
foot increments.
The 28 Vdc essential bus powers the SADC and circuit protection is provided by the SADC
circuit breaker on the Pilot’s DC Circuit Breaker panel.

2.4.1.2 Pitot-Static System

The pitot-static system provides dynamic and static air pressure for the standby air data computer.

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2.4.1.3 Air Data System

The AH-1F/S ADS system is retained. ADS processor data is provided directly to the MC and
used for ballistic solutions for weapon delivery. Should the standby air data computer (SADC)
fail, the ADS will also provide the airspeed and barometric altitude displayed on the MFD. The
ADS processer provides a Go/No Go signal that is routed through the DCU and will display an
ADS FAIL Caution message when the DCS receives a NO GO signal from the ADS.

2.4.1.4 Radar Altimeter

The AH-1F/S AN/APN-209 Radar Altimeter is retained. In addition, altitude information is routed
to through the DCUs to the MC for display on the flight page. R4 (RALT) sets the low altitude
warning threshold. The selected warning height is illuminated in white and boxed. To change the
warning threshold, enter the altitude into the DFD scratchpad using the keyboard and press R4.

2.4.1.5 LN-251 Embedded Global Positioning System/Inertial Navigation System (EGI)

The EGI provides primary aircraft attitude signals, heading signal, and turn-and-slip signal for the
Flight page vertical situation indicator (VSI), and EGI navigation signals for the Flight page
horizontal situation indicator (HSI). The signals are routed through the MC. Detailed information
about EGI is contained in Chapter 3, Navigation/Map System section of this chapter.
NOTE
In the event of a total EGI failure, the ADI will disappear from the MFD FLT page. In
this event, a modified ADI will be displayed on the DFD FLT page with sensor inputs
from the standby attitude sensor.

2.4.1.5.1 Navigation Mode

The EGI is selected as the active navigation system by pressing R6 (navigation mode select) on
the Flight page until the legend EGI is illuminated in white and boxed. Other indications shown at
the R6 bezel key are VOR and ILS. If the EGI is the active navigation system, the single pointer
with the pointed tail on the HSI is active and will point to the next waypoint and the course
deviation indicator (CDI) on the HSI will slave to the EGI. Course selection is not adjustable using
the R5 (CRS) bezel key when EGI is the selected navigation mode. The indicated course at R5 is
the course to the next waypoint and is displayed in cyan to indicate it is not adjustable when EGI
is the navigation mode. EGI is the default selection for Navigation.

2.4.1.6 AN/ARN-123 VOR

The AH-1F VOR/ILS is retained. The VOR/ILS transmitter-receiver provides navigation signals
for the MC to process and display on the Flight Page HSI. Because the ARN-123 requires a heading
reference signal, the ASN-43 Gyrocompass system is also retained.

2.4.1.6.1 Navigation Mode

The two-lined pointer on the HSI points to the selected VOR station. The VOR/ILS system is
selected as the active navigation system by pressing R6 (navigation mode select) on the Flight

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page until the legend VOR or ILS is illuminated in white and boxed. When the VOR or ILS system
is the active navigation system, the CDI on the HSI will slave to the VOR/ILS system. CDI
deflection will indicate a 1-dot deflection when 5 degrees off the selected course and a 2-dot
deflection when 10 degrees off the selected course. Course selection is made using the R5 (CRS)
bezel key. The selected course is illuminated in white and boxed to indicate that it is adjustable.
To change the course, enter the new course into the DFD scratchpad using the keyboard and press
R6.

2.4.1.7 Standby Attitude Sensor

The SAS provides pitch and roll data directly to the DFDs through an ARINC-429 connection.
The SAS acts as a backup sensor if the EGI or mission computer fail. The SAS is powered by the
28 Vdc essential bus. Circuit protection is provided by the VRS PWR circuit breaker on the Pilot’s
DC Circuit Breaker panel.

2.4.1.8 Magnetic Compass

The AH-1F magnetic compass is retained and acts as a backup for navigation should the EGI fail.

2.4.2 MFD FLIGHT (FLT) PAGE

The Flight page has three modes, Horizontal-Vertical Situation Indicator (H-VSI), Vertical
Situation Indicator (VSI), and Hover. The power-up default mode is H-VSI.

2.4.2.1 Flight Top Page in VSI Mode

Crewmembers can choose the display setup for their individual crew stations. Each crewmember
has the option of displaying in either mode (VSI or H-VSI) and selecting VOR, ILS or EGI
navigation mode. Crewmembers toggle between VSI or H-VSI mode by pressing the FLT bezel
on the bottom of the MFD.
Flight page systems setup affects the system displayed and used at both crew stations. When either
crewmember makes a change to radar altimeter low warning altitude, or barometric altimeter
setting, or adjusts either timer setup, it affects the system for the Flight display in both crew
stations. In the case of multiple inputs from both crewmembers, the last instruction input is the one
used by the system.
The Flight top page includes graphical representations of instruments required for flight. In the
VSI mode (Figure 2.4-3, Figure 2.4-4), the following graphics are displayed.

2.4.2.1.1 Heading Scale

The heading scale is presented at the top of the display, with current heading digitally indicated
at the top center of the display in a box with a pointed bottom. The heading scale indicates 95
degrees of heading reference and is marked in 5-degree increments and 10-degree indices. The
30-degree indices are labeled with two digits (e.g., 09,12, 15, 18). The selected heading reference
mode, T or M (True or Magnetic) is displayed in black font below the heading value. The

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heading reference mode is selected through the Navigation Setup page (refer to the
Navigation/Map section in Chapter 3).

2.4.2.1.2 Heading Scale Pointers

Distinctive pointers are presented below the heading scale to indicate TSS, EGI or VOR bearing.
A solid white triangle indicates TSS bearing. A single-tail white arrow presents EGI bearing to the
next waypoint. A split tail cyan arrow indicates VOR bearing to the selected station. When a
pointer reaches a lateral limit of the scale it will rotate 90 degrees and point in the direction closest
to the selected station or waypoint to indicate the bearing is beyond the limits of the heading scale
presentation.

2.4.2.1.3 Torque

Engine torque is presented at the top left portion of the display. The indicator is labeled with a “Q”
at the bottom. As torque increases, the bar grows vertically and changes color as they pass the
white horizontal lines that mark torque limits. The digital display numerals will always be white
but the box outline and the bar color correspond with the bar color and Torque limits in Chapter
5. In the event of an invalid Torque parameter, the numerals will display three dashes and the bar
will move to the bottom of the scale.

2.4.2.1.4 Turbine Gas Temperature

TGT is presented at the top left portion of the display. The indicator is labeled with “TGT” at the
bottom. As TGT increases, the bar grows vertically and the changes color as it passes the white
horizontal bars that mark TGT limits. The digital display numerals will always be white but the
box outline and the bar color correspond with the bar color and TGT limits in Chapter 5. The TGT
digital box will display dashes if the TGT is invalid.

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Figure 2.4-3. Flight Page in Vertical Situation Indicator Mode

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Number Description Number Description

1 Turbine Gas Temperature (TGT) 19 Radar Altimeter Tape
2 Gas Producer Tachometer (N1) 20 Low Radar Altimeter Warning Marker
3 Torque (Q) 21 Radar Altitude Readout
4 30‐degree Indices 22 Barometric Pressure Setting
5 Heading Source Magnetic (M) or True (T) 23 Aircraft Datum Reference
6 Current Heading with Digital Readout 24 Turn and Slip Indicator
7 Sensor Bearing Pointer 25 Turn Rate Indicator
8 10‐Degree Indices 26 Pitch Ladders Below Horizon
9 EGI Bearing Pointer 27 ADI Lateral Align Markers
10 Engine Tachometer (N2) 28 Wind Speed and Direction
11 Rotor Tachometer (Nr) 29 Ground Speed
12 Not Used 30 Indicated/Calibrated Airspeed
13 Bank Angle Indices 31 VOR Pointer
14 Pitch Ladders Above Horizon 32 Marker Beacon
15 Barometric Altimeter Tape 33 ILS Gide Slope Deviation Indicator
16 Barometric Altimeter Readout 34 VOR/ILS Lateral Deviation Indicator
17 Instantaneous Vertical Velocity Indicator Zero Mark 35 ILS Gide Slope Deviation Indicator
18 Instantaneous Vertical Velocity Pointer 36 VOR/ILS Lateral Deviation Indicator

Figure 2.4-4. Flight Page in Vertical Situation Indicator Mode

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2.4.2.1.5 Rotor Speed Indicator

Rotor speed (NR) is presented at the top right portion of the display. The curvilinear display
presents color-coded operating limits in a 120-degree arc. A pointer that travels along the arc
provides the current Nr indication. The pointer will change color based on the operating limits.
The digital value is boxed, and labeled with NR. The pointer and digit box will display red when
NR indication is above the maximum limit. The rotor speed display represents 20 to 120 percent
RPM. The digital display numerals will always be white.

2.4.2.1.6 Attitude Direction Indicator

The ADI presents aircraft pitch and roll information to the aircrew. It is in the center of the VSI
display. The Aircraft Datum Reference is represented by a flat W-type symbol with outwardly
extended horizontal lines. A total of 40 degrees of pitch is presented, incremented and labeled in
10-degree increments. Vertical lines connected at right angles onto the pitch increments measure
5 degrees of pitch. The vertical lines are oriented to point to 0 degrees of pitch. A bank angle
indicator references up to ±90 degrees. Tick marks are placed at 10, 20 and 30 degrees. Inverted
triangles are placed at 0, 45, 60, and 90 degrees. The area above the horizon reference is blue and
below the horizon reference is orange. The ADI retains its relative shape as the aircraft banks
utilizing the AOB indicator and pitch ladder references for bank angle.

2.4.2.1.7 ADI Lateral Alignment Markers

Four vertically oriented diagonal lines are presented on the ADI and show convergence at the
horizon for linear perspective to aid horizontal situational awareness. When the outer diagonal
lines are aligned with the horizon line the helicopter is in a standard rate turn angle of bank. The
same angle is accommodated when the inner lines are aligned with the center of the trim indicator.

2.4.2.1.8 Turn and Slip Indicator

The turn and slip indicator is located below the ADI. The ball position indicates when the
helicopter is in coordinated or uncoordinated flight during turns and straight-and- level flight. If
the helicopter is yawing or slipping, the ball will displace from center. The ball can be displaced
outside the brackets up to 1-1/2 times the diameter of the ball to indicate an uncoordinated turn.
A moving block below three stationary blocks indicates turn rate. The center block indicates no
turn. The outer blocks indicate a standard rate turn either left or right. The moving block will
deflect 50 percent beyond the outer blocks to indicate an unacceptable IFR turn rate.

2.4.2.1.9 Airspeed Indicator

The airspeed indicator is located on the left side of the ADI. Indicated airspeed is displayed in a
white box that points to the right to indicate the position on the airspeed scale. The scale is
vertically oriented, indexed in 5-knot intervals and labeled at 10- knot intervals. The scale
reflects 25 knots above and below the current airspeed. The current airspeed readout has a box
above and below the single units to indicate the next knot value above or below the current
indication. When the airspeed is equal to or greater than Vne the airspeed tape scale, current
airspeed readout box and next knot value box will display in red. The SADC is the primary

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source for airspeed on the MFD and DFD. Should the SADC fail, the ADS will provide airspeed
for the MFD.

2.4.2.1.10 Ground Speed Indicator

Ground speed is displayed in the lower left side of the display, below the airspeed indicator and is
prefaced with the letter G. The characters are displayed in white. Ground speed is computed by
the EGI and has a range of 0 to 999 knots.

2.4.2.1.11 Wind Speed and Direction Indicator

Wind speed and direction is provided by the ADS and displayed on the lower left side of the
display below the ground speed indicator. The wind indicator consists of a numeric wind speed
value displayed at the end of an arrowhead indicating wind direction. The arrow indicates the
direction of the wind relative to the nose of the aircraft with the nose pointing up. The wind speed
and direction indicator are white and will not be displayed when the ADS fails or is not installed.

2.4.2.1.12 Instantaneous Vertical Speed Indicator

The IVSI/RALT indicator displays helicopter vertical velocity and height above ground. The
indicator is located right of the ADI, centered vertically on the display. Vertical speed is indicated
by a solid white triangular pointer, left of the vertical ladder, that travels linearly along the ladder
to indicate vertical velocity in ascent and descent. The ladder is scaled in 500-foot per minute
increments to ± 2000 feet per minute. The center increment has a caret (>) with the open end
toward the ADI.
NOTE
The IVSI scale is limited to ± 2000 fpm. Rate of climb or rate of
descent may exceed IFSI scale limits, especially during an autorotation.

2.4.2.1.13 Radar Altitude Indicator

Radar altitude is indicated on the same ladder as the IVSI but the increments reflect 25 feet for
radar altitude for a full scale of 200 feet. The first 25-foot increment is sub- incremented in 5-foot
increments. A vertical tape rises in the center of the scale to indicate altitude and extinguishes
when altitude is above 200 feet AGL.
Digital radar altitude display is boxed and located at the bottom center of the IVSI ladder. It
displays altitude up to 1,500 feet AGL; at altitudes higher than 1,500 feet AGL the display will go
blank. In the 0 to 20-foot range, digits are incremented in 1-foot intervals; in the 20 to 50-foot
range, digits are incremented in 5-foot intervals; and above 50 feet, digits are incremented in 10-
foot intervals. Invalid parameters in the radar altimeter system will cause the digital display to
show 4 dashes and the scale to extinguish.
The low altitude warning marker is a red triangle on the right side of the scale. The digital display
and vertical scale will turn yellow and double in width when the aircraft descends below the radar
altimeter setting and an aural message “To Low, Radar Altimeter to Low: will play in the ICS.
R4, labeled RALT, indicates the radar altimeter low warning setting selected by the crew. The

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altitude setting may be adjusted utilizing standard data entry using the KBU. Entry of up to a four-
place numeric value (e.g., 1500) in the KBU scratch pad then pressing R4 also updates the radar
altitude setting. Changes at one crew station affect all aircraft radar altimeters (MFD and DFD).
Default value for low altitude warning is the last set value. The AN/APN-209 LO/HI settings do
not affect the MFD or DFD radar altimeter performance.

2.4.2.1.14 Barometric Altimeter

Barometric altitude is presented by a boxed digital display located above the IVSI/RALT. The
display is updated in 10-foot increments. A current altitude box is superimposed over the center
and at the right edge of a moving scale box, indicating 200 feet above and below current altitude.
The scale is incremented at 50-foot intervals; 100-foot increments are labeled and 50- foot
increments are indicated by a dash. The labels do not reflect 1000-foot intervals. A dedicated knob
on the lower right corner of the DFD is used to adjust the altimeter setting. The setting is displayed
below the radar altimeter digital readout. The last set value is retained for the next power cycle.
CAUTION

ALTIMETER SETTINGS LESS THAN OR EQUAL TO 28.10 OR GREATER THAN

OR EQUAL TO 31.00 MAY RESULT IN ERRONEOUS ALTITUDE DISPLAY

2.4.2.1.15 Warning System Indicator

Supplemental indication of the highest priority active warning or caution condition from the WCA
system is provided by a black banner displayed on the orange field below the horizon line of the
ADI. The warning or caution legend is displayed for as long as the condition exists, or until the
crewmember presses the WCA ALERT PBA to acknowledge the Warning or Caution alert and
then presses the WCA ALERT PBA a second time to clear the alert banner. The alert indication is
removed from the flight display, unless/until another alert occurs. Warning alerts are displayed in
red and Caution alerts are displayed in yellow.

2.4.2.2 Bezel Key Descriptions

Bezel key labels in cyan indicate the system is available but not selected or active. A white box
and legend indicate active systems. Labels that are slashed indicate the system or function activated
by the bezel key is not available.

2.4.2.2.1 L1 (HOVER)

Pressing L1 displays the Hover Mode Flight Page (see Figure 2.4-7) if velocity conditions are
met.

2.4.2.2.2 L4 (CDI)

Pressing L4 cycles through EGI Course Deviation Indicator sensitivity. The selections are only
available when EGI is selected as the navigation sensor at R6. When VOR or ILS are selected at

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R6, L4 is slashed to indicate it is not available. When EGI is selected at R6, L4 becomes unslashed
(available). Available selections are as follows. The distances listed are the cross-track error of
the aircraft from the line between the EGI FROM and TO waypoints.
 E – Enroute (each dot = 2.5 NM)
 T – Terminal (each dot = 1.0 NM)
 A – Approach (each dot = 0.15NM)

2.4.2.2.3 R2 (TMR1)

Timer 1 may operate in either countdown or count- up mode. R2 functions in a four-press cycle:
activate, start, stop, and reset/return to label. First press of the bezel key activates the timer and the
label will be replaced with 00:00:00 to indicate that the timer is active. The format indicates hours,
minutes, and seconds. Second press, with no data in the KBU scratch pad, will start the timer in
time count-up mode. If a numeric value up to six digits is entered in the KBU scratch pad prior to
the second press, the timer will be set up as a countdown timer (e.g., 1000 sets timer to count down
from 00:10:00, 10 sets timer to count down from 00:00:10). Entered values other than 1-995959
will cause an INVALID ENTRY CIM to display. The second press starts the timer in countdown
mode. An advisory tone will sound when the countdown timer reaches 00:00:00. The third press
stops the timer. The fourth press resets the timer to 00:00:00 and simultaneously returns the label
to TMR1. Maximum countdown timer value is 99:59:59. Timers 1 and 2 work independently of
each other, and both display in both crew stations. Timer 1 time is also displayed in the third line
of the status field on the inboard MFDs and in the lower right corner of the HMSD.

2.4.2.2.4 R3 (TMR2)

Timer 2 works like Timer 1. Timer 2 is displayed only at R3 on the Flight pages.

2.4.2.2.5 R4 (RALT)

The label at R4 indicates the radar altimeter low alert setting selected by the crew. The setting is
adjusted utilizing standard data entry using the KBU. When R4 is pressed the data in the KBU
scratch pad will be transferred to the RALT window. Entry of up to a three-place numeric value
(e.g., 100) in the KBU scratch pad, then pressing R4, updates the low altitude warning setting. If
no data is present in the scratchpad, pressing R4 retains the current value. Low altitude alert value
range is 0 to 400 feet. Changes at one crewstation affect all aircraft radar altimeter displays (MFD
and DFD). Default value is that last set. When the radar altimeter reports an altitude below that set
at R4, an aural alert will sound saying “Too Low, Radar Altimeter too Low”. The aural alert will
automatically silence after repeating twice. When the radar altitude goes above the value set at R4
plus 10 feet the low altitude alert is reset. If the radar altitude again drops below the low altitude
alert setting, the aural alert will sound again.

2.4.2.2.6 R5 (CRS)

The label at R5 includes a digital presentation of the selected course in a box. If the VOR or ILS
modes are active, the course is white and boxed to indicate it is adjustable. If the EGI mode is

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active, the displayed course is the CRS data of the TO waypoint on the Flight Plan and CRS is
labeled in cyan to indicate it is not adjustable. Course value is changed by entering the desired
course, in 3 digits (000 and 360 may be used interchangeably), in the DFD scratchpad using the
keyboard and then pressing R5. When EGI is the selected course and a course change is entered
by the crewmember during an EGI align process, a NAV ALIGN IN PROGRESS CIM will be
displayed at R5 until the course alignment is complete.

2.4.2.2.7 R6 (EGI/VOR/ILS)

R6 is the navigation sensor selection. Pressing R6 selects the navigation aid for current navigation
solutions and presentation on the HSI. Pressing R6 rotates the selection between EGI, VOR or
ILS. The data windows at R6 present navigation data relative to the selected navigation system
and consist of three centered lines of data. The top line indicates which navigation system is
presented (EGI, VOR or ILS). If VOR or ILS is selected, the second and third lines are blank. If
EGI is selected, the second line is EGI waypoint and the third line indicates the distance down to
tenths. If reliable distance data is not available, three dashes are presented on the distance line.
The default setting is EGI.

2.4.2.3 Flight Top Page in H-VSI Mode

The split screen H-VSI mode presents the VSI data as well as horizontal situation data. Figure
2.4-6 illustrates the appearance of the Flight page in H-VSI mode. The HSI is displayed on the
right side of the display. Two horizontal indications are available. The first is used for navigation
using internal and external navigation aids and is discussed below.

2.4.2.3.1 Horizontal Situation Indicator

A rotating compass rose, incremented in 5 degrees, is the base for the HSI. The rose is labeled with
two-digit labels at 30-degree increments. Cardinal headings are labeled with alpha characters (N,
S, E, W) and all others are labeled with 2 digits (03, 06, 12, 15, etc.). A vertical index (lubber line)
located at the top of the rose indicates current heading. A vertical index also is located at the bottom
of the rose. In addition, indices are presented at 45-,135- , 225- and 315-degree bearing references.
Indices mask heading labels.
The rose has three internal indicators (bearing pointers number 1 and 2, and the commanded course
pointer with associated deviation bar). The VOR indicator is a split needle with a pointed tail. The
EGI indicator is a solid needle with a pointed head. The course deviation indicator (CDI) is
segmented with the center one-half segment deflectable to indicate course deviation.
1. Bearing pointer number 1 (solid- line pointer) indicates bearing of the EGI TO waypoint.
Bearing pointer number 1 is color coded cyan.
2. Bearing pointer number 2 (double - line pointer) indicates VOR bearing to station,
regardless of the steering mode selected. If VOR is not available, needle number 2 will
park relative to the compass rose at the 3 to 9 o’clock position. Bearing pointer number 2
is color coded cyan.

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3. The Commanded Course pointer with associated deviation bar is driven as mode
dependent. The commanded course pointer is color-coded white.
a. Pointing
i. VOR or ILS modes - points toward the CRS entered at R5.
ii. EGI mode - automatically points toward the course between the FROM
waypoint and the TO waypoint.
b. The deviation bar is driven by:
i. VOR mode - deviation from commanded course as set at R5 (CRS).
ii. ILS mode - deviation from ILS course.
iii. EGI mode - deviation from the leg on the flight plan as defined by the LAST
and TO waypoints.
c. Deviation bar magnitude. The distance from centerline to the first deviation dot
and between dots for the deviation bar varies by mode as shown below.
i. VOR mode - each dot represents 5 degrees
ii. ILS mode - each dot represents 0.0775 Difference in Depth of Modulation
(DDM)
iii. EGI mode - varies based on the selection at L4. See paragraph 2.4.2.2.2.

2.4.2.3.2 Bezel Key Description

Bezel keys in the split screen H-VSI mode are the same as those in the VSI mode.

2.4.2.3.3 Warning System Indicator

The warning indication legends operate the same on the H-VSI split screen mode as on the VSI
mode. The location changes to the left and below the center of the VSI when displayed in the H-
VSI mode.

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Number Description
1 Compass Rose
2 Bearing Pointer #2 (VOR)
3 Thirty Degree Labels
4 Bearing Pointer #1(EGI)
5 Course Indicator
6 Course Deviation Indicator (CDI)
7 To or From Indicator
8 EGI CDI Sensitivity E/T/A (L5)
9 45 Degree Marker
10 Course Deviation Indicator Markings (white dots)

Figure 2.4-6. Flight Page in Horizontal-Vertical Situation Indication Mode

2.4.2.4 Degraded MFD Modes

Degraded information sources will adversely affect MFD flight displays. Failures in essential
systems will cause the affected display to be altered.
If the SADC fails, the Air Data System will the provide airspeed and barometric altitude displayed
on the MFD, however the loss of vertical dampening to the EGI will result in the barometric
altitude only changing in 50-foot increments.
EGI failures can affect navigation system accuracies, but will not result in any change in the
operation of the VSI or H-VSI. Loss of EGI signal will result in loss of the Heading Tape and

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Compass Rose. EGI failures or degradations are reported in the advisory data fields described in
the WCA section.
Radar altimeter failures will cause the RADALT scale to be blanked, and to display four dashes in
the digital readout box.

2.4.2.5 Hover Page

The Hover Page (Figure 2.4-7) is a split screen similar to the H-VSI mode where VSI data and a
hover aid graphic are presented. The Hover page can be selected from either the VSI or H-VSI
FLT page by either crewmember by pressing the L1 HOVER bezel provided the aircraft ground
speed is less than 35 knots. If the aircraft groundspeed is greater than 35 knots, the HOVER is
slashed and not available for selection. The H-VSI page will be displayed if L1 is deselected or
the aircraft ground speed exceeds 40 knots.
The Pilot can also select the Hover Page by pressing the Hover button on the Pilot’s collective
head. Table 2.4-1 portrays the operation of the Pilot’s Hover button based on aircraft and IAS
status.
When the hover mode is initiated, a box is placed at the ownship symbol at the center of the
concentric rings on the right half of the screen. As the aircraft drifts from its original position, the
box will displace from the ownship symbol according to the ring scales. If drift exceeds the
maximum amount (18m), the box will stay "pinned" to the outer ring. The direction of the box
from the ownship symbol depicts the direction to the original aircraft position relative to the nose
of the aircraft.

Table 2.4-1. Pilot Hover Button

ACFT / IAS Conditions at Hover Button Resulting Action

Press
FLT page is not displayed on either MFD Right MFD will display the FLT page (non-
Hover mode)
FLT page displayed on either MFD; and FLT page will update to Hover mode with
Hover location set to current position
FLT page is not in Hover mode; and
Ground speed is less than 35 knots
FLT page displayed on either MFD; and No resulting action
FLT page is not in Hover mode; and
Ground speed is greater than 35 knots
FLT page displayed on either MFD; and FLT page will re-designate Hover location to
current position
FLT page is already in Hover Mode

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Number Description
1 Acceleration Cue
2 Velocity Vector
3 Aircraft Position
4 Hover Position
5 30 Degree Increment Mark
6 10 Knots/ 6 Meter Radius
7 20 Knots/ 12 Meter Radius
8 30 Knots/ 18 Meter Radius

Figure 2.4-7. Hover Page

2.4.3 DFD DISPLAYS

The DFD may be used as an alternate source of primary flight data and as reversionary/backup
flight information in the event of primary system degradation. Figure 2.4-8 shows the DFD flight
display in the manually selected mode. The display is selectable using a dedicated key (FLT) on
the KBU and will be automatically displayed during degraded flight data modes (reversionary
mode). The DFDs automatically revert to the Flight page mode when the mission computer fails
or whenever primary heading, attitude, or airspeed data is invalid.

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CONSIDERATION SHOULD BE GIVEN TO FLIGHT CONDITIONS PRIOR TO

CYCLING THE MC CIRCUIT BREAKER AS MFDS WILL BE BLANK 2 TO 3
MINUTES WHILE THE MC REBOOTS.

NOTE

IN THE EVENT THAT DFD DISPLAY SELECT KEYS, DFD BEZEL SELECT
KEYS, OR KBU KEYS FAIL TO OPERATE, CYCLE THE MC CIRCUIT
BREAKER.

DURING REVERSIONARY DFD FLT DISPLAY, NO OTHER DFD PAGES

WILL BE AVAILABLE.

Number Description
14 Torque
15 Digital Heading
16 Heading 15-degree Marker
17 Radar Altitude
18 Rotor RPM

Figure 2.4-8. DFD Flight Page

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2.4.3.1 DFD Display Description

The DFD Flight display includes the following graphical indicators. The DFD can also display
WPN status. See Chapter 4.

2.4.3.1.1 Attitude Indicator

The attitude indicator is the central indicator of the display. The indicator background is split with
the area representing above the horizon in blue, below the horizon brown to provide texturing and
sky/earth reference. It displays 40 degrees segmented in 5-degree increments and ±60 degrees of
roll incremented at 10, 20, 30, 45, and 60 degrees. Pitch segments are labeled at 10-degree
intervals; 5-degree intervals are 50 percent length of the 10- degree interval. The horizon line is as
long as the 10-degree interval lines and bolder. The center 25 percent of the horizon line is open.
The roll pointer is an upward-oriented triangle. The center or zero angle of bank index is a
downward-oriented triangle. The 10-, 20- , 30- , and 60-degree roll indices are displayed with the
30- and 60- indices twice as thick. The 45-degree index is a downward- oriented, white triangle.

2.4.3.1.2 Airspeed Indicator

The airspeed indicator is located on the left side of the display. Current airspeed is displayed in a
white box that points to the right to indicate the position on the vertical scale. The current airspeed
readout has a box above and below the single digit to indicate the next knot above and below the
current indication. The vertical scale is oriented vertically, indexed in 5-knot intervals and labeled
at 10-knot intervals. The scale reflects 25 knots above and below the current indicated airspeed.

2.4.3.1.3 Barometric Altimeter

The barometric altitude indicator is located on the right side of the display. Current altitude is
displayed in a white box. The scale is oriented vertically, indexed in 50-foot intervals and labeled
at 100-foot intervals. The scale reflects 200 feet above and below the current indicated altitude in
hundreds of feet only.

2.4.3.1.4 Vertical Speed

The vertical speed indicator is a vertical scale adjacent to the barometric altimeter vertical scale.
The scale is incremented at 500-foot per minute intervals to ±2,000-feet per minute with major
indices at 1000-foot per minute intervals. The zero index is thicker than the 1000-foot per minute
index marks. The pointer is a triangle indicating the rate of vertical speed.

2.4.3.1.5 Digital Heading

Digital heading and heading scale are presented in the dedicated area at the top of the display.
Digital heading is boxed in a pointed-bottom symbol. The heading scale is 30 degrees wide,
incremented in 5 degrees. The 10- degree increments are taller than the 5-degree increments. The
30-degree increments are labeled in two-character digits (00, 03, 06, etc.).

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2.4.3.1.6 Barometric Altimeter Setting

The barometric altimeter setting is displayed in the lower right corner of the display above the
dedicated scratch pad line of the DFD. The display is in cyan.

2.4.3.1.7 Display of Torque, RPM, Heading, and Radar Altitude

The DFD displays digital readouts of torque, radar altitude, and rotor RPM at the top and across
the width of the display. The free format line is broken into three segments. Each segment’s color
characteristics are independent of the other message formats. The data are displayed with an alpha
character label centered under the numeric value. Labels are displayed in cyan. Transmission
torque (Q) is displayed at the left side of the line. Radar altitude (RA) is displayed to the right of
the heading scale and rotor RPM (NR) is displayed at the right of the line. This data will not be
displayed in the reversionary mode and the dedicated display area will remain black.

2.4.3.2 DFD Degraded Modes

When the mission computer fails, the DFD reverts to reversionary mode and becomes the primary
flight instrument. Degraded modes may have less information depending on system failures.
Minimum information displayed:
1. Attitude showing pitch and roll.
2. Airspeed scale and digital readout.
3. Barometric altitude scale and digital readout.
4. Vertical speed digital readout and scale.
5. Barometric altimeter setting digital readout.
The minimum data for display on the DFD Flight display (Figure 2.4-8) are provided from the
SADC and SAS through the ARINC 429 data bus, independent of the mission computer. The
DFD scratch pad area will not be available for data entry in reversionary mode when the mission
computer fails. When torque, radar altitude or rotor speed data are invalid, the appropriate segment
of the top free format area will be blank.

2.5 Electrical System

The AH-1F/S Upgrade Electrical system remains unchanged from the standard AH-1F/S with the
exception that a second battery is added to prevent the mission computer from dropping off line
during battery start.

2.5.1 BACK-UP BATTERY

One 24-volt, 25 ampere hour battery is installed in the battery compartment where the Directional
Gyro was previously located. The back-up battery is only used during a battery start. It isolates
and powers the mission computer, DCU1, pressure indicating system and MFD3 to prevent the

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mission computer (and therefore the SYS display) from dropping off line when the main battery
voltage drops below 20V. Once the start is complete and the battery switch placed to run and the
Standby Battery switch is moved to Charge, the Standby Battery begins recharging and the isolated
components are reconnected to the essential bus. A voltmeter mounted in the pilots’ right-hand
console to allow the pilot to check the charge status of both the primary and back up battery before
flight.

2.5.2 ELECTRICAL INDICATIONS

2.5.2.1 DC Voltmeter

DC Voltage is displayed on the lower left of the SYS page, beneath the Transmission Oil
Temperature.

Figure 2.5-1. DC Voltmeter

2.5.2.2 DC Ammeter

DC Amperage is displayed on the lower center of the SYS page, beneath the Transmission Oil
Pressure.

> 300 Red

Figure 2.5-2. DC Ammeter

When WOG=GND, after engine start, the SYS page will initially display ammeter as a yellow
box with dashes. After 30 seconds, or when WOG=AIR, the ammeter will display normally.

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2.5.3 BUS LOADING

Hardware distribution among the various busses is shown in Figure 2.5-3. Retained existing
equipment is shaded in blue. Equipment added as part of the AH-1F/S Upgrade is highlighted in
green

Figure 2.5-3. Bus Loading

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2.5.4 DC CIRCUIT BREAKER PANEL

The DC circuit breaker remains mounted in the same location in the Pilot’s crew station. The AH-
1F/S Upgrade DC Circuit Breaker Panel is shown in Figure 2.5-4.

Figure 2.5-4. DC Circuit Breaker Panel

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2.5.5 AC CIRCUIT BREAKER PANEL

The AC circuit breaker remains mounted in the same location in the Pilot’s crew station. The AH-
1F/S Upgrade AC Circuit Breaker Panel is shown in Figure 2.5-5.

Figure 2.5-5. AC Circuit Breaker Panel

2.6 Interior Lights

Interior Lights Instrument lights are controlled by the ganged rheostat. The modified Pilot’s
Lighting Panel (Figure 2.6-1) contains rheostats for flood lights (FLOOD), push button
annunciators (PBA), console lights (CNSL) and instruments Lights (INSTR). The Gunner’s
Miscellaneous Control Panel contains three rheostats – one for flood lights (FLOOD), one for
instrument lights (INSTR) and one for both console lights and push button annunciators
(CNSL/PBA).

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Figure 2.6-1. Pilot’s Lighting Control Panel

Figure 2.6-2. Gunner’s Lighting Controls

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2.7 Push Button Annunciators

Table 2.7-1 lists the push button annunciators that replace various switches and panels in the AH-
1F. The PBAs are 0.75 inch with a 0.63-inch × 0.63-inch button area. PBAs are day visible
white/NVIS- Green A compatible lit legends to provide identification. PBA annunciators are
blank when system is in normal operation and NVIS-compatible illuminated when in
abnormal/nonroutine state. Color-coding of PBA annunciators reflect the importance of their
individual status when in the abnormal state. Critical states are NVIS red. Precautionary states are
NVIS yellow. Acceptable states are NVIS green.
Table 2.7-1. PBA Switches

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2.8 WARNING, CAUTION, AND ADVISORY SYSTEM

The WCA system provides alerts concerning the status of the aircraft and systems. These alerts
are categorized as Warnings, Cautions or Advisories and prioritized according to the consequences
if corrective actions are not taken by the aircrew.

2.8.1 SUPPORTING AVIONICS

Data sources and avionics used to support the WCA subsystem include aircraft system sensors,
the DCU’s, BIT entries recorded in the mission computer, and the MIL-STD-1553 bus.

2.8.1.1 Sensors

Many sensors from the AH-1F/s that drove Caution Segment Lights on the legacy aircraft are
reused by the WCA system.

2.8.1.2 DCUs

DCU 1 and 2 collect information from system sensors. The data is range-checked within the DCUs
for validity. Detected conditions and errors are then sent to the mission computer. The mission
computer uses the data to create displays of graphics and text for the MFDs. If a warning, caution
or advisory condition is detected the WCA ALERT PBA illuminates, and the mission computer
creates the appropriate WCA displays, monitors the condition and aircrew responses, and records
the event. Events recorded in the mission computers are held in non-volatile memory until the next
time an engine is started. WCA events are also recorded on the Removable Memory Module
(RMM) in the ADTS for downloading at the end of a flight.

2.8.1.3 Aural Alerts

In addition to the existing AH-1F low RPM audio warning signal, the AH-1F Upgrade has an
Aural Alert Warning System that provides audio alert to the pilot whenever a Warning or Caution
event occurs. The audio will alert at the same time as the WCA PBA illuminates. Pressing the
WCA PBA will extinguish the WCA PBA and silence the audio. In addition, the audio message
“Too Low, radar altimeter too low, radar altimeter too low” will play when the aircraft descends
below the radar altimeter low threshold as set on the MFD. The Low Radar Altitude will play and
stop without crew interaction and does not trigger the WCA PBA.

2.8.2 DISPLAYS

The pilot’s instrument panel contains dedicated Warning indications for TORQUE (Overtorque),
FIRE and RPM. In addition, the highest priority Warning is displayed in the ADI banner on the
Flight page. This will remain displayed until the issue is resolved or the operator acknowledges
the alert by pressing the WCA PBA when the PBA is not illuminated. The three most recent
Cautions and Advisories are displayed in the Caution Advisory field in the lower left portion of

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the left MFD in each crew station. The pilot acknowledges the issue by pressing the WCA PBA.
This extinguishes the flashing WCA PBA and audio alert for Warnings and Cautions. The oldest
Caution or Alert can be removed by pressing the WCA PBA a 2nd time. Pressing and holding the
WCA PBA for 3-5 seconds will clear all Cautions and Alerts from the MFD. All active alerts
are displayed on the WCA Summary Page and all alerts are displayed on the WCA Log Page.

2.8.3 WARNING ALERTS

A Warning Alert is a signal that indicates the existence of a hazard condition requiring immediate
action to prevent loss of life, equipment damage, or required mission abort. Warning Alerts require
the aircrew to take critical steps without reference to checklists or other aids. Actions are required
and may include a step to land immediately. Warning Alerts for TORQUE, FIRE and RPM are
displayed on dedicated annunciators on the Pilot’s Instrument Panel.
The most recent Warning Alert is displayed in red text on the lower portion of the VSI on all modes
of the Flight page and on the WCA top page. All Warning Alerts are augmented by the WCA
ALERT PBA on the instrument panel. The warning message is displayed on the FLT page for as
long as the warning condition exists or until the WCA ALERT PBA is pressed. Pressing the WCA
ALERT PBA while it is illuminated will extinguish the WCA ALERT PBA. A second press will
cause the warning message to extinguish.

2.8.3.1 Warning Conditions

There are eighteen (18) conditions assigned to the Warning category as shown in Table 2.8-1.

Table 2.8-1. Warnings

Pri Issue Cause
1 ROTOR NR RPM LOW Rotor RPM of 93-95 %
2 ENG N2 RPM LOW Engine RPM of 93-95 %
3 ENG OIL PRESS LO Engine oil pressure below operating minimum (25 psi)
4 ENG FUEL PUMP FAIL One or both sides of engine fuel pump producing low pressure
5 ROTOR NR RPM HIGH Rotor RPM of 102-104 %
6 TRANS OIL PRESS LO Transmission oil pressure is below minimum (30 psi)
Engine oil system is 3.8 quarts low. Engine oil will bypass the cooler
7 ENG OIL BYPASS
if Engine Oil Bypass switch is in Auto position.
8 TRANS OIL HOT Transmission oil temperatrure is at or above red line
9 TRANS OIL BYPASS Transmission oil bypassing oil cooler
10 ENG FIRE Sensing elements detect excessive heat in the engine compartment
11 ENG OVERTORQUE Illuminates at 100 +/- 0.5% torque. Extinguishes at 96 +/-%
12 FUEL FILTER Fuel filter is partially obstructed
13 ENG CHIP FAULT Metal particles in engine
14 TRANS CHIP FAULT Metal particles in transmission
15 42 DEG CHIP FAULT Metal particles in 42 degree gearbox
16 90 DEG CHIP FAULT Metal particles in 90 degree gearbox
17 RECT AND ALT FAIL Transformer Rectifier Unit and Alternator have failed
18 TORQUE > 8% MISMATCH N/A. Should not occur as only one DCU active at a time.

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2.8.3.2 Annunciators

A warning panel is located in the pilot’s glareshield, directly below the radio call sign placard.
The three annunciators are the same as for the AH-1F – TORQUE, FIRE and RPM.

2.8.4 CAUTION ALERTS

A Caution Alert is a signal that indicates the existence of a condition requiring immediate attention
but not necessarily immediate action. Non-routine action is required to prevent equipment damage
or subsequent compromise to safety. Actions are required to correct the caution condition and may
include a step to land as soon as possible. Caution and Advisory alerts are displayed in a dedicated
Caution Advisory (CA) field in the bottom left corner of the left MFDs (Figure 2.8-1), and on the
WCA top page. The three most current active Caution and Advisory Alerts are displayed in the
CA field. Caution Alerts are displayed in yellow and the number of active Caution Alerts is
indicated in the top line. Additional active Caution Alerts are indicated by a yellow, downward
pointing arrow and may be viewed on the WCA top page by pressing the WCA hard bezel key on
an MFD.
Caution Alerts are augmented by the WCA ALERT indicator on the instrument panel. Pressing
the WCA ALERT PBA will extinguish the WCA ALERT PBA. Pressing the WCA ALERT PBA
when it is not illuminated will remove the most recent (top line) Caution Alert in the CA field and
the next most recent Caution Alert will move up to the top line. Pressing and holding the WCA
PBA for 5 seconds will clear the Caution Advisory Field. There are twenty (20) Cautions as shown
in Table 2.8-2.

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Table 2.8-2. Cautions

Type SYSTEM WCA Legend Test Condition / Functional Description

C FUEL FWD FUEL BOOST LOW Fwd Fuel Boost pump pressure is low (below 5 psi).
C FUEL FUEL LOW Fuel Low condition from DCU
C FUEL AFT FUEL BOOST LOW Aft Fuel Boost pump pressure is low (below 5 psi).
C ELEC DC GEN FAIL DC Generator (failed or off)
Rectifier Fault; Rectifier failed or alternator not providing
C ELEC RECT FAIL
sufficient power)
Gov Emer; Governor Switch in emergency position [requires
C ENG GOV EMERGENCY
manual control of engine RPM]
C ELEC ALTERNATOR FAIL Alternator Failed; Alternator switch off or rotor rpm below 91%;
C HYDR HYD 1 PRESS LO HYD 1 Pressure low; System 1 hydraulic pressure is low
C HYDR HYD 2 PRESS LO HYD 2 Pressure low; System 2 hydraulic pressure is low
One or more of the following faults have occurred: BIT failed,
C IAS MC 1 FAIL “Heartbeat” msg failed, MFD 1 & 2 inop. HMD will remain
operational unless it caused the failure
C MGMT DCU 1 NOGO DCU 1 has failed BIT (or is off)
C MGMT DCU 2 NOGO DCU 2 has failed BIT (or is off)
C NAV ADS FAIL ADS has failed
C NAV EGI FAIL The Embedded GPS/INS System has failed.
C NAV STBY ATT SNSR FAIL The standby attitude sensor has failed.
C TSS TSS FAIL TSS has failed
C ARMT STA 1 FAIL The indicated weapons station has failed.
C ARMT STA 4 FAIL The indicated weapons station has failed.
Occurs when G Force <= +0.6 G, per FLT SRS & EGI VDM
C NAV LOW G
spreadsheet;
2 to 8% difference between DCU 1 and DCU 2 Torque
C ENG TORQUE 2-8% MISMATCH transducer values; There is a medium level of concern because
the two torque transducers are reporting differently.

2.8.5 ADVISORY ALERTS

An Advisory Alert is a signal that indicates a safe or normal configuration, condition of

performance, or indication of operation of essential equipment. In addition, the advisory category
is used to indicate non-normal conditions such as loss of redundancy or degradation within a
redundant system or non- normal condition for which there is no specific crew action. In the latter
case, the Advisory Alert is provided for overall situational awareness. Advisory Alerts are
displayed in the dedicated CA field in the bottom left corner of the left MFDs (Figure 2.8-1). The
three most current active Caution and Advisory Alerts are displayed in the CA field. Advisory
Alerts are displayed in white and the number of active Advisory Alerts is indicated in the second
line. Additional active Advisory Alerts are indicated by a white, downward pointing arrow and
may be viewed on the WCA top page. Pressing and holding the WCA PBA for 5 seconds will clear
the Caution Advisory Field.

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Figure 2.8-1. Caution Advisory Field and Aircraft State Indicator Field on Left MFD

2.8.5.1 Caution Advisory Field

Caution and Advisory Alerts are displayed for a minimum of three (3) seconds. When multiple
crew alerts occur in close temporal proximity, less than three seconds apart, they are prioritized as
they occur but are displayed at 3-second intervals. If a higher priority CA occurs within this time,
the initial CA will remain in the top field and then move down after the 3-second interval. If there
are more than three crew alerts to be posted, a color-coded downward pointing arrow is displayed
on the lower CA character row. The arrow is displayed directly below the active alert type field.
The arrow is yellow when the next crew alert to be displayed is a caution. The arrow is white when
the next crew alert to be displayed is an advisory.

2.8.6 WCA SUMMARY PAGE

The WCA Summary page works in conjunction with the Crew Alerting system. When the WCA
dedicated bezel key is pressed, the WCA Summary page is displayed (Figure 2.8-2). The WCA
Summary page consists of a tabular field on the left side of the display (WCA Summary Field),
and a graphic display field on the right side of the display area, a scroll/enter tool, and two function
keys, T1 and T3.

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2.8.6.1 WCA Summary Page Description

The WCA Summary page provides crewmembers or maintainers with a summary of the active
faults in the helicopter. The left portion of the WCA top page consists of a tabular field that is used
to display a summary of all active Warnings, Cautions, and Advisories within a white box. The
legend WCA SUMMARY PG XX OF XX is displayed in white in the row above the top of the
white box to indicate the current page, and the number of pages in the summary list. The legends,
W = XX, C = XX, and A = XX are displayed in the row below the white box. W = XX is in red,
C = XX is in yellow, and A = XX is in white. If no crew alerts are active in a category the character
zero (0) is displayed. Warnings, cautions, and advisories are displayed in priority order of
occurrence within each category. All active warning conditions are displayed on the top of the list,
all caution conditions are displayed next in their priority order and all active advisories are
displayed next in their priority order. When the WCA Summary page is accessed, a cursor (>) is
displayed in the first text column to the left of the applicable crew alert in the WCA Summary
Field. The default position is the top row when the top page is accessed. The cursor is moved, with
use of the scroll/enter tool. The cursor color is the same as crew alert to which it is pointing. The
significance of the cursor is that it indicates the crew alert for which a linked graphic display is
provided on the right side of the center area.

2.8.6.2 Graphical Displays on WCA Summary Page

When the WCA Summary page is accessed, the right side of the page contains a graphic display
related to the highest priority crew alert, or to the crew alert to which the cursor in the summary
list is pointing. The display consists of graphical representations of the instruments related to the
selected alert. They are intended to provide supplemental situational awareness of the nature of the
failed system. The user may use the scroll/enter tool to select any other crew alert for display of
the associated graphic indication. Graphical groupings include the instruments related to the
engine group as shown in Figure 2.8-2. Other groups that could be displayed are electrical and
transmission. Figure 2.8-3 shows all possible right side graphic displays. the cursor on the left
edge of the Summary List moves up and down one row at a time when the crewmember presses
L2 (up) or L4 (down). The graphic display will not change until after a 500 ms delay from the time
L2 or L4 is pressed. If the user selects a Crew Alert that has no associated graphic display, a CIM
reading NO GRAPHIC DISPLAY is displayed in the center portion of the Graphic Display Field.

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Figure 2.8-2. WCA Summary Page

Figure 2.8-3. WCA Summary Page Functional Groups

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2.8.6.3 Bezel Key Description

Labels in cyan indicate the system is available but not selected or active. A white box and legend
indicate active systems.

2.8.6.3.1 L1 (Page-up Tool)

2.8.6.3.2 L2 (Scroll-up Tool)

2.8.6.3.3 L4 (Scroll-down Tool)

2.8.6.3.4 L5 (Page-down Tool)

2.8.6.3.5 T1 (Data Frame)

Pressing T1 will access data frames from the Map system. Data frame functionality is described
in the Navigation Section of Chapter 3.

2.8.6.3.6 T3 (WCA LOG)

Pressing T3 will access the WCA Log sub-page. The WCA Log sub-page is described below.

2.8.7 WCA LOG SUB-PAGE

The WCA LOG page provides a temporal history of all crew alerts that have occurred since
electrical power has been applied to the helicopter. The alerts are organized in a list with the
Warnings at the top, Cautions just below, and Advisories at the bottom. If an individual alert has
occurred multiple times, only a single log entry is displayed along with a count field indicating the
number of occurrences. The time each alert began and its elapsed time are also displayed along
with exceedance value for those alerts associated with parametric exceedances.
The MC retains the WCA Log contents in non-volatile memory when electrical power is removed
from the aircraft. Normal alerts that occur during shutdown are added and display in cyan.
When an engine start procedure has been initiated, the MCs clear the old WCA log. Non-active
alerts are cleared from the WCA Log at the same time. Alerts that occur between engine shutdown
and subsequent engine start are not stored in non-volatile memory.
An example of the WCA LOG page is shown in Figure 2.8-4. The legend PG XX/XX is displayed
above the table header row described below. The WCA LOG data display contains five (5) data
fields. The headers for these fields are WCA, TIME ON, ELAPSED, EXCEED, and CNT.
Supplemental concerning the alert, if available, is displayed on the line below the alert in
parentheses. If there is no supplemental information, the line below an alert will be blank. If there
are multiple occurrences of an alert, the most recent occurrence is shown. The data fields in the
list are:

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1. The first character is W, C, or A depending upon the category of crew alert in that row.
2. The next data column contains the applicable crew alert legend. The first crew alert
displayed in this field occupies the top row.
3. The next data field, TIME ON is the system time when the applicable Crew Alert occurred.
Time is displayed in hours, minutes, seconds. The display format is HH:MM:SS. The
system time is the most recent TIME ON for the applicable crew alert.
4. The next data field, ELAPSED is the total elapsed time that the applicable Crew Alert had
been active.
5. Elapsed time is displayed in hours, minutes, seconds. The display format is HH:MM:SS.
The total elapsed time is the most recent total elapsed time for the applicable crew alert. If
the applicable Crew Alert is currently active, this field is blank.
6. The next data field, EXCEED is the most extreme magnitude of the parameter that had
caused the Crew Alert. If the Crew Alert has no applicable parameter that elicits it, this
field will contain a dash in each character column.
The last data field, CNT indicates the number of occurrences of the applicable crew alert.
This field will increment when the crew alert occurs. If the value for CNT exceeds 999, this
field will display +++.

Figure 2.8-4. WCA Log Sub-page

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If the applicable Crew Alert is a Warning, all the characters in that row are red. If the Crew Alert
is a Caution, all the characters in that row are yellow. If the Crew Alert is an Advisory, all the
characters in that row are white.
After shutdown, the WCA Log will display all of the flight’s WCAs in cyan until the next engine
start takes place. At the next engine start, all previous WCAs are erased.

2.8.7.1 Bezel Key Description

Bezel keys used with the WCA LOG sub-page are described below.

2.8.7.1.1 L1 (Page-up Tool)

2.8.7.1.2 L2 (Scroll-up Tool)

2.8.7.1.3 L4 (Scroll-down Tool)

2.8.7.1.4 L5 (Page-down Tool)

2.8.7.1.5 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.

2.8.7.2 Degraded Modes

Failures in systems that provide input to the graphical displays will result in the degradation of that
display. Graphical representations that are dependent upon the operation of a system will result in
the removal of the associated instrument from its location on the screen in the event of a system
failure.

2.8.7.3 DFD-Related Displays and Operations

There are no DFD pages for the display of warning, caution, or advisory alerts.

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3.5 NAVIGATION/MAP SYSTEM

The primary function of the Navigation/Map display and control subsystem is to provide a
navigational tool for the crewmembers. This function is divided into three subtasks:

a. Map control (including map selection and features)

b. Navigational control (including flight plan control)
c. Mission control (including control of tactical overlays).

The navigation/map subsystem provides aircraft situational information such as velocities,

altitude, bearings, and distance information for piloting and navigating the aircraft.
Navigation/map information presented to the aircrew facilitates point-to-point, nap-of-the-earth,
and tactical navigation. Additional overlay tools are provided to enhance the crew’s cognizance of
the current tactical scenario. The navigation/map system provides the information necessary to
operate supporting navigation equipment, including the digital map and the EGI.
The Map function provides the flight crew with a real-time display of current aircraft position
overlaid on one of several dynamic map representations. With the exception of data frames, all
map images are dynamic and are geo- referenced along with aircraft position. The MAP/NAV
function includes an integrated digital moving map system that uses digital NIMA products,
scanned imagery, and data produced by other avionics subsystems, as a visual aid to navigation.
This display can be overlaid with instruments and symbology needed for navigation, threat and
tactical symbology, and functional labels for soft key control.
Data Frame images are static and provide the crew with scanned images in 256-color bitmap
format.
Control of the Map display is independent between crew stations. Functions and activities at one
crew station do not affect functions and activities in the other crew station, unless otherwise noted
in specific situations. Controls that influence the Navigation system (e.g., changing a flight plan,
or updating a position marker) pertain to the entire aircraft, and affect the Map displays at both
crew stations.
If a different MFD page is selected while the MAP top page is displayed, upon returning to the
Map system using the MAP key, the MAP top page will be configured as it was when left.
If a different MFD page is selected while a MAP sub-page is displayed, upon returning to the Map
system using the MAP key, the display will return to the same MAP sub-page as it was displaying.
Data changes on that sub- page will not be saved by the mission computer until the crewmember
leaves the page by pressing L6 (RTN), or by a second MAP key press moving Map control to the
MAP top page.

3.5.1 SUPPORTING AVIONICS

The Navigation System provides VOR, radar altitude, Digital Map and EGI. Selection of VOR or
EGI as the active navigation system and VOR course selection are made on the FLT page. EGI is
controlled and displayed on the MAP pages. The ADTS also supports the Map/Navigation system.

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3.5.1.1 AN/ARN-123 VOR

The ARN-123 VOR is discussed in Section 3-18.

3.5.1.2 APN-209 Radar Altimeter

The radar altimeter system includes a receiver/transmitter located in the pilot’s instrument panel,
a transmit antenna and a receive antenna.
3.5.1.3 Advanced Data Transfer System

The Advanced Data Transfer System (ADTS) communicates with the mission computer via
Ethernet. The ADTS provides three cartridges for mission data capability. The ADTS performs
memory storage and data transfer functions. Incorporating three Removable Memory Units
(RMUs), the ADTS facilitates the transfer of map/theater, mission, and maintenance data between
the aircraft and the mission planning and maintenance ground stations. The ADTS also performs
as data storage for the digital moving map system and other applications integrated into the OFP.
Map data loaded on the RMU must be present in the ADTS for the maps to display on the MFD.
3.5.1.4 Digital Map System

As noted above, one of the ADTS data cartridges contains the data for the digital map. The AH-
1F Upgrade uses FliteScene™ software embedded in the Mission Computer to provide embedded
digital maps with symbology overlays on the MFDs.
3.5.1.5 Mission Computer

The MC stores the planned mission navigation data loaded from the ADTS. Based on crewmember
inputs on the MFD bezel keys, the MC will display the desired map or symbols. The MC also
records changes made to the mission navigation data by the crewmembers for use and for
downloading at the end of a mission. The MC provides the non- image navigation system displays
(e.g., LIST and EDIT sub-pages) to the MFDs.
3.5.1.6 Embedded Global Positioning System/Inertial Navigation System (EGI)

The LN-251 is a fully integrated, non-dithered fiber optic gyro (FOG) navigation system with an
embedded 12/24 channel, All-In-View, Selective Availability/Anti-Spoofing Module (SAASM),
P(Y) code or Standard Positioning Service (SPS). The EGI supplies Universal Coordinated Time
(UTC) time to the MC as well as position and velocity data for weapons calculations.
3.5.1.6.1 EGI Functional Components

The main functional components are the INS, the GPS receiver, GPS/INS integration filter, and a
non-volatile memory (NVM) that retains INS and GPS data needed for initialization of the EGI.
The NVM is sustained by one replaceable 3.6 Vdc lithium battery located within the WRA.
Batteries should last about 18 months before replacement.
NOTE
The EGI batteries are not charged by the aircraft electrical system. The
drain on the batteries continues with EGI or aircraft power off.

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The EGI is the source for heading, bearing, direction, and compass rose for the HSI on the Flight
and Map displays; attitude, turn direction, rate-of-turn and slip indications on the Flight display.
If the EGI fails, the magnetic compass is the backup source for magnetic heading, the SAS is the
backup source for attitude indications, and the balance ball mounted on the DFD is the backup
source for slip indications. SAS indications are displayed on the DFD Flight page. In the event of
an EGI failure, the DFDs will automatically switch to the Flight page.
NOTE
If the EGI fails, there will be no VOR indication on the flight page due
to loss of the compass rose.

The EGI crypto-variables (CV) can be loaded by various key loading devices such as KYK-13
Electronic Transfer Device or PYQ-10 Simple Key Loader.
EGI CV zeroization is accomplished pressing L3 (GPS) or R6 bezel key (DAILY ALL) on the
DAILY ZERO sub-page in the SYS system.
EGI has no direct ON/OFF control. The EGI is powered from the 28 Vdc essential bus. The EGI
and the MC will both power ON when the battery switch is turned on. Circuit protection is
provided by the INS/GPS circuit breaker on Pilot’s DC circuit breaker panel.
At power-up, the EGI will enter a leveling state for approximately 20 seconds and will use its
stored present position (PP) to look for the appropriate satellites and then initiate an alignment
using its GPS solution. EGI status can be seen on the NAV SETUP page. The page is accessed
by either selecting L5 (SETUP) on the MAP Top Page or T3 (MAP) on the SYS SETUP page.
The EGI requires an unobstructed view of the sky during boot to confirm its present position. If
the system achieves an alignment with an obstructed view, the present position may not converge
back to the true position. If boot occurs without a view of the satellites, it is recommended that an
alignment be commanded (GCA or IFA) after satellites are acquired.
3.5.1.6.2 INS Navigation Sensor

The LN-251 inertial navigation subsystem provides medium accuracy utilizing state-of-the-art
Fiber Optic Gyro technology. The INS provides attitude, selectable magnetic or true heading and
accurate, 3-dimensional linear and angular accelerations and velocities.
When an alignment type is selected and a present position is provided either by (1) automatic GPS
position data or (2) manual entry on the NAV SETUP sub-page, the INS will automatically align
to True North. If Magnetic North (R5) is selected, the system will automatically figure the
declination and display correctly. R5 will be set to MAG and slashed if either cockpit has selected
VOR or ILS as navigation sensor.
The (aligned) INS produces true heading. Magnetic heading is derived from a table of magnetic
variation using true heading, present position, and date. Alignment of the EGI requires
entry/availability of accurate present position, time and date.
INS altitude is initialized automatically with the altitude data from the ADC referenced to 29.92
in. Hg. This altitude is displayed on the NAV SETUP sub-page as ELEV (elevation) in the upper
window.

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GPS position data is used to update INS PRES POS and to limit the inherent drift of the INS sensor.
When GPS data is not available, the INS position error will drift at a rate proportional to time and
alignment status. When in INS-only mode, the INS will drift at approximately 0.8 nm/hr. The
expected INS accuracy is indicated in the lower portion of the NAV SETUP sub-page as INS
FOM-n, where n is the Figure of Merit. The FOM (Figure 3-14), a number between 1 and 9,
indicates a qualitative index of INS accuracy. The best FOM is 1 indicating the INS has aligned
itself to true north and level.
POSITION ERROR
FOM (METERS)
1 <25
2 >25 up to 50
3 >50 up to 75
4 >75 up to 100
5 >100 up to 200
6 >200 up to 500
7 >500 up to 1000
8 >1000 up to 5000
9 > 5000

Figure 3-14. INS and GPS Figure of Merit

3.5.1.6.3 GPS Navigation Sensor

The GPS system provides position, velocity, and time data that can be used as an aid to the INS or
as an independent navigation sensor.
NOTE
Standard military GPS systems do not provide a navigation integrity
function that monitors and cross checks the validity of satellite
transmitters and GPS receivers. GPS is only authorized as an aid to VFR
navigation and situational awareness. GPS may not be used as a primary
or supplemental navigation source to file or fly in the national air space.

The GPS consists of a five-channel dual-frequency Y/P/CA code receiver with augmented anti-
jam (AJ) and anti- spoofing (AS) features. A passive GPS antenna shared with the TSS and is
mounted on the fairing above the TSS. Cryptographic code level can be selected on the NAV
SEUP sub-page. The options are P(Y) ONLY which uses the EGI CV, or MIXED which is a mix
of P and C/A codes. Expected GPS accuracy is displayed on the NAV SETUP SUB-Page as GPS
FOM.
NOTE
Y code can only be used if the appropriate EGI CV key is loaded.

3.5.1.6.4 GPS Initialization

GPS acquisition starts with the activation of any one of the INS alignment modes. Initialization of
the GPS requires the reception of at least four satellites. Once initialized, reception of three
satellites plus altitude from the ADC will cover the minimum requirements for GPS operation.

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NOTE
GPS is not part of the navigation solution if INS only is selected on the
NAV SETUP sub-page.

The initialization and operation of the GPS also requires that the receiver possess specific
knowledge about the satellite constellation and satellite operational status/mode. This information
is continuously transmitted by the GPS satellites, and parts of this message are stored in the
receiver’s NVM.
NOTE
If the aircraft or EGI has been moved by more than 600 nm from the
position stored in its memory, acquisition of satellites and determination
of a fix may take as long as 45 minutes.

3.5.1.6.5 EGI Navigation Solution

GPS and INS can be used independently or simultaneously (blended solution). The mode is
selectable at R6 on the NAV SETUP sub-page. GPS/INS blended solution is the preferred
operating mode for EGI.
3.5.1.6.6 INS Only Mode

No GPS data is used for the INS-only navigation solution. The magnitude of INS position error is
proportional to time, alignment status/mode, and in-flight updates. INS expected accuracy is
displayed on the NAV SETUP sub- page and on the third line of the Status Field on the inboard
MFD.
3.5.1.6.7 GPS Only Mode

When GPS-only mode is selected, INS data will not be used for the navigation solution. However,
the information will be used to aid the GPS receiver satellite tracking information. A GPS-only
navigation solution can be accomplished only with a minimum of four satellite tracks. Once
initialization is accomplished, and in the event only three satellites are available, the ambiguity
(fourth satellite requirement) will be resolved by the altimeter signal. In the event this is required
for a navigation solution, the navigation accuracy will be degraded.
GPS performance in this mode is determined mainly by factors such as satellite constellation,
number of satellites received, availability of INS aiding, SA offset, and use of the Y code. GPS
expected accuracy is displayed on the Navigation Setup sub- page and on the bottom row of the
Status Field on the right side MFDs.
3.5.1.6.8 GPS and INS Blended Solution

The EGI blended solution provides the best estimate of present position, altitude, velocity, and
time based on a combination of GPS and INS data.
In this mode inertial data as well as any other sensor inputs will not degrade available GPS
performance, nor does incorporation of GPS data cause the system performance to degrade below
INS-only specifications.

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Initial application of GPS data into the blended solution requires that the GPS track four satellites
and that the GPS FOM value is equal to or less than 5 in MIXED mode or equal to or less than 3
for P(Y)-only mode.
NOTE
If GPS is tracking with P(Y) code selected and without valid CVs
loaded, GPS updates will not be applied to the blended solution and ins-
only navigation mode will be utilized.

Viewing and selecting the EGI GPS automatic updating mode and viewing the validity of the
crypto-variables is accomplished on the NAV SETUP sub-page.
Overall EGI performance is indicated as EGI FOM, expressed in meters, on the NAV SETUP sub-
page. A secondary indication is provided in the third line of the status field.
3.5.1.6.9 GPS Complement to INS Operation

The GPS automatically provides PPSN to initialize and update the INS. For practical purposes,
GPS error can be considered constant. This constant position error constitutes a boundary for INS
position error accumulation. Throughout operation with GPS aiding, the INS alignment is
continually refined and will result in improved INS- only navigation accuracy.
The characteristics of the INS enable correlation with data produced by GPS. It will detect sudden
present position changes caused by GPS signal reception anomalies reducing vulnerability to
spoofing or other GPS anomalies.
3.5.1.7 Map Cursor Control on Hand Control Unit

Two switches on the hand control unit (Figure 3-15) are used to control the map cursor. Both
switches also function with the TSS. To function with the Map system, cursor control must not be
in the TSS mode. Cursor control is selectable on the TSS top page at the T3 bezel key (CURSR).
The CURSR label is white and boxed when the cursor is assigned to TSS. Otherwise, it is cyan
and the cursor is assigned to the Map system. When TSS and MAP are both displayed in the present
crew station, cursor control defaults to TSS until deselected on the TSS top page. When TSS is not
displayed the default, setting is the Map system.
3.5.1.8 Switch 1L (CURSOR SEL)

The CURSOR SEL switch is a rocker type switch. Rocking the switch up hooks (selects) a
waypoint under the cursor and puts the hooked point into a lift state. Force applied to the SLEW
switch will drag the point to the desired position on the map video. Rocking the switch up a second
time will drop the hooked point at its new position. After releasing the point, the switch must be
rocked down a second time to unhook the point.
Rocking the CURSOR SEL switch up when the cursor is over a non-waypoint will designate the
geographic point and allow the point to become a waypoint in the navigation database if desired.
TSS functions for the CURSOR SEL switch are addressed in the TSS section of Chapter 4.

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Figure 3-15: Hand Control Unit (Mission Grip)

CONSIDERATION SHOULD BE GIVEN TO FLIGHT CONDITIONS PRIOR CYCLING

THE MC CIRCUIT BREAKER AS MFDS WILL BE BLANK APPROXIMATELY 2 TO 3
MINUTES WHILE THE MC REBOOTS.

NOTE
In the event that map cursor control appears to be malfunctioning, cycle the MC
circuit breaker.

3.5.1.9 Switch 6R (SLEW)

The cursor slew switch is an omni- directional force transducer. Screen response to the cursor slew
control is analogous to motion cursor movement (e.g., pushing left on the transducer causes the
cursor to slew left on the map video).
TSS functions for the SLEW switch are addressed in the TSS section of Chapter 4.
3.5.1.10 Cursor Functions

The cursor is used in conjunction with the map display to perform designation, amplification and
relocation functions associated with waypoints, targets and threats on the map. Cursor directional
control is accomplished using the force transducer.
The specific uses for cursor control functions are:
a. Designate - Selection of a position to create a new Waypoint, Target, or Threat.
b. Hook - Amplification of Waypoints, Targets, and Threats displayed on the map,
to be displayed in place of the Progress window adjacent to L6.
c. Hook - Selection of a point for the Direct-To (DIR) navigation function.
d. Hook - Selection of points in the AUTO BUILD mode for building Flight Plan
and Routes.
e. Lift/Drag/Drop - Relocation of a point name, by lifting and moving the displayed
point name on the displayed map and designating a new geographic location for

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the point name. Relocation can be used when a known threat or target has moved
and can be identified at a new location, or to move a waypoint.

3.5.2 GENERAL INFORMATION

The following information about maps, images, navigation points, routes and flight plans, and
navigation functions will clarify the description of MAP/NAV controls and displays.
3.5.2.1 Map Types

Three map types can be selected for display at the T1 bezel key when map video is displayed on
an MFD.
3.5.2.2 Charts

The chart selection allows the display of the map in eight separate and distinguishable map
products from NIMA. Each map product is associated with a different scale and is selected by
changing the scale with the SCALE mode. These aeronautical charts are typically full-colored.
The storage format for charts is Aeronautical Compressed ARC Digitized Raster Graphics
(CADRG) and they are selected using the letter C at the T1 bezel key.
3.5.2.3 Terrain Maps

The terrain map selection allows the display of re-gridded elevation representations. Map displays
are geographically referenced like a chart. Scale selection may be selected and changed while the
map is displayed. While a map is displayed, slope shading also can be selected. When slope
shading is selected, the shading of the map is based on a fixed sun angle. The storage format for
maps is Re-gridded Digital Terrain (RDTED) and they are selected using the letter T at the T1
bezel key.
3.5.2.4 Images

Images are satellite or other photo imagery. Display can be in 10m, 5m or 1m scale. The storage
format for images is Controlled Image Base (CIB) and they are selected using the letter I at the T1
bezel key on the MAP display.
3.5.2.5 Scales

Map scales available are based on the map type selected. When a map is displayed and the scale
mode is selected, scale selections are available at the right bezel keys. Switching map types will
cause the scale to change to the last selected scale for requested map type.
3.5.2.6 Horizontal Data

Horizontal data for the Map system is selectable from a LIST sub- page selected from the MAP
SETUP sub-page. These 46 horizontal datums are supported by GPS and allow proper data input
and grid for lat/long conversions and elevation. Within IAS, all Map system data is converted to
WGS-84 and tagged with its original datum. When the Map data is recalled, the data is converted
to datum selected for display.

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3.5.2.7 Coordinate Entry and Display

Map coordinates may be manually entered in the scratchpad in Lat/Lon or MGRS based on the
coordinate system selected at T6 (L M) on the Map top page.
Coordinates may be entered in either Lat/Lon or MGRS anytime either L or M is selected at T6 (L
M). Either entry format will be accepted at any page and will automatically switch that crew
station, including the display at T6, over to the entered coordinate system.
3.5.2.8 Latitude/Longitude Coordinates

Entry format 1 for Lat/Lon coordinates entry accepts degrees and minutes with decimal minutes.
Entry format 1 requires a minute value. Entry format 2 accepts degrees, minutes, and seconds with
decimal seconds. Entry format 2 requires minutes and seconds values. The decimal point and
following digits are not required during entry in either format. Both formats place latitude and
longitude on the same line. Entry format 1 and 2 are mixable on the same entry. Display of Lat/Lon
coordinates will use format 2, with seconds resolved to 0.1 seconds and displaying leading zeroes
as necessary.
Hemisphere letters are entered as N or S to commence the latitude entry, and E or W to commence
the longitude entry. Spaces are allowed but not required between degrees, minutes and seconds, or
between the last digit of the latitude and the E/W letter for longitude. Multiple consecutive spaces
shall be taken as one space. If spaces are entered, leading zeroes are not required for degrees,
minutes, or seconds. When no spaces are entered, the first two digits of the latitude value are
interpreted as degrees, with the next two digits interpreted as minutes. If no decimal point is entered
after the first four digits, the next two digits are interpreted as seconds. When no spaces are entered
in the longitude coordinate the first three digits are interpreted as degrees with the next two digits
interpreted as minutes. If no decimal point is entered after the first five digits, the next two digits
are interpreted as seconds. If coordinate entry is invalid no action will take place, and an INVALID
ENTRY CIM will be displayed at the bezel key where action was initiated.
3.5.2.9 Military Grid Reference System

Entry format 1 for MGRS coordinates requires a zone block that consists of the zone number, the
zone identifier letter, the two column and row 100,000 meter grid square letters; Easting
coordinate; and Northing coordinate. Leading zeroes are not be required for the zone number.
Entry format 2 requires Easting and Northing coordinates only; the zone block number and zone
identifier letters are assumed to be the same as the aircraft present position and are automatically
provided by the map system. Spaces are allowed but not required after the zone block, or between
Easting and Northing coordinates. Multiple consecutive spaces are interpreted as one space. If a
space(s) is entered between Easting and Northing coordinates, independent values from two to five
digits each may be entered, the numbers will be left justified and trailing zeroes are not required.
If no spaces are entered between Easting and Northing coordinates, the coordinates must be the
same number of digits each, two, three, four, or five. The two-digit format always weights the
rightmost digit at 1000 meters. The three-digit format always weights the rightmost digit at 100
meters and so on down to five digits at 1-meter resolution. If coordinate entry is invalid, or a
discrepancy is detected between the zone block and the Easting and Northing coordinates, no
action will take place, and an INVALID ENTRY CIM will be displayed at the bezel key where

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action was initiated. The display of MGRS will always be in format 1 with a full zone block and
5-digit Easting and Northing with trailing zeroes displayed.
3.5.2.10 Data Frames

Data frames are scanned documents, held as bitmap images that are stored in and called for display
through the Map system. A mission planning system is required to load data frames onto the
ADTS MAP card.
3.5.2.11 Navigation Database

The navigation database can hold more than 1000 points for possible display. These points
include:
3.5.2.12 Waypoints

Waypoints are user-defined geographic positions used for navigation. The Map subsystem
database holds up to 499 editable waypoints. They are assigned a list identifier in the form of Wnn
where nn is an integer set from 01 to 499. Waypoints can be added to, edited in, or deleted from
the WAYPOINT List. Waypoints can be added to, inserted into, or deleted from routes and the
flight plan.
3.5.2.13 Position and Intended Movement

PIM is a navigation solution to a slow-moving vehicle or vessel based on prior inputs of initial
position, intended legs, speeds and courses. It is designed to allow the crew to navigate to an out-
of-sight ship that is underway. The PIM is identified as W00 in the Waypoint List.
3.5.2.14 DAFIF Waypoints

DAFIF waypoints are NIMA-defined geographic positions used for navigation and to set airspace
boundaries. The Map subsystem database holds up to 500 DAFIF waypoints. They are assigned a
list identifier in the form of nnn where nnn is an integer set from 500 to 999. DAFIF waypoints
can be added to, inserted into, or deleted from the WAYPOINT List. They cannot be edited. DAFIF
waypoints can be added to or deleted from routes and the flight plan. A mission planning system
is required to load DAFIF waypoints onto the ADTS MAP card
3.5.2.15 Targets

Targets are user-defined geographic positions used for navigation. The Map subsystem database
holds up to 99 targets. They are assigned a list identifier in the form of Tnn where nn is an integer
set from 01 to 99. Targets can be added to, edited in, or deleted from the Target List. Targets can
be added to, inserted into, or deleted from routes and the flight plan.
3.5.2.16 Routes

Routes are user-defined, sequential sets of waypoints, DAFIF waypoints and targets used for
navigation. The Map subsystem database holds up to 10 routes. They are assigned a list identifier
in the form of Rnn where nn is an integer set from 01 to 10. Routes can be added to, inserted into,
edited in, or deleted from the Route List. Routes can be added to or deleted from flight plans. Each

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route can have a maximum of 30 waypoints and targets. A route cannot have consecutive identical
points.
3.5.2.17 Flight Plan

The flight plan is a user defined, sequential set of waypoints, DAFIF waypoints and targets used
for navigation. Only one flight plan is held in the database at a time and it is the active plan shown
for navigation on the MAP display. A flight plan is limited to 30 points. A point cannot be put in
consecutive positions. If a route is added or inserted into a flight plan, the points lose their identity
as a part of the route and the points in the route count towards the 30 points allowed in a flight
plan. If a starting or ending route point coincides with a consecutive point already in the flight
plan, one of those points will be deleted.
Since routes and the flight plan are equal in size, a route can comprise a future flight plan. To
invoke a route as the active flight plan, the active flight plan is deleted and the route is added into
the flight plan window on the EDIT page.
Though only one flight plan is used for the active navigation mode, active search patterns, Direct-
To legs, the PIM, and TDC steering (Future growth) can be actively displayed on the MAP page
with the active flight plan.
3.5.2.18 Threats

Threats are user-defined geographic positions. The MAP subsystem database holds up to 99
threats. They are assigned a list identifier in the form of Knn where nn is an integer set from 01 to
99. Threats can be added to, edited, or deleted from the Threat List. Threats cannot be a part of a
route or flight plan.
Threat positions are used with intervisibility functions, overlays, and TSS designation.
3.5.2.19 Direct-To Steering

Direct-to steering provides the navigation data to fly from the present position to an arbitrary point
on the map video, a geographic position, or a planned waypoint or target. When invoked, an active
leg will be displayed on the map video from the ownship to the selected position and navigation
information to the selected point will be displayed at L6 (PROG). The flight plan will remain on
the map video.
3.5.2.20 To-To Steering

To-To steering is the mode the navigation system uses between the two waypoints that define the
active leg of the flight plan. The ideal solution for the displayed active leg and the information and
the next waypoint information displayed at L6 (PROG) is a great circle route from the last
waypoint to the next waypoint. The Nav system accounts for cross-track error and the information
at L6 (PROG) will reflect the true course, true DTG, and true TTG.
3.5.2.21 Waypoint Approach Alert

When a flight plan is active, a leg switch alert will be commanded automatically 20 seconds prior
to crossing the next waypoint. The alert is based on groundspeed, amount of course change, and

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an standard rate turn of 3 degrees/second. The alert will remain on until the helicopter’s course is
changed. The Waypoint Approach Alert function is selectable as Automatic Sequencing (A-ON)
or Manual Sequencing (M-OFF) on the FPLN sub-page. Automatic provides fly by steering to the
destination. Manual provides fly over steering to the destination.
3.5.2.22 Planned Time of Arrival and Commanded Ground Speed

A waypoint or waypoints may have an assigned PTA(s) as defined by the operator. If the point(s)
are ahead of the present position in the active flight plan, PTA and CGS are displayed at R6
(PROG) for the next waypoint with a PTA. If the PTA is in the past for this point, CGS will not
be displayed. PTAs must be entered with a date such that they exist in the next 24 hours.
CGS is computed as the total DTG to the next PTA tagged waypoint divided by the difference in
the future PTA time and date and current time and date. Time difference cannot exceed 24 hours.
3.5.2.23 Patterns

Three patterns, Ladder, Expanding Square and Sector, can be selected from the Pattern List.
Crewmembers can edit each pattern for leg length, bearing and turns. A planned pattern can be
viewed on the VIEW sub-page. An active pattern is displayed on the MAP page along with the
active flight plan. When a pattern is activated, steering information will be to the CSP, and the leg
to the CSP and the next four legs of the pattern will be displayed. As a waypoint for the pattern is
flown over, the pattern is updated to continuously display the next four legs and waypoints until
the pattern is inactivated.

3.5.3 DISPLAYS AND CONTROLS

The Navigation/Map Subsystem is made up of a top page available in four modes, and 14 sub-
pages (Figure 3-16). These pages are used to control navigation system aids (except VOR and
RADALT), updating, and display modes. The MAP top page in all modes, and subsequent sub-
pages are displayed with map video as the background except all flight planning and setup pages
are displayed as textual information on a black background. When map data is not available, a
CIM stating MAP DATA NOT AVAILABLE will be displayed in the black area of the MFD
screen.

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Figure 3-16: Navigation/Map System Page Architecture

3.5.4 MAP TOP PAGE

The MAP top page provides the crewmembers a view of the flight plan on the selected map type
and access to the functions used most, or needed most quickly. The MAP top page has four modes
selected using the bezel keys L2 – L5. These modes are:
NAV (Navigation)
SCALE
OVERLAY SELECT
SETUP (Overlay, MAP and NAV)

Presenting the top page in several modes allows more flexibility and control of the map, as well
as its overlays. Each mode of the top page has the same the top and left-side bezel key labels and
functions. The top bezel keys provide control of the map; left-side bezel keys provide access to
the different modes and the right side bezel keys functions change based on the mode selected.
Figure 3-16 shows the architecture of the navigation/map system pages. Text in ( ) denotes the
two types of MAP pages. Unshaded boxes are available when the MAP top page is in the NAV

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mode (L2 on the MAP top page). Shaded boxes are available when the MAP top page is in the
SETUP mode (L5 on the MAP top page). Partially shaded boxes are available in both modes.
The MAP top page displays the video received from the map server with menus and other
symbology overlaid on the map video. Figure 3-17 illustrates the appearance of the MAP top page.
Selection of the map video type to be displayed and its orientation, scale, and overlays are
accomplished from this page.
The mini-compass, shaped as a circle with an arrow protruding from it, is generated by the DMS,
and displayed at the top center of the MAP display. The arrow is positioned to point to North. The
legend T or M, depending on whether True North or Magnetic North reference has been selected
on the NAV SETUP sub-page, is displayed at the center of the circle.
The geo-referenced location of the aircraft in relation to the map is represented by the overlay of
the ownship (helicopter) symbol.

Figure 3-17: MAP Top Page in Navigation Mode

3.5.4.1 Bezel Key Description

Labels in cyan indicate the system is available but not selected or active. A white box and legend
indicate active systems. The MENU label at L1 remains visible at all times to allow selection of
MENU ON and OFF (L1).
3.5.4.2 MAP Top Page in NAV Mode

Figure 3-19 shows the MAP top page in NAV mode.

3.5.4.2.1 L1 (MENU)

Pressing L1 toggles the Menu ON and OFF. The OFF state removes all bezel key labels from the
display, except the MENU legend at L1. The default is Menu ON.

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3.5.4.2.2 L2 (NAV)

Pressing L2 toggles the Navigation mode ON and OFF. When the NAV mode is selected the right-
side bezel keys are configured for selection of display options.
Bezel keys L2 through L5 are radio button type switches that enable/disable their associated
modes. These keys are mutually exclusive; only one mode may be active at any given time.
Selection of an inactive key causes the other key legends to become cyan. The active key legend
is displayed in white and boxed. The default is NAV selected ON.
3.5.4.2.3 L3 (SCALE)

Pressing L3 toggles the Scale mode ON and OFF. When the Scale mode is selected the right-side
bezel keys are configured for scale selections based on the map image type displayed as selected
at T1. In all display modes, the active scale value is displayed beneath the SCALE legend at L3
and is white and boxed.
3.5.4.2.4 L4 (OVLY SEL)

Pressing L4 toggles the Overlay mode ON and OFF. When the Overlay mode is selected the right-
side bezel keys are configured for Overlay Selection.
3.5.4.2.5 L5 (SETUP)

Pressing L5 toggles the Setup mode ON or OFF. When the Setup mode is selected the right-side
bezel keys are configured for the Setup mode.
3.5.4.2.6 L6 (PROG)

Pressing L6 turns the Progress display ON or OFF. When ON, the Progress Data overlay is
displayed in white over a translucent background, in the display character fields indicated below.
When OFF, and the Progress Data overlay is removed from the screen. The default is PROG ON.
Progress is textual information about the helicopter’s next waypoint relative to the helicopter’s
present position. The format is shown in Figure 3-18.
While in the Designate/Hook/Lift modes, the Progress display will be replaced by the Amplify
window to show attributes associated with the point or position of interest. When the Amplify
widow is displayed, L6 is inoperable and it is not possible to remove the Amplify window by
pressing L6.

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Line/Space 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
17 D I R 2 7 3 1 1 0 . 5 N M
18 T T G 0 1 : 3 4 : 4 4
19 G S 1 1 0 D T M 4 7
20 P T A 0 3 0 0 Z C G S 1 4 2
21 W 4 9 H O R S I E

Line 17 displays the legend DIR and calculated course to the selected TO point and calculated distance
and units. Resolution of distance to go is 0.5 NM (Lat/Long) or 0.5 KM (MGRS).

Line 18 displays the legend TTG and the calculated Time -To-Go to the selected TO point. Resolution
of the TTG value is 1 second.

Line 19 displays the legend GS and the helicopter’s ground speed in knots. Resolution is 1 knot. Spaces
8 – 13 displays the Datum number in use.

Line 20 displays the legends PTA and CGS for the TO point or the next TO poin t with an assigned
PTA. The value for CGS is calculated and displayed with a 1-knot/hour resolution. If PTA does not
exist for any point in the flight plan, PTA and CGS will not be displayed.

Line 21 displays the TO point’s list identification and plain name. If a PTA does not exist for any point
in the flight plan, line 21 will be blank.
Figure 3-18: Progress Display

3.5.4.2.7 T1 (C T I)

Pressing T1 selects map type selection. Each press moves the active selection box to one of the
available types, C for Chart (CADRG), T for Terrain (DTED), or I for Image. The active state is
displayed in white-boxed. The default is C.
3.5.4.2.8 T2 (DCNTR)

Pressing T2 de-centers or re-centers the displayed map video relative to the ownship symbol. When
De-center is OFF, the map video is displayed relative to the aircraft symbol centered in the display.
When De-center is selected, the map video is displayed relative to the aircraft symbol, located 1
inch from the bottom center of the display. The default is DCNTR OFF.
When the offset of the map video is in De-center, the North Up option at T4 (N T H), in the
Orientation function is unavailable. If North Up (N) is the selected orientation, the DCNTR label
at T2 will be slashed and unavailable. While the map is in De-center, the key label at T4 will have
a non-availability slash through the N label indicating that North Up is not a selectable option.
The DCNTR mode of the Map display is unavailable and the legend slashed when in the LOOK
mode. Upon return from LOOK mode, T2 will return to its previously selected setting prior to
invoking the LOOK mode.
3.5.4.2.9 T3 (DSPL )

Pressing T3 selects the DSPL page. The DSPL page allows the operator to control the selection
of items displayed on the map pages by allowing all flight plan, waypoints and/or targets to be
hidden.

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3.5.4.2.10 T4 (N T H)

Pressing T4 selects the map video’s vertical orientation. Each press moves the active selection box
to one of the available orientations: N (North Up), T (Track Up), or H (Heading Up). The active
state is displayed in white- boxed. The power-up default for Map orientation is H.
The North Up orientation positions the orientation of the map with north pointing up on the display
screen. Either True North or Magnetic North is applied, depending upon the configuration that has
been selected on the NAV SETUP sub-page. The orientation of the aircraft symbol overlaid on the
map represents the relative orientation of the aircraft to North.
The Track Up orientation positions the map in a ground track orientation. The orientation of the
underlying map is relative to the aircraft position.
The Heading Up orientation positions the aircraft in the relative position of the heading of the
aircraft, and the orientation of the map is with the heading of the aircraft pointing up on the display
screen.
At low ground speed (below 25 knots ground speed and decelerating), the Track Up orientation
will become unavailable. This is because small changes in the direction of the aircraft at low speeds
cause large shifts in the orientation of the map, making it unreadable. When this setting is in effect
in the aircraft, the Track Up (T) option in the rotation will be slashed and unavailable. If the aircraft
is operating in Track Up (T) option when it decelerates to less than 25 knots ground speed, then
the orientation will automatically become Heading Up (H). If the Track Up option has been
automatically changed to Heading Up because of slow ground speed, then when the aircraft
accelerates to greater than 30 knots ground speed, the orientation will automatically revert back to
Track Up.
3.5.4.2.11 T5 (Zoom)

Pressing T5 selects the zoom setting for the map video. Each press moves the active selection box
to one of the available zoom options. The zoom levels are 1x, 1.5x, 2x, and 0.5x. Only the active
zoom level is displayed and is white and boxed. The default setting is 1. Pressing the key will cycle
through the settings in the order 1.5, 2, 0.5, 1 (continuous).
3.5.4.2.12 T6 (L M)

Pressing T6 selects the map coordinate reference frame. Each press moves the active selection box
to one of the available reference frames: L (Lat/Long), or M (Military Grid Reference System,
MGRS). This selection will affect the textual display of the coordinates on all Map pages. The
active state is displayed in white and boxed. The default is L. The selected reference frame affects
the map display in both crew stations. Geographic coordinates input into the scratchpad must
match the selected reference frame.
While in MGRS, appropriate conversion solutions are used in the MC. With all geo-location
inputs, the current reference frame is the one used, and input is automatically converted in the
mission computer for use in a different reference frame.
This bezel key has the same function as T6 (L M) on the NAV SETUP sub-page. Any changes to
T6 on the MAP top page will affect T6 on the NAV SETUP sub-page and vice versa.

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3.5.4.2.13 MAP Top Page R Keys When in NAV Mode

As noted in paragraph 3.5.4, the MAP TOP page R key functions (and labels) vary depending on
the mode selected at L2-L5. The paragraphs below describe the R keys when LT (NAV) is the
selected mode.
3.5.4.2.14 R1 (FPLN).

When the map display is in the Navigation mode, pressing R1 causes the display and MFD control
to change to the Flight Plan sub-page.
3.5.4.2.15 R2 (NEXT).

When the map display is in the Navigation mode, pressing R2 causes the navigation system to
select the next point in the flight plan as the current TO waypoint when Manual is the selected
flight plan sequencing mode selected at T6 (SEQ) on the Flight Plan sub-page. The R2 label will
be slashed and inactive if the Direct-To function or a search pattern is active, when AUTO is the
selected flight plan sequencing mode selected on the Flight Plan sub-page, or when the flight plan
sequence is at the last point of the flight plan. If the flight plan is sequenced in a circular pattern,
the NEXT key will remain available to allowed continued cycling of the flight plan.
The current TO point of a flight plan, Direct-To point, or search pattern’s CSP is displayed between
R2 and R3 in white surrounded by a white box. The display format is shown in Figure 3-19.
If a pattern has been activated, line 8 displays CSP point ID, and the associated pattern type will
be displayed on line 9 beginning at column 56 until the CSP is reached. Once the CSP is reached,
the pattern type (e.g., LADDER) will be displayed on line 9, and line 8 is blank.
If a PIM has been selected, W00 and PIM will be displayed at lines 8 and 9 respectively.

56 57 58 59 60 61 62 63 64
6 N E X T
7
8 W 0 2
9 R E D G U Y 3 6
10
11 P R E V
12
Figure 3-19: Next Point Format

3.5.4.2.16 R3 (PREV)

When the map display is in the Navigation mode, pressing R3 causes the navigation system to
select the previous point in the flight plan as the current TO waypoint when Manual is the selected
flight plan sequencing mode selected at T6 (SEQ) on the Flight Plan sub-page. The data displayed
between R2 and R3 will change to correspond to the new TO waypoint. The R3 label will be
slashed and inactive if the Direct-To or Pattern function is active, if AUTO is the selected flight
plan sequencing mode on the Flight Plan sub-page, or the flight plan sequence is at the first point
in the flight plan. If the flight plan is sequenced in a circular pattern, the NEXT key will remain

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available to allowed continued cycling of the flight plan.

3.5.4.2.17 R4 (DATA FRAME)

When the map display is in the Navigation mode, pressing R4 causes the display to change to the
Data Frame sub- page.
3.5.4.2.18 R5 (LOOK)

When the map display is in the Navigation mode, pressing R5 selects/deselects the Look function.
The Look function provides the means to stop the aircraft-centered motion of the map and allows
slewing of the map using the map cursor control. The Look function supports the arbitrary
centering of the map on user command from the keyboard or from the cursor control.
When the Look function is ON, De-center is not available, and the center of the map is controlled
by the map’s Slew mode. Turning the Look function ON with or without coordinates, a label or a
point identifier in the scratch pad turns the map Slew mode ON. Valid coordinates, label, point ID,
or a valid position in the scratch pad slews the map to the new position; a blank scratch pad will
stop the map at the current aircraft position and start Slew mode. Invalid coordinates in the scratch
pad will not cause slew to start and LOOK will remain unboxed.
The desired waypoint, target or threat can be located using Label Search mode. If the scratchpad
has valid data when R5 (LOOK) is selected, the waypoint, target and threat lists are searched for
the label in the scratchpad. If the label search does not provide the desired result, the search may
be refined by re-entering the data in the scratchpad with additional characters and then deselecting
and reselecting LOOK. If a valid label matching the scratchpad entry is not found a SEARCH
KEY NOT FOUND CIM will be displayed. Scratchpad data can be changed and the LOOK
function can be deselected and reselected to locate points.
When the cursor is selected for map slew, moving the cursor to the edge of the screen will result
in slewing of the map. In this mode, the slew rate is constant. If present position is moved off the
display as a result of slewing the map, the ownship symbol will change to an alternate symbol and
will display near the edge of the display relative to its position to show that present position is not
being displayed. If present position is moved off the display as a result of slewing the map, then
the map will continue to slew at a constant rate in response to any force on the cursor control, and
not in proportion to the force on the control.
Deselecting the Look function causes the map to immediately re-center at the aircraft command
position. When Look is off, the map is coupled to aircraft motion and De-center is available.
3.5.4.2.19 R6 (DIR or PATRN)

When the map display is in the Navigation mode, pressing R6 invokes the Direct-To function.
Hooking a waypoint or target, or entering a position into the scratchpad, and then pressing R6
(DIR) will invoke Direct-to steering to that point. R6 is labeled DIR.
Entering a coordinate position in the scratchpad, followed by pressing R6 will result in the creation
of a waypoint at the entered position, followed by the initiation of Direct-To steering from the
current present position, at the time the Direct-To function was invoked, to the new point. If the
waypoint table is full, pressing DIR will result in a LIST FULL CIM. A waypoint must first be

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deleted from the database in order to make room in the Waypoint List for the new waypoint, and
then the Direct-To function can be enabled.
Entering a point ID (tag or label) in the scratchpad followed by activating DIR at R6 will invoke
Direct-To steering from the current present position, to the entered point.
The desired waypoint, target or threat can be located using Label Search mode. If the scratchpad
has valid data when R6 (DIR) is selected, the waypoint, target and threat lists are searched for the
label in the scratchpad. A threat will be presented as a pseudo waypoint to invoke the steering cue
function of the Direct To function. The label of the point that matches the search criteria will be
displayed between the labels at R2 and R3. If the label search does not provide the desired result,
the search may be refined by re-entering the data in the scratchpad with additional characters and
then deselecting and reselecting DIR. If a valid label matching the scratchpad entry is not found a
SEARCH KEY NOT FOUND CIM will be displayed. Scratchpad data can be changed and the
DIR function can be deselected and reselected to locate points.
The legend at R6 changes to PATRN whenever a search pattern is active. Pressing R6 with a search
pattern active terminates the Pattern mode, and returns the legend to DIR in cyan.
When active for a non-PIM point, the DIR legend at R6 is displayed in white and boxed.
Navigational steering will be computed only to the Direct-To point or until the mode is terminated,
by pressing R6 again. When Direct- To or Pattern functions are terminated, steering cues are
computed from the present position to the next waypoint in the active flight plan. The Direct-To
waypoint is displayed on the map and a flight plan leg is drawn between the initial position of the
aircraft when Direct-To was invoked, and the Direct-To waypoint. The steer-to point ID will be
displayed between R2 and R3, along with its tag, if that point is in the existing database.
3.5.4.3 MAP Top Page R Keys When in SCALE Mode and Charts are Selected

The SCALE mode is selected using L3 on the MAP top page. The scale selections are based on
NIMA products available in digitized form. Scale size and resolution correspond to the products
as outlined in Figure 3-20.
3.5.4.3.1 Bezel Key Description

The left-side and top bezel keys are configured as previously described for all MAP top page
modes. The right- side bezel keys are configured as determined by the map type selection (Chart,
Terrain or Image) selected and indicated at T1. The labels at R1 through R6 display the available
map scales. Figure 3-21 illustrates the appearance of the bezel keys when the MAP top page is
in Scale mode with a Chart selected at T1. Note that the selected scale (20 nm) is boxed at the
bezel key label on the right side as well as displayed under the Scale selection label on the left
side. The associated bezel key is used to select a map scale for display and is shown in NM.
Selecting a new scale causes the scale displayed beneath the SCALE legend at L3 to correspond
to the new scale.

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NIMA MAP PRODUCT SCALE/RESOLUTION RANGE (LABEL)

CADRG (Chart) Products
GNC 5M 160 nm
JNC 2M 80 nm
ONC 1M 40 nm
TPC 500 K 20 nm
JOG 250 K 10 nm
TLM 100 100 K 4 nm
TLM 50 50 K 2 nm
City Graphics 12.5 K CG

RDTED (Terrain) Products

2M 80 nm
1M 40 nm
500 K 20 nm
250 K 10 nm
100 K 4 nm
CIB (Image) Products

10M 2 nm
5M 1 nm

Figure 3-20: Map Products and Scales

3.5.4.3.1.1 R1 (160/80)

When the map display is in the Scale mode and with Chart map type selected at T1, pressing R1
toggles between map scales of 160 nm and 80 nm, which correspond to resolutions of 5M and
2M, respectively. The selected map scale label is displayed in white and boxed, and the non-
selected scale label is displayed in cyan.

Upon first press, R1 selects 80. A second press of the key changes the selection to 160. If any
other key on the right side is selected (R2 - R6) while in Scale mode, then the selection at R1 is
automatically turned OFF.
3.5.4.3.1.2 R2 (40)

When the map display is in the Scale mode and with Chart map type selected at T1, pressing R2
sets the map scale to 40 nm, which corresponds to a 1M resolution. Selection of R2 is mutually
exclusive with all other R- keys while in Scale mode.

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3.5.4.3.1.3 R3 (20)

When the map display is in the Scale mode and with Chart map type selected at T1, pressing R3
sets the map scale to 20 nm, which corresponds to a 500k resolution. Selection of R3 is mutually
exclusive with all other R- keys while in Scale mode.
3.5.4.3.1.4 R4 (10)

When the map display is in the Scale mode and with Chart map type selected at T1, pressing R4
sets the map scale to 10 nm, which corresponds to a 250k resolution. Selection of R4 is mutually
exclusive with all other R- keys while in Scale mode.

Figure 3-21:. MAP Top Page R Bezel Keys in Scale Mode

3.5.4.3.1.5 R5 (4)

When the map display is in the Scale mode and with Chart map type selected at T1, pressing R5
sets the map scale to 4 nm, which corresponds to a 100k resolution. Selection of R5 is mutually
exclusive with all other R- keys while in Scale mode. Four nm is the default scale at power-up and
the R5 label (4) will be displayed in white and boxed when Scale mode is first selected.
3.5.4.3.1.6 R6 (2/CG)

When the map display is in the Scale mode and with Chart map type selected at T1, pressing R6
toggles between Map Scale of 2 nm with a resolution of 50K and City Graphics with a resolution
of 12.5K. Selection of R6 is mutually exclusive with all other R-keys while in Scale mode.
3.5.4.4 MAP Top Page R Keys When in SCALE Mode and Terrain Maps or Images Are Selected

When Terrain maps (T) or Images (I) are selected at T1, the Right bezel keys offer a different set
of scale selections.

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3.5.4.4.1 R1 (80)

When the map display is in the Scale mode and with Terrain map type selected at T1, pressing R1
sets the map scale to 80 nm, which corresponds to a 2M resolution. Selection of R1 is mutually
exclusive with all other R- keys while in Scale mode.
3.5.4.4.2 R2 (40)

When the map display is in the Scale mode and with Terrain map type selected at T1, pressing R2
sets the map scale to 40 nm, which corresponds to a 1M resolution. Selection of R2 is mutually
exclusive with all other R- keys while in Scale mode.
3.5.4.4.3 R3 (20)

When the map display is in the Scale mode and with Terrain map type selected at T1, pressing R3
sets the map scale to 20 nm, which corresponds to a 500k resolution. Selection of R3 is mutually
exclusive with all other R- keys while in Scale mode.
3.5.4.4.4 R4 (10)

When the map display is in the Scale mode and with Terrain map type selected at T1, pressing R4
sets the map scale to 10 nm, which corresponds to a 250k resolution. Selection of R4 is mutually
exclusive with all other R- keys while in Scale mode.
3.5.4.4.5 R5 (4)

When the map display is in the Scale mode and with Terrain map type selected at T1, pressing R5
sets the map scale to 4 nm, which corresponds to a 100k resolution. Selection of R5 is mutually
exclusive with all other R- keys while in Scale mode.
3.5.4.4.6 R6 (2)

When the map display is in the Scale mode and with Images map type selected at T1, pressing R6
toggles between map scales of 2 nm with a resolution of 10 M and 1 nm with a resolution of 5 M.
The selected map scale is displayed in white and boxed, and the other bezel key label is displayed
in cyan.
Upon power-up, neither setting is selected. Upon first press, R6 selects 2. A second press of the
key changes the selection to 1. If any other key on the right side is selected (R2 - R6) while in
Scale mode, then the selection at R6 is automatically turned OFF.
3.5.4.5 MAP Top Page in Overlay Select Mode

The Overlay Select Mode is selected using L4 (OVLY) on the MAP top page. When the Overlay
Select mode is active and the right bezel keys will be configured as detailed below. The four
overlay groups (R1 through R4) are not mutually exclusive. Figure 3-22 illustrates the right bezel
selections on the MAP top page while in Overlay Select Mode.
All symbology associated with a particular subset and defined as active in that subset will either
be overlaid or taken off the map display by toggling the particular key on the right.

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3.5.4.5.1 Bezel Key Description

The left side and top bezel keys are configured as previously described for all MAP top page
modes. Selection of overlays at R1 - R4 will toggle overlay display sets ON or OFF, according to
the overlay setup described in Overlay Setup section.
3.5.4.5.1.1 R1 (OVLY1)

Pressing R1 causes all of the symbology in overlay number 1, as defined on the OVLY SETUP
sub-page, to be displayed on the map. The bezel key legend is the name as defined on the OVLY
SETUP sub-page. The bezel key default name is OVLY1. The default activation is as last set.

Figure 3-22: MAP Top Page R Keys in Overlay Select Mode

3.5.4.5.1.2 R2 (OVLY2)

Function is identical to R1 but for OVLY2.

3.5.4.5.1.3 R3 (OVLY3)

Function is identical to R1 but for OVLY3.

3.5.4.5.1.4 R4 (OVLY4)

Function is identical to R1 but for OVLY2.

3.5.4.5.1.5 R5 (DCLTR 0 1 2)

R5 is a horizontal rotary switch used to select between three declutter levels that are predefined
for each element of an overlay group. Pressing R5 with one or more of the overlay groups selected
at R1, R2, R3 or R4 changes the level of declutter from 0 (everything present), to 1 (some
associated symbol label items removed), to 2 (all but the symbol itself is removed). In the active
state the label is displayed in white and boxed.

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NOTE
The declutter rules apply to threats only. Declutter level 0 allows threat
symbols, legends and circles to be displayed on the map. Declutter level
one displays only the threat symbols and legends. Declutter level two
displays only the threat symbols.

3.5.4.5.1.6 R6 (HSI)

Pressing R6 toggles the Horizontal Situation Indicator (HSI) overlay display ON-DARK (red),
ON-LIGHT (green) and OFF. In the ON state, the applicable HSI is displayed on the map either
as a compass rose when Decenter is OFF at T2, or as an arc when Decenter is ON at T2. Figure
3-23 illustrates the appearance of the compass rose. The default state is the HSI Display ON-
DARK.

Figure 3-23: Horizontal Situation Indicator Overlay

The HSI consists of tick marks arranged in a circle representing the compass in 5- degree
increments. The 30- degree marks are accompanied by a numeric label legend at the outside of the
HSI ring. North (0 degrees) is marked with the letter N. The tick marks and legends are displayed
in orange.
The HSI contains a bearing pointer that corresponds to the EGI or VOR selection made on the FLT
page. The pointer has a yellow triangular head that points to the selected VOR station or waypoint.
A yellow rectangle located in the compass rose opposite the triangular head represents the tail.
If the Map mode is changed (e.g., to NAV mode), with HSI selected, the HSI remains displayed
until the crewmember goes into Overlay Select mode and deselects it. If De-center is turned ON
at T2 from any Top Map mode while the HSI is selected, the configuration of the HSI (either
compass rose or arc) will change automatically. Figure 3-24 illustrates the appearance of the map
display with the HSI selected along with De-center.

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Figure 3-24: Horizontal Situation Indicator with Decenter Selected

3.5.4.6 MAP Top Page in SETUP Mode

The SETUP Mode is selected using L5 on the MAP top page. The SETUP mode provides the
controls and display formats to setup overlays, as well as MAP and NAV functions, and to select
system-wide datums. Figure 3-25 illustrates the appearance of the Top Map page while in Setup
mode. The right-side bezel keys will be configured as detailed below.
3.5.4.6.1 Bezel Key Description

The left-side and top bezel keys are configured as previously described for all MAP top page
modes.
3.5.4.6.1.1 R1 (OVLY SETUP)

Pressing R1 causes the MFD to change to the Overlay Setup page.

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Figure 3-25: R Keys on MAP Top Page in Setup Mode

3.5.4.6.1.2 R4 (LIST)

Pressing R4 causes the DATUM LIST sub-page to be displayed on the MFD. Default datum is 47
(WGS- 84).
3.5.4.6.1.3 R5 (MAP SETUP)

Pressing R5 causes the Map Setup sub-page to be displayed on the MFD.

3.5.4.6.1.4 R6 (NAV SETUP)

Pressing R6 causes the Navigation Setup sub-page to be displayed on the MFD.

3.5.5 FPLN SUB-PAGE

The Flight Plan sub- page allows crewmembers to access and manipulate routes and the flight plan.
The Flight Plan sub-page is accessed by pressing R1 (FPLN) on the MAP top page when in the
Navigation mode. The flight plan may be created from waypoints, targets, or from several
preplanned routes. Once created, the flight plan may be edited or deleted.
A flight plan is distinguished from a route by the following characteristics:
a. A route is any set of points (waypoints and targets) appended together in
sequence, but not currently activated as a flight plan. In practice, a route may be a
frequently used sequence of points. A route may have up to 30 points in it.

b. A flight plan is the set of points that has been activated for navigation steering.
There is only one active flight plan at any given time. A flight plan may be built

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out of known waypoints and targets, as well as routes, and ad hoc waypoints
appended together in sequence. All or any portion of a flight plan may consist of a
route, can be flown in reverse order, or flown an offset heading and distance from
its original location.
3.5.5.1 Center Display Area FPLN Sub-Page

The center of the FPLN sub-page displays the current Flight Plan list surrounded by a white box.
The legend FLIGHT PLAN, or the NAME assigned to the flight plan, is displayed in the center
directly above the flight plan list box. The cursor is displayed adjacent to the current TO waypoint
row located within the waypoint list. The Flight Plan may contain up to 30 data points and may be
a mixture of Waypoints, Targets, or points from a route. The Flight Plan list is numbered
sequentially, with no blank data fields allowed except at the end of the list. Figure 3-26 illustrates
the Flight Plan sub-page.

Figure 3-26: FPLN Sub-page

3.5.5.2 Bezel Key Functions

The bezel keys on the Flight Plan sub-page consist of scroll/enter tools, selections to other sub-
pages, and manipulation of the flight plan.
3.5.5.2.1 L1 (Page-up Tool)

3.5.5.2.2 L2 (Scroll-up Tool)

3.5.5.2.3 L4 (Scroll-down Tool)

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3.5.5.2.4 L5 (Page-down Tool)

3.5.5.2.5 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.5.2.6 T1 (DEL FPLN)

Pressing T1 deletes the active flight plan from the MC. Any flight plan stored on the MSN RMU
in the ADTS is not affected. When T1 is pressed, a PRESS TO VERIFY CIM is displayed below
the DEL FPLN legend in white and boxed. To complete the deletion of the Flight Plan, T1 must
be pressed a second time within 5 seconds of the first press. When the second press is made, the
flight plan is deleted, and the legend at T1 is slashed. If the 5-second timer expires, or if any other
MFD key is pressed before the second press of T1, the Delete Flight Plan function will be
terminated.
When a Flight Plan has been deleted, there is no active Flight Plan in the aircraft. No steering cues
are presented on the map display except for Direct To or Pattern functions. The Progress box, and
the area between R2 and R3 will be filled with dashes.
3.5.5.2.7 T2 (PATRN)

Pressing T2 moves MFD control to the Pattern sub-page.

3.5.5.2.8 T3 (ROUTE)

Pressing T3 moves MFD control to the ROUTE sub-page.

3.5.5.2.9 T4 (EDIT)

Pressing T4 moves MFD control to the Edit sub-page.

3.5.5.2.10 T5 (PTA/ETA/DIR/TTG)

Pressing T4 toggles the MFD between Planned Time of Arrival (PTA), Estimated Time of Arrival
(ETA) Direct (DIR) and Time To GO (TTG) for modifying flight plans.
3.5.5.2.11 T6 (SEQ A M)

Pressing T6 allows selection of Automatic or Manual Flight Plan Sequencing. The letters A and
M stand for Auto and Manual, respectively. The default is A (Automatic). When A is selected, a
waypoint approach alert will be signaled 20 seconds before reaching the next waypoint and, after
passing it, the subsequent waypoint in the flight plan will become the new destination. If Manual
is selected, the NEXT or PREV keys must be pressed to sequence the flight plan and update the
associated Progress area calculations.
3.5.5.2.12 R1 (SEL XX)

Pressing R1 causes a valid row number entered in the scratchpad to display in white and boxed
beneath the SEL legend, and causes the cursor to move to the corresponding row.

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3.5.5.2.13 R2 (OFFSET)

Pressing R2 turns the Offset Flight Plan function ON or OFF. The flight plan displayed on the
MAP top page will be offset by the bearing and range displayed at R3 and R4 when Offset is
active. Subsequently pressing R2 will cause the Flight Plan display to revert to the original
configuration. If no flight plan exists, the key label will be slashed and function unavailable.
Default values for Offset are 0 (zero) miles and heading of 0 (zero), or last selected.
3.5.5.2.14 R3 (RNG X.X)

Pressing R3 enters the range for the Offset Flight Plan function. The last entered value for the
distance of the offset is displayed below the legend. If the scratchpad contains a valid offset range,
pressing R3 causes the data to be transferred to the display legend at R3. Default is 0. The valid
data range for offset distance is 0 - 53.9 nm or 0 - 99.9 km.
3.5.5.2.15 R4 (BRG XXX)

Pressing R4 enters the bearing for the Offset Flight Plan function. The last entered value for the
heading of the offset is displayed below the legend. If the scratchpad contains a valid offset
bearing, depressing R4 causes the data to be transferred to the display legend at R4. The default is
000. The valid data range is 000 - 360.
3.5.5.2.16 R5 (ADD PTA)

Pressing R4 enters the PTA for a waypoint in the database. With the cursor positioned at a desired
point in the flight plan, the PTA can be entered in the scratchpad (XXXX), and pressing R5 will
cause the PTA to be displayed adjacent to the coordinates in the selected line. The database will
update at this time, to include the associated PTA with that point.
Time zone for entry and display is that set on the Systems Setup sub- page. The PTA at the time
of entry will be stamped to indicate a UTC date to prevent ambiguity. PTAs can only be entered
for a future time and past PTAs are automatically erased from the database.
3.5.5.2.17 R6 (DEL PTA)
Pressing R5 deletes a PTA for a waypoint from the database. With the cursor positioned at a desired
point in the flight plan, a PTA can be deleted by pressing R6. When R6 is pressed a PRESS TO
VERIFY CIM is displayed adjacent to the legend at R6. The PRESS TO VERIFY legend is
displayed in white and boxed. To complete the deletion of the desired PTA, R6 must be pressed a
second time within 5 seconds of the first press. If the 5-second timer expires, or if any other MFD
key is pressed before the second press of R6, the DEL PTA function is terminated, and R6 will
revert to the DEL PTA legend in cyan.

3.5.6 PATRN SUB-PAGE

Search Patterns are selectable from the Pattern sub-page by pressing T2 (PATRN) from the Flight
Plan (FPLN) page. There are three search patterns that can be chosen. When activated, the selected
search pattern is displayed on the MAP top page. A search pattern will not cause the flight plan to
be removed from the map display, however, steering calculations and cues will be made based on
the active search pattern.

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3.5.6.1 Center Display Area PATRN Sub-Page

The Pattern sub-page is displayed on a black display area, with the list of selectable patterns in the
center tabular field. Figure 3-27 illustrates the Pattern sub-page, with Ladder pattern selected.
3.5.6.2 Bezel Key Description

Bezel keys for the Pattern sub-page allow selection of a pattern type and the ability to move to an
edit page for the selected pattern.
3.5.6.2.1 L2 (Scroll-up Tool)

3.5.6.2.2 L4 (Scroll-down Tool)

3.5.6.2.3 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.

Figure 3-27. PATRN Sub-page

3.5.6.2.4 T4 (EDIT LIST)

Pressing T4 accesses the Edit List sub-page for the selected pattern for entering the parameters of
the selected pattern. The EDIT LIST label will be slashed when the cursor is pointing to an
activated pattern. There is no indication on this page as to which search pattern has been activated.

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3.5.6.2.5 T6 — ACTVT

Pressing T6 will activate the pattern to which the cursor is pointing. If a pattern has not been
defined, the ACTVT label will be slashed whenever the cursor is pointing to an undefined pattern.
When the cursor is pointing to the active pattern, T6 is displayed in white and boxed; otherwise, it
is displayed in cyan. Selection of a new search pattern for activation while another one is already
active will deactivate the previously active pattern, and activate the selected search pattern.

3.5.7 EDIT LIST (PATTERN) SUB-PAGE

The EDIT LIST page presents a format for entry of the various data that is applicable to a particular
point or pattern being edited. Editing a data point in the selected Search Pattern may be accessed
by highlighting the pattern to be edited with the scroll/enter tool, and by pressing T4 (EDIT LIST)
on the PATRN sub-page.
On the EDIT LIST page, the scroll/enter tool is used to select the data field to be edited, and the
keyboard and scratchpad are used to edit or enter data into the desired field.
3.5.7.1 Center Display Area EDIT LIST Sub-Page

The center display area of the EDIT LIST page for Patterns consists of a tabular display of the
parameters to be edited to define the selected pattern. Figure 3-28 illustrates the Edit List page
when the Ladder Pattern has been selected.

Figure 3-28: EDIT LIST Sub-page with Ladder Pattern

3.5.7.2 Bezel Key Description

3.5.7.2.1 L2 (Scroll-up Tool)

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3.5.7.2.2 L3 (ENT)

Pressing L3 enters the selected parameters of the pattern and activates the pattern upon return to
the MAP top page. Figure 3-29 illustrates the Top Map page with an activated pattern.
3.5.7.2.3 L4 (Scroll-down Tool)

3.5.7.2.4 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.7.2.5 T1 (DEL XXXXX)

Pressing T1 deletes the displayed PATRN. The legend is DEL XXXXX, where XXXXX is LADR,
SQUAR, or SECTR, depending on which search pattern is being edited. Pressing T1 causes the
CIM, PRESS TO VERIFY, to be displayed. A second press of T1 causes the displayed data to be
deleted. If the T1 key is not pressed a second time within 5 seconds, or if another bezel key is
pressed during the 5-second period, the Delete function is cancelled.

Figure 3-29: MAP Top Page with Ladder Pattern Activated

3.5.7.2.6 T2 (VIEW)

Pressing T2 causes MFD control to move to a page that looks like the map display with the selected
pattern displayed.

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3.5.7.2.7 R4 (LIST)

Pressing R4 displays the Waypoint List sub-page.

3.5.7.2.8 R6 (CANC)

Pressing R6 cancels any changes to the current search pattern being edited. When R6 is pressed,
the original data shown when the Edit List page was accessed is restored to the data fields.
3.5.7.3 Pattern Parameters and Range Limits

Figure 3-30 defines the pattern parameters and range limits for data entry. Figure 3-31, Figure 3-
32, and Figure 3-33 illustrate the plots of the ladder, sector, and expanding square patterns,
respectively.
Figure 3-34 and Figure 3-35 illustrate the EDIT LIST sub-page for the Expanding Square and
Sector patterns.

PATTERN TYPE PARAMETER RANGE DEFAULT SETTING

Ladder Start Point N/A Present position
Heading 0 - 360 degrees Current heading
Left/Right Left or Right Right
Length 0.1 - 99.9 KM or 0.1 - 53.9 NM 10.0
Track Height 0.1 - 99.9 KM or 0.1 - 53.9 NM 1.0
Expanding Square Start Point N/A Present position
Heading 0 - 360 degrees Current heading
Left/Right Left or Right Right
Track 0.1 - 99.9 KM or 0.1 - 53.9 NM 1.0
Sector Start Point N/A Present position
Heading 0 - 360 degrees Current heading
Radius 0.1 - 99.9 KM or 0.1 - 53.9 NM 1.0
Sector Width 1 - 90 degrees 60 degrees
Left/Right Left or Right Right

Figure 3-30: Pattern Parameters and Data Range Limits

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Figure 3-31: LADDER Pattern

Figure 3-32: SECTOR Pattern

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Figure 3-33: EXPANDING SQUARE Pattern

Figure 3-34: EDIT LIST Sub-page for Expanding Square Pattern

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Figure 3-35: EDIT LIST Sub-page for Sector Pattern

3.5.8 VIEW SUB-PAGE

The VIEW sub-page displays an auto-scaled representation of a selected PIM, route, flight plan,
or search pattern on the map. All points of a flight plan, route or the PIM will be plotted and
displayed; search patterns are limited to the first five points of the plot. This function serves only
to give the crewmember a view of the function being edited.
Auto-scale is a supporting function that chooses the smallest chart scale that will make visible all
of the points for any orientation.
If the LOOK function is active, then the last slew center is retained as the center for auto-scale. If
LOOK is not active, then ownship will be the auto-scale center at the time VIEW is selected. The
chart scale will be restored to the previously selected value when view plot is concluded. Zoom
will be set to 1 for auto-scale and similarly restored. The current orientation mode will remain in
effect. The De-center function will be forced to OFF, if it was ON, while VIEW is selected and
will be restored after VIEW is deselected.
3.5.8.1 Center Display Area VIEW Sub-page

Selecting View will cause the map to display the flight plan, route or search pattern, but does not
cause them to be activated. The map scale will be automatically selected to include as much as
possible of the flight plan, route, or the first five points in a pattern. Map is centered in North Up
orientation, and the ownship aircraft symbol is the only other symbology overlaid on the map for
flight plan View. If the map area displayed by the View selection does not contain the current
helicopter location, then the ownship aircraft symbol will not be displayed.

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When the VIEW sub-page has been selected from the EDIT sub-page with FPLAN selected and
in MAN BUILD mode, the underlying map will be displayed with the Flight Plan currently being
built overlaid on it, including waypoints, waypoint labels, and flight legs in sequence.
When the VIEW sub-page has been selected from the PATRN sub-page, the underlying map video
is displayed with the first five points of the pattern overlaid on it. The map scale is automatically
selected to include the first three turns of the pattern. The remainder of the pattern is built three
legs in advance of the aircraft, as the pattern is flown. Figure 3-36 illustrates the VIEW sub-page,
with a Ladder pattern selected.
When the VIEW sub-page has been selected from the EDIT sub-page with FPLAN selected and
in MAN BUILD mode, the underlying map will be displayed with the Flight Plan currently being
built overlaid on it, including waypoints, waypoint labels, and flight legs in sequence.
3.5.8.2 Bezel Key Description

The only selectable option on this page is L6 (RTN). When the l6 bezel key is pressed MFD control
returns to the sub-page from which it was called.

3.5.9 ROUTE SUB-PAGE

Selecting ROUTE at T3 on the FPLN sub-page displays the ROUTE sub-page. A route can be
selected for editing from the Route list using the scroll/enter tool. The route name can be changed
using the scroll/enter tool.

Figure 3-36: VIEW Sub-page with Ladder Pattern

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3.5.9.1 Center Display Area ROUTE Sub-Page

The legend ROUTE is displayed at the top center of the page starting at line 2. The center area
consists of a list of up to 10 Routes, displayed in a window titled ROUTE LIST. Figure 3-37
illustrates the ROUTE sub-page.
3.5.9.2 Bezel Key Description

3.5.9.2.1 L2 (Scroll-up Tool)

3.5.9.2.2 L3 (ENT)

Enter tool.
3.5.9.2.3 L4 (Scroll-down Tool)

3.5.9.2.4 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.9.2.5 T1 (DEL ROUTE)

Pressing T1 deletes a selected route. When DEL ROUTE is pressed, a PRESS TO VERIFY CIM
is displayed adjacent to the DEL ROUTE legend at T1, in white and boxed. To complete the
deletion of the Route, T1 must be pressed a second time within 5 seconds of the first press. When
the second key press is made, the Route is deleted, and the legend at T1 returns to cyan. If the 5-
second timer expires, or if any other MFD key is pressed before the second press of T1, the DEL
ROUTE function is terminated, the CIM disappears, and T1 reverts to the DEL ROUTE legend in
cyan.

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Figure 3-37: ROUTE Sub-page

3.5.9.2.6 T4 (EDIT)

Pressing T4 selects the EDIT sub-page for display.

3.5.9.2.7 R1 (SEL)

Pressing R1 selects a valid row number entered in the scratchpad to be displayed in white and
boxed beneath the SEL legend, and causes the cursor to move to the corresponding row. The row
identifier, a 2-digit list item number, is displayed below the label. If the scratchpad contents are
not valid for the Select function, the scratchpad will display FORMAT ERROR, and the identifier
at R1 will not change.

3.5.10 EDIT SUB-PAGE

The Edit sub- page follows the general rules of list management. The Edit page, when selected
from the Flight Plan page, provides two functions: (1) editing of the list displayed on the left side
of the display; and (2) building the Flight Plan on the right side of the display. When selected from
the Route sub-page, the Edit page provides the two functions of editing the list displayed on the
left side of the display and building a route on the right side of the display.
The Flight Plan or Routes can only be edited using the MANUAL BUILD or the AUTO BUILD
functions. Waypoints and Targets can only be deleted from the database on the WAYPOINT or
TARGET EDIT LIST sub-pages. Deleting a point from a Flight Plan or Route list only results in
removal of the point from the Flight Plan or Route, not from the general data base list. Up to 10

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routes may be stored which may contain up to 30 data points each. Inclusion of a route in the Flight
Plan causes the number of points in the route to be counted toward the 30 maximum points for the
flight plan. If the total number of data points in the flight plan plus the route to be inserted exceeds
the 30-points limit, a LIST FULL CIM will be displayed when attempting to include that route in
the flight plan.
When a route is added to or inserted into the Flight Plan, the route data points become Waypoints
or Targets, and lose their identity as part of the selected route. The Route List, however, remains
unchanged. The edited Flight Plan is activated when the crewmember leaves the page.
When EDIT is entered, the data list last viewed on the left side is displayed (Waypoint, Route,
Target, or Threat), with the default being Waypoint List. If the Edit sub- page is entered from the
Route sub- page, then the Route list is not a selectable option on the left side.
The maximum number of points that the DMS will accept is 999. A maximum of 99 may be
selected for display at any one time. These are allocated as follows:
a. Waypoint list may consist of up to 499 user-defined points (W01 – W499). In
addition, there are also 500 DAFIF waypoints (W500 - W999). DAFIF waypoints
are non-editable, and will not be displayed as waypoints unless they are included
in a route or flight plan. As a point in the flight plan or route, the DAFIF point can
be included in the 30-point total. When a DAFIF point is used in a flight plan or
route, it is included against the maximum number of points (99).

NOTE
DAFIF waypoints may contain more than one point if they represent a
boundary or area.

b. Target list may consist of up to 99 user-defined points (T01 - T99).

c. Four waypoints are reserved and can be used for a Search Pattern; and two can be
used for Direct-To functions.

d. Thirty points are reserved for flight plan definition.

e. The maximum number of points allowed in the Threat List for display as threats
on the Map is 99 (K01 - K99). Threats cannot be included as points in a flight
plan or route.

f. If the right list is a route or a flight plan that is full (30 points), L3 (Enter) will be
slashed.
3.5.10.1 Center Display Area EDIT Sub-Page

Figure 3-40 illustrates the appearance of the EDIT sub-page (the EDIT sub-page, when selected
from the ROUTE sub-page).
When EDIT is entered from the ROUTE sub-page, the data list last viewed is displayed on the left
side (Waypoint, Threat or Target List), with the default being the Waypoint List. The currently

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selected route is shown in the tabular display area on the right side of the screen. When the EDIT
sub-page is entered from the FPLN sub- page, the right side of the screen displays the current
Flight Plan.
In Figure 3-38, the VIEW key at T2 is slashed because View mode is not available when the page
is not in a Build mode. View mode becomes available when either the AUTO BUILD or
MANUAL BUILD key is pressed, and the Route List is selected.
The ROUTE PTS key at T5 is slashed because View Waypoint is not available from this page.
When the Edit List key at T4 is selected, then the View Waypoint function will become available,
if the Route List is displayed in the left-side window.

Figure 3-38: EDIT Subpage for Route

The selection of Route (R) is not available at the List selection key at R4, because the route is
displayed on the right side of the screen, and does not need to be selected for the left-side list. If
the EDIT sub-page had been accessed from the FPLN sub-page, rather than the ROUTE sub-page,
then the Route selection at R4 would be available.
When in Build mode, the Threat (K) selection is not available at the List selection key at R4,
because Threats may not be used for insertion into a Route or Flight Plan. Both the R and the K
functions are skipped in the rotation when they are slashed.
The Switch key at R6 is slashed because Switch is not available when the page is not in a Build
mode. Switch becomes available when either the AUTO BUILD or MANUAL BUILD keys are
pressed. While in Edit mode, only the left side of the screen is accessible.
3.5.10.2 Bezel Key Description

The scroll/enter tool is used to perform the EDIT function in one of two ways:
1. Pressing ENT at L3 causes the contents of the selected row in the List selected at

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R4 (W or T) to be moved to the scratchpad for keyboard editing.

2. Pressing EDIT LIST at T4 enables the display of the data page for the selected
data row. The scroll/enter tool is then used to edit any data field within the
display.

When the waypoint list is displaying non-editable DAFIF points, the ENT key is slashed.
The EDIT sub-page is also used to manually build a route. When MAN BUILD is selected at R2,
the keys at R5 and R6 become available, and are no longer slashed.
3.5.10.2.1 L1 (Page-up Tool)

3.5.10.2.2 L2 (Scroll-up Tool)

3.5.10.2.3 L3 (ENT)

When in MAN BUILD mode (R2 is active), pressing enter at L3 causes the data displayed in white
in the left list to be copied to the right list in one of two ways:
1. Insert: If a highlighted item exists in the right list, then the ENT key causes the
highlighted data in the left list to be inserted in the right list at the line
immediately above the cursor. All data lines beneath the inserted line in the right
list will then move down one.

2. Add: If a highlighted item doesn’t exist in the right list, then the ENT key causes
the highlighted data in the left list to be added to the right list, immediately below
the last entry in the list.

When not in the MAN BUILD mode (R2 is cyan), the scroll/enter tool is used to perform the Edit
function in one of two ways:
1. Pressing ENT at L3 causes the contents of the selected row in the List selected
at R4 (W, R, T, or K) to be moved to the scratchpad for keyboard editing. If
EDIT was invoked from the Route sub- page, R will be slashed and unavailable
for this function.

2. When a DAFIF point is selected on the waypoint list, the ENT key is slashed,
because DAFIF points are not editable.

If either edit function is attempted on a data point that is also included in the flight plan or a route,
a PRESS TO VERIFY CIM will be displayed at L3 in white and boxed. To complete the edit
function for this point, L3 must be pressed a second time within 5 seconds of the first press. If the
5-second timer expires, or if any other MFD key is pressed before the second press of L3, the edit
function will be terminated, and L3 will revert to the ENT legend in cyan.
3.5.10.2.4 L4 (Scroll-down Tool)

3.5.10.2.5 L5 (Page-down Tool)

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3.5.10.2.6 L6 (RTN)

The Return key legend is displayed in cyan. Its function is to move MFD control back one page in
the MFD structure, to the page that originally called the current sub-page.
3.5.10.2.7 T1 (DEL ROUTE)

Pressing T1 will delete the selected route. When DEL ROUTE is pressed a PRESS TO VERIFY
CIM is displayed adjacent to the DEL ROUTE legend at T1, in white and boxed. To complete the
deletion of the Route, T1 must be pressed a second time within 5 seconds of the first press. When
the second key press is made, the Route is deleted, and the legend at T1 returns to cyan. If the 5-
second timer expires, or if any other MFD key is pressed before the second press of T1, the DEL
ROUTE function will be terminated, and T1 will revert to the DEL ROUTE legend in cyan.
3.5.10.2.8 T2 (VIEW)

Pressing T2 will display the View sub-page. When VIEW has been selected from the EDIT
ROUTE sub-page, the route, as shown in the right-side list will be displayed over underlying map
video. When VIEW is selected from the EDIT FPLN sub-page, the flight plan, as shown in the
right-side list will be displayed over underlying map video. VIEW for EDIT FPLN or EDIT
ROUTE is only selectable when MAN BUILD at R2 is ON and the cursor is in the right-side list.
3.5.10.2.9 T3 (RVRS ROUTE)

Pressing T3 enables the Reverse Route function. RVRS ROUTE is slashed, and has no function
unless the Route list is in the left window and FPLN is in the right window. When active, pressing
T3 causes the sequence of the points in the displayed Route to be reversed and the reversed rout
can then be inserted into the flight plan. When a route has been reversed, the legend RVRS ROUTE
is displayed in white and boxed.
3.5.10.2.10 T4 (EDIT LIST)

Pressing T4 enables the Edit List function for the selected item displayed in the left side list. The
EDIT LIST label is slashed and unavailable if the cursor is in the right-side list (MAN BUILD
selected at R2) or the left side list is the Route list.
3.5.10.2.11 T5 (ROUTE PTS)

Pressing T5 displays the Route Points sub-page (Figure 3-39). The legend is slashed and the bezel
key inactive unless the Route List is displayed in the left window on the Edit sub- page. The Route
Points sub-page displays the list of points from the selected route in the left window, and the Flight
Plan in the right window. This key is only available from the Flight Plan Edit sub-page. If the Edit
page is accessed from the Route or Edit List functions, this function is not available, and the key
legend is slashed.
3.5.10.2.12 T6 (AUTO BUILD)

Pressing T6 on the Edit sub- page displays the AUTO BUILD sub-page with the flight plan or
route being modified. The AUTO BUILD label will be slashed if MAN BUILD or AUTO BUILD
is in progress anywhere else in the aircraft but the present MFD.

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3.5.10.2.13 R1 (SEL XX)

Pressing R1 causes the contents of the scratchpad to be transferred to R1 if a valid identifier is

present, and causes the cursor to be positioned adjacent to the identified row in the left list. The
last selected item identifier is displayed in a window beneath the key label in white and boxed. If
the scratchpad contents are not valid for the SEL function, the scratchpad will display a RANGE
ERROR or FORMAT ERROR CIM, and the identifier at R1 will not change.
The identifier consists of a W, T, R, or K followed by two digits, or consists of three digits if a
DAFIF point is being selected. The identifier is dependent on the list displayed in the left window.
If the cursor is in the right list, then SEL will be slashed.

Figure 3-39: ROUTE POINTS Sub-page

3.5.10.2.14 R2 (MAN BUILD)

Pressing R2 toggles the MAN BUILD function ON and OFF. When active, the legend is displayed
in white and boxed. The MAN BUILD label is slashed and unavailable if MAN BUILD or AUTO
BUILD is in progress on any other MFD in the aircraft. The label is also slashed if K is selected
at R4.
The MAN BUILD mode of editing allows the flight plan or route to be modified using data points
from the selected left list. The procedure allows any point from the Target or Waypoint list to be
copied into the Flight Plan or Route. In addition, any route in the Route List may be copied into
the Flight Plan. The desired data list is selected using R4.
When MAN BUILD is active and the route list is selected in the right window, the bezel keys at
R5 and R6 are available, and the slash removed from their legends. The Threat (K) function at R4
is slashed and unavailable during the MAN BUILD mode.

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The ENT key at L3 is used for inserting a highlighted point from the left window into the flight
plan in the right window at the cursor, or at the end of the list. The procedure for insertion and
adding of points, and list building follows the general procedure for list management. The point to
be inserted/added to the flight plan or route is selected using the scroll/enter tool on the left list.
The switch tool at R6 is then used to switch control of the cursor to the right list, leaving the data
line in the left list highlighted. To insert data into the flight plan or route, the cursor in the right list
must be placed at the line where the insertion is to be made. To add the data to the flight plan or
route, the cursor in the right list must be placed at the end of the list after the last line. Any time
the Edit Flight Plan or Route page is selected from the FPLN or ROUTE pages, the cursor will
always default to the end of the list. Pressing at L3 causes the selected data in the left list to be
copied to the right list at the cursor location. If the data are inserted in the middle of the list, then
all data lines beneath the inserted line in the list will move down one position. The cursor will
remain pointing at the same highlighted item in the right list, which moves down the list as lines
are inserted, until the crewmember selects a different insertion point.
A point may be included in a flight plan or route more than once. However, the same point may
not be inserted consecutively. If a point is selected for insertion or addition immediately before or
after itself, then the ENT key at R3 will be slashed. If a route is inserted into a flight plan, and the
first point of the route is the same as the previous point in the flight plan, then the duplicate point
will be removed from the flight plan after the route has been inserted or added.
When MAN BUILD is selected, the following bezel keys are available, and the slashes removed
from their legends:
a. T2 (VIEW, unless VIEW is active on another MFD)
b. R5 (DEL)
c. R6 (Switch Tool).
Figure 3-40 illustrates the EDIT sub-page using Waypoints to build the Flight Plan with MAN
BUILD mode ON. Figure 3-41 illustrates the EDIT sub-page using Waypoints to build a Route
with MAN BUILD mode ON.

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Figure 3-40: EDIT Sub-page for Flight Plan with MAN BUILD ON

Figure 3-41: EDIT Sub-page for Route with MAN BUILD ON

3.5.10.2.15 R4 (W R T K)

Pressing R4 sequentially selects between the Waypoint list (W), the Route list (R), and the Target
list (T), and the Threat List (K) for display in the left window. K will be slashed if MAN BUILD
is selected at R2. MAN BUILD is not available if K is selected. The R is slashed when the EDIT
page is accessed from the ROUTE page.

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3.5.10.2.16 R5 (DEL)

Pressing R5 causes the deletion of data from the row adjacent to the cursor in the right list. When
R5 is pressed, a PRESS TO VERIFY CIM is displayed in white and boxed adjacent to the DEL
legend at R5. To complete the deletion of the row, R5 must be pressed a second time within 5
seconds of the first press. If the 5-second timer expires, or if any other MFD key is pressed before
the second press of R5, the DEL function will be terminated, and R5 will revert to the DEL legend
in cyan. The right list will collapse as items are deleted and no blank lines will be left in the middle
of the listed items.
The Delete key at R5 is slashed while in Edit mode; it is only available when MAN BUILD has
been selected at R2. The Delete key is slashed while in MAN BUILD mode if the Switch tool has
placed the cursor in the left list. Items in the left list may only be deleted from the master database
on the Edit List sub-page using the T1 key (DEL WYPT).
3.5.10.2.17 R6 (Switch Tool)

Pressing R6 toggles the cursor between the right and left windows in the MAN BUILD mode. The
left or right pointing switch caret will be displayed in white and boxed to indicate the active side
of the display window. The inactive side of the display window is represented by a cyan switch
caret. The title above the selected window will be displayed in white, to indicate
selection/activation.
R6 is slashed while in Edit mode and is only available when MAN BUILD has been selected at
R2.

3.5.11 EDIT LIST SUB-PAGE

The EDIT LIST sub-page, when accessed from the EDIT sub-page or TSS CUE sub-page, is used
to present a format for editing of the various data, applicable to the particular point being edited.
Editing a data point in the Waypoint or Target list (or Threat when Edit List is selected from Edit
Flight Plan or TSS CUE sub-page) may be invoked by:
1. Highlighting the point to be edited with the scroll/enter tool on the Edit sub-page.
2. Pressing T4 (EDIT LIST) on the EDIT sub-page.

The scroll/enter tool is used to select the data field to be edited, and the keyboard is used to edit or
enter data into the desired field. Note that the only data required to define a point is its geographic
al location. All other data is optional to the user.
3.5.11.1 Center Display Area EDIT LIST Sub-page

The center display area of the EDIT LIST sub-page consists of a tabular display of the data fields
applicable to the point selected or highlighted when the EDIT LIST sub-page is accessed. Figure
3-42 illustrates the appearance of the EDIT LIST sub-page when accessed from the EDIT sub-
page, with Waypoint selected. Figure 3-43 and Figure 3-44 show the editable characteristics and
parameters for Waypoints, Targets and Threats. Figure 3-45 and Figure 3-46 illustrate the
appearance of the EDIT LIST sub-page when Targets or Threats are selected.

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Figure 3-42: EDIT LIST Sub-page for a Waypoint

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POINT DATA
TYPE FIELD FORMAT RANGE DEFAULT SETTING
Waypoint Waypoint WXX 00 - 99 Next available number
Number
Label AAAAAAAA Up to 8 alphanumeric Last Entered (or empty)
characters
Position NDD.MM.SS.S or NDD.MM.MMM Degrees, minutes, and North and West (or last
(Lat/Long) WDDD.MM.SS.S or seconds to tenths; or entered)
WDDD.MM.MMM degrees, minutes, and
thousandth minutes
Position XXAAA/XXXXXXXXXX Up to 10 characters Current grid (or last
(MGRS) (after grid identifier) entered)
Elevation +- XXXXX FT (in Feet, MSL) -9,999 - +99,999 0 Ft, MSL
MagVar A XXX.X East or West; 0-999.9 Computed Value
Datum ID XX 1-47
Datum Determined by Datum ID WGS-84 or last set
Waypoint AAAAAAAAAAAAAAA Up to 15 Empty data field
Type alphanumeric
characters
Remark Twenty-seven alphanumeric characters None Empty data field

Target Target TXX 01 - 99 Next available number

Number
Label AAAAAAAA Up to 8 alphanumeric Last Entered (or empty)
characters
Position NDD.MM.SS.S or NDD.MM.MMM Degrees, minutes, and North and West (or last
(Lat/Long) WDDD.MM.SS.S or seconds to tenths; or entered)
WDDD.MM.MMM degrees, minutes, and
thousandth minutes
Position XXAAA/XXXXXXXXXX Up t o 10 characters Current grid (or last
(MGRS) (after grid identifier) entered)
Elevation +- XXXXX FT (in Feet, MSL) -9999 -- +99,999 FT 0 Ft, MSL
MagVar A XX.X North, East, South, or Computed value
West; 0-999.9
Datum ID XX 1-47 (see below)
Datum Determined by Datum ID WGS 84 or last set
Target AAAAAAAAAAAAAAAAAAA Up to 19 Empty data field
Type alphanumeric
characters
Remark Twenty-seven alphanumeric characters None Empty data field

Figure 3-43: Parameters for Waypoints, Targets and Threats

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POINT DATA
TYPE FIELD FORMAT RANGE DEFAULT SETTING
Threat Threat KXX 01 - 99 Next available number
Number
Tag AAAAAAAA Up to 8 alphanumeric Last Entered (or empty)
characters
Position WDDD.MM.SS.S or Degrees, minutes, and North and West (or last
(Lat/Long) WDDD.MM.MMM NDD.MM.SS.S or seconds to tenths; or entered)
NDD.MM.MMM degrees, minutes, and
thousandth minutes
Position XXAAA/XXXXXXXXXX Up to 10 characters Current grid (or last
(MGRS) (after grid identifier) entered)
Elevation +- XXXXX FT (in Feet, MSL) -9,999 -- +99,999 0 Ft, MSL

Threat Two rows of 12 each alphanumeric None Empty data field

Type characters
Remark Twenty-seven alphanumeric characters None Empty data field

Figure 3-44: Parameters for Waypoints, Targets and Threats

Figure 3-45:. EDIT LIST Sub-page for a Target

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Figure 3-46: EDIT LIST Sub-page for a Threat

3.5.11.2 Bezel Key Description

3.5.11.2.1 L2 (Scroll-up Tool)

3.5.11.2.2 L3 (ENT)

Enter Tool
3.5.11.2.3 L4 (Scroll-down Tool)

3.5.11.2.4 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.11.2.5 T1 (DEL XYZ)

Pressing T1 causes the displayed dataset to be deleted. The legend is DEL XYZ, where XYZ is
WPT (Waypoint) or TGT (Target) (or THRT [Threat when Edit List is selected from Edit Flight
Plan]), depending on which page is being edited. Pressing T1 causes a PRESS TO VERIFY CIM
to be displayed. A second press of T1 causes the displayed data to be deleted. If T1 is not pressed
within the 5-second timer, or if any other MFD bezel key is pressed during the 5-second timer
period, then the Delete operation will be cancelled; the key legend will return to cyan, and the
displayed data will remain undeleted.

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3.5.11.2.6 T2 (VIEW)

The VIEW key is only available when a PIM, pattern, route or flight plan is displayed. The VIEW
label will be slashed for waypoints (except PIM), targets, and threats.
3.5.11.2.7 R4 (LIST)

The List key is functional only with fields that have a List associated with them such as a Pattern
Name or Type (Threat only). Not used on this page.
3.5.11.2.8 R6 (CANC)

Pressing R6 causes the changes to be cancelled, and the original data base information to be
restored for the current point.

3.5.12 EDIT LIST SUB-PAGE FOR PIM

Waypoint 00 (W00) is always the PIM. The PIM is selectable for editing from the EDIT sub-page
when the WAYPOINTS LIST is displayed.
3.5.12.1 PIM Applicability

The PIM can be used with the following functions or modes:

1. View (plot)
2. Waypoint in a flight plan
3. Waypoint in a route
4. Look mode, used as a center after being hooked
5. Hook, to view amplify window of current PIM position. The PIM cannot be used
with the following functions or modes:
a. For navigation update as a CKPNT
b. For CSP
c. For CLOS
d. For DIR
e. For PPT.
3.5.12.2 Center Display Ar ea EDIT LIST Sub-page

The center display area of the EDIT LIST sub-page for PIM consists of a tabular display of the
data fields applicable to the PIM. Figure 3-47 illustrates the appearance of the EDIT LIST sub-
page for PIM when accessed from the EDIT sub-page, with the PIM selected. Figure 3-48 shows
the editable characteristics and parameters for the PIM.
Course is defined as True or Magnetic based on the selection on the NAV SETUP sub-page. If the
North reference is changed while the PIM is being edited, the original reference will persist until
the edit session is ended.
If time entry is earlier than current time, the date shall be taken as tomorrow, otherwise the date is
today.

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If the PIM is a current destination in the flight plan and the current time is before the PIM start,
the flight plan shall use the start location as the destination. If the PIM has stopped in the past, the
flight plan will use the terminal location.

Figure 3-47: EDIT LIST Sub-page for PIM

ITEM LINE LABEL DESCRIPTION

LABEL LABEL: PIM
Starting Point Position START POINT: Geographic location in LMU
selected coordinates
Datum Number DATUM: Datum List 2 digit number
Datum Name DATUM: Datum Name
Starting Time START TIME: HH:MMT where T is Z or L
Leg Run Time LEG RUN TIME: Time interval of first leg in
HH:MM
Course COURSE: 000 to 359 degrees
Speed SPEED: 0 to 60 kts
Leg LEG: 2
Course COURSE: 000 to 359 degrees
Speed SPEED: 0 to 60 kts
Time TIME: Time interval of second leg in
HH:MM
Repeats Leg 2 data until 5 legs are entered, and five future points can be plotted from the start point
Figure 3-48: Parameters for PIM Data Box

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3.5.12.3 Bezel Key Description

3.5.12.3.1 L1 (Page-up Tool)

3.5.12.3.2 L2 (Scroll-up Tool)

3.5.12.3.3 L3 (ENT)

Enter Tool
3.5.12.3.4 L4 (Scroll-down Tool)

3.5.12.3.5 L5 (Page-down Tool)

3.5.12.3.6 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.12.3.7 T1 (DEL PIM)

Pressing T1 causes the displayed dataset to be deleted. Pressing T1 causes a PRESS TO VERIFY
CIM to be displayed. A second press of T1 causes the displayed data to be deleted. If T1 is not
pressed within the 5-second timer, or if any other MFD bezel key is pressed during the 5-second
timer period, then the Delete operation will be cancelled; the key legend will return to cyan, and
the displayed data will remain undeleted.
3.5.12.3.8 T2 (VIEW)

The VIEW key is used to view a plot of the PIM. The PIM starting point and its subsequent
points will be displayed with the legs connecting the points. PIM position is calculated and
updated every 10 seconds. If the PIM begins in the future, the PIM starting point will be the PIM
destination.
3.5.12.3.9 R4 (LIST)

The List key is functional only with fields that have a List associated with them such as a Start
Point or Datum.
3.5.12.3.10 R6 (CANC)

Pressing R6 causes the changes to be cancelled, and the original data base information to be
restored for the current PIM.

3.5.13 AUTO BUILD SUB-PAGE

Selection of the AUTO BUILD sub-page (Figure 3-49) causes the Map page to be changed to the
AUTO BUILD mode and the MFD to switch to this display. The AUTO BUILD mode is accessed
from the EDIT Flight Plan and EDIT Route sub-pages.
The AUTO BUILD and MAN BUILD functions cannot be selected on any other MFD when

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AUTO BUILD is already selected, and the AUTO BUILD and MAN BUILD legends will be
slashed on any MFD that displays the Edit Flight Plan or Edit Route sub-page. If MAN BUILD is
in use on any MFD, it must be deselected before AUTO BUILD can be selected.
AUTO BUILD enables the addition or insertion of points designated by the map cursor into the
Flight Plan or Route depending on the page from which AUTO BUILD was selected. Using the
Designate function, a point can be added to the waypoint database as done on the Map top page.
Using the Hook function, a point can be inserted or added to the flight plan or route. Pressing R2
(ACPT) will insert/add the waypoint to the flight plan or route. Pressing R3 (REJ) will cancel the
Hook function, but will stay in AUTO BUILD mode. Using the Lift/Drag/Drop function, a point
can be relocated as done on the Map top page.
When Designate is active in AUTO BUILD, the right-side bezel key labels, with the exception of
the LOOK label, are removed from the MFD, and the bezel keys at R2 and R3 are assigned the
Accept (ACPT) and Reject (REJ) functions for accepting and rejecting the designated position for
waypoint creation. This is the same as described for the Designate function.
If AUTO BUILD is in the Add mode, then the Add label is displayed below the AUTO BUILD
title at the top of the AUTO BUILD sub-page. This indicates that hooked points will be added to
the flight plan or route, following the last point.

Figure 3-49: AUTO BUILD Sub-page

To add a point in AUTO BUILD, the cursor in the right-side window on the Edit Flight Plan or
Edit Route sub- pages in MAN BUILD must be pointing at the end of the flight plan or route. On
the AUTO BUILD sub-page, points on the map, that may or may not be included in the flight plan

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or route, can be selected by the Hook function and then added sequentially starting at the end of
the flight plan or route. When a point is hooked, the ACPT/REJ legends at R2 and R3 function as
described in the Hook function description. Pressing ACPT will cause the hooked point to be added
to the flight plan or route, and the point will then become unhooked. Pressing REJ will cancel the
hook function for the point.
If AUTO BUILD is in Insert mode, the INSERT legend will be displayed below the AUTO BUILD
title at the top of the AUTO BUILD sub-page.
To insert a point in AUTO BUILD, a point in the flight plan or route must first be selected from
the Edit sub- page. Changing the insertion point can only be done on the Edit page. When a point
in the flight plan or route has been selected as the insert point, the point will be displayed below
Insert on the AUTO BUILD page. On the AUTO BUILD sub-page, points on the map, that may
or may not be included in the flight plan or route, can then be selected by the Hook function for
insertion. New points will be inserted sequentially starting at the insertion point. When a point is
hooked, the ACPT/REJ legends will be displayed at R2 and R3, for inserting the point in the flight
plan or route. The point’s data will be displayed in the Amplify window, as described in the Hook
function description. Pressing ACPT will cause the hooked point to be inserted into the flight plan
or route, and the point will be unhooked. Pressing REJ will cancel the Hook function for the point.
If after inserting points, the crewmember needs to add points starting at the end of the flight plan
or route, the last point of the flight plan or route needs to be hooked in or der to start adding points
to the end.
If the selected list becomes full as a result of inserting or adding new points, the legends at R2 and
R3 will be slashed and a LIST FULL CIM will be displayed between R2 and R3. If the right list
is full while in the Edit Flight plan sub-page, the AUTO BUILD legend will be slashed and further
addition of data points will be inhibited.
If AUTO BUILD is accessed from Edit Route the flight plan will not be displayed.
The AUTO BUILD mode uses the settings, functions, and parameters in use at the time of AUTO
BUILD selection. Lines connecting the flight plan or route will be displayed while adding points.
The Progress data window at L6 displays the fields associated with the cursor function.
Selection of L6 (RTN) from the AUTO BUILD sub-page, or pressing any hard bezel key, will
terminate the AUTO BUILD function. After terminating the AUTO BUILD function by pressing
R6, the Edit Flight Plan/Route sub-page will be displayed with MAN BUILD selected. At this time
the crewmember can continue modifications to the flight plan or route, or save the modifications.
The AUTO BUILD and MAN BUILD legends on any other MFD will be unslashed when the
crewmember terminates the AUTO BUILD function by pressing a hard bezel key, or selects L6
from the Edit Flight Plan or Edit Route sub-page.
Modifications to the flight plan or route will take effect when the user modifying the flight plan or
route first selects Return from the AUTO BUILD sub-page, followed by another Return from the
Edit Flight Plan or Edit Route sub-page. This will save the modifications made to the flight plan
or route, and return the user to the Flight Plan sub-page. Modifications will also take effect when
the user presses a hard bezel key from the AUTO BUILD, Edit Flight Plan or Edit Route sub-
pages, which will terminate AUTO BUILD and save the flight plan or route.

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3.5.13.1 Center Display Area AUTO BUILD Sub-Page

The center display area of the AUTO BUILD sub-page consists of the underlying map video, as
currently configured on the MAP top page. Figure 3-49 illustrates the AUTO BUILD sub-page.

The Progress area is always displayed on the AUTO BUILD sub-page. L6, which is used on the
MAP top page to toggle the PROG area ON and OFF, is used as a Return key on the AUTO
BUILD sub-page; therefore, the PROG area cannot be turned ON and OFF on this page.
3.5.13.2 Bezel Key Description

Bezel keys in Auto-build mode allow control of the underlying map display.
3.5.13.2.1 L1 (MENU)

L1 toggles the Menu ON and OFF. The OFF state removes all bezel key labels from the display,
except the MENU legend at L1. The default is Menu ON.
3.5.13.2.2 L2 ( ^ )

Pressing L2 causes the Map Scale to increase using the available scales. When the largest scale for
the selected map type is displayed, then L2 is unavailable and slashed. The Scale legend is
displayed in cyan, between L2 and L3 with the current active scale displayed beneath in white and
boxed.
3.5.13.2.3 L3 ( v )

Pressing L3 causes the Map Scale to decrease using the available scales. When the smallest scale
for the selected map type is displayed, then L3 is slashed and unavailable.
3.5.13.2.4 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.13.2.5 T1 (C T I)

T1 is used to select the map type. It functions as described on the MAP top page, in any mode.
3.5.13.2.6 T2 (VIEW)

T2 is labeled VIEW, and causes the map to automatically scale to display the entire flight plan or
route on the map video as long as it is within the maximum scale.
3.5.13.2.7 T5 (Zoom)

T5 controls the map zoom level. It operates as described on the Map top page, in any mode. One
(1) is the default zoom level.
3.5.13.2.8 R2 (ACPT)

Pressing R2 accepts a hooked point for inclusion in a list during the Auto- build mode. R2 is shown

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only while in Hook mode. The window between R2 and R3 is blank.

3.5.13.2.9 R3 (REJ)

Pressing R3 rejects a hooked point while in Auto-build mode. R2 is shown only while in Hook
mode.
3.5.13.2.10 R5 (LOOK)

Pressing R5 enables the LOOK function as described for the Map top page.

3.5.14 OVLY SETUP SUB-PAGE

The OVLY SETUP sub-page allows the configuration of symbol sets that may be overlaid on the
map with a single keystroke. There are four user-defined groups of overlay symbology. The entire
list of overlay symbology is available for inclusion in any overlay group. Certain overlay elements
(e.g., waypoints and waypoint labels) are bundled together in the Master overlay symbology list
to increase the likelihood that they will be included in the same overlay group. Overlay group
configurations are defined during mission planning and the data are loaded through the RMU.
Without a mission planning system, only contour lines and trend dots can be generated and
displayed. In-flight access is provided for update and configuration change only. Upon power-up,
if no Overlay configuration has been defined by the mission data load, the overlay groups remain
as last configured in the aircraft.
The OVLY SETUP sub-page is accessed from bezel key R1 on the Setup Mode of the MAP top
page. The legend OVLY SETUP is displayed in white at the top center of the display at line 2.
The four overlay groups available for setup are selectable at R4. Only one overlay group may be
selected for definition at a time. However, when selected for display, the overlay groups are not
mutually exclusive, and more than one may be selected and overlaid on the map video at any one
time.
Vector graphic overlays are available for inclusion in the Overlay List. Vector graphic overlays
may be defined using a mission planning system. They include such features as No-Fly Zones,
Free Fire Zones, etc. These vector graphic macros may be included in any of the four overlay
groups.
3.5.14.1 Center Display Area OVLY SETUP Sub-page

The OVLY SETUP sub-page consists of two windows: the tabular list of available symbology
elements for an overlay on the le ft, and the selected items to be built into one of the four overlay
groups on the right. The elements of an overlay are selected from the left list and copied to the
right list using the scroll/enter tool at the left bezel keys. Figure 3-50 illustrates the Overlay Setup
sub-page, with Overlay 1 selected.
In Figure 3-50 the bezel keys at R1 and R2 are slashed because the cursor is active in the right
window and no list item can be selected. When the cursor is activated in the left window using the
switch key at R6, then the keys at R1 and R2 will become available, and the slashes will be
removed.

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Figure 3-50: OVLY SETUP Sub-page

3.5.14.2 Bezel Key Description

3.5.14.2.1 L1 (Page-up Tool)

3.5.14.2.2 L2 (Scroll-up Tool)

3.5.14.2.3 L3 (ENT )

Enter Tool
3.5.14.2.4 L4 (Scroll-down Tool)

3.5.14.2.5 L5 (Page-down Tool)

3.5.14.2.6 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.14.2.7 T3 (RENAM OVLY)

Pressing T3 allows renaming of an overlay using scratchpad input. Pressing T3 causes the name
of the Overlay Group currently selected to be changed to the data (name) entered in the scratchpad.
If no data is in the scratchpad, then pressing T3 will cause the current Overlay Group name to be
placed in the scratchpad for editing.

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3.5.14.2.8 R1 (SEL XX)

Pressing R1 causes a valid row number entered in the scratchpad to be displayed in white and
boxed beneath the SEL legend, and causes the cursor to jump to the corresponding row. This key
is slashed and unavailable when the cursor is on the right-side list.
The row identifier, a 2-character list item number, is displayed below the label. The identifier is
dependent on the list displayed in the le ft-side window, and displays the identifier last entered for
the list being displayed.
If the scratchpad contents are not valid for the SEL function, the scratchpad will display an
INVALID ENTRY CIM, and the identifier at R1 will not change.
3.5.14.2.9 R2 (SEL ALL)

Pressing R2 will cause all of the rows in the left list to be moved to the right list. This key is slashed
and unavailable when the cursor is on the right list.
3.5.14.2.10 R4 (OVLY 1 2 3 4)

Pressing R4 sequentially selects between Overlay Groups 1, 2, 3, or 4 for display on the right-side
window. The first line of the bezel legend reads OVLY. The selection options, 1, 2, 3, and 4, are
displayed in the second line of the bezel key legend, with the active state displayed in white and
boxed, and inactive states displayed in cyan. The name of the Overlay Group is displayed in the
third line of the bezel key legend in cyan.
3.5.14.2.11 R5 (DEL)

R5 deletes the data from the row adjacent to the cursor in the right list. When R5 is pressed, a
PRESS TO VERIFY CIM is displayed in white and boxed adjacent to the DEL legend at R5. To
complete the deletion of the row, R5 must be pressed a second time within 5 seconds of the first
press. If the 5-second timer expires, or if any other MFD key is pressed before the second press of
R5, the Delete function will be terminated, and R5 will revert to the DEL legend in cyan.
3.5.14.2.12 R6 (Switch Tool)

Pressing R6 toggles the cursor between the left and right windows. The left or right pointing switch
caret will be displayed in white when active, and cyan when inactive. The box surrounding and
the title above the selected window are displayed in white to indicate the active state. The inactive
window is displayed with a cyan box and title.

3.5.15 LIST SUB-PAGE

The List sub-page may be accessed from a number of other pages, and is used to select items from
existing database lists. The selections displayed on the LIST sub-page include the following lists:
a. Datum List
b. Data Frames List
c. Waypoint List
d. Target List

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e. Threat List.

The list type and contents displayed are based on the sub-page and how that sub-page was accessed
through the MFD menu structure.
NOTE
There is no general LIST sub-page that allows list selection from all
available lists.

The Datum List may be accessed by pressing R4 (LIST) from the EDIT LIST sub-page with any
point selected. The Datum List presents the 47 available map datums. The scroll/enter tool allows
selection of one datum for use in referencing geographical coordinates. The datum selection
applies to the visual display only. The navigation system and flight control systems are not affected
by Datum changes made on the Map Setup sub-page. Although the navigation and flight control
systems operate in WGS- 84 at all times, the EGI information that is displayed to the pilots can be
changed on the NAV Setup sub-page. Changes to the Datum on the NAV Setup sub-page do not
affect the Datum used by the Map system. The Map system operates in WGS-84 at all times.
NOTE
There is no item 20 in the datum list.
3.5.15.1 Center Display Area LIST Sub-Page

The center display area of the LIST sub-page consists of the items for the selected list, available
in a tabular display. Figure 3-51 illustrates the LIST sub-page when the Datum List has been
selected.

Figure 3-51: LIST Sub-page with Datum List Displayed

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3.5.15.2 Bezel Key Description

3.5.15.2.1 L1 (Page-up Tool)

3.5.15.2.2 L2 (Scroll-up Tool)

3.5.15.2.3 L3 (ENT ) (Enter Tool)

3.5.15.2.4 L4 (Scroll-down Tool)

3.5.15.2.5 L5 (Page-down Tool)

3.5.15.2.6 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.15.2.7 R1 (SEL XX)

Pressing R1 causes a valid row number entered in the scratchpad to be displayed in white and
boxed beneath the SEL legend, and causes the cursor to be moved to the corresponding row.

3.5.16 MAP SETUP SUB-PAGE

The MAP SETUP sub-page is accessed by pressing R5 on the MAP top page when in Setup mode.
The MAP SETUP sub-page provides the means to configure various map display modes and
overlays. This sub-page is also accessible from the SYS subsystem, as a horizontal link from the
Systems SETUP sub-page.
3.5.16.1 Center Display Area MAP SETUP Sub-Page

The center display area of the MAP SETUP sub-page consists of the underlying map video, with
the ownship symbol overlaid at its geo- location in the same center/de-center configuration as on
the MAP top page. When R1 is toggled to OFF, the underlying map video is replaced with a black
background. With map video ON, setup configuration options are demonstrated in the map center
display area as they are selected, giving visual feedback of the selections. Figure 3-52 illustrates
the MAP SETUP sub-page with map video OFF.

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Figure 3-52: MAP SETUP Sub-page

3.5.16.2 Bezel Key Description

The left bezel keys are used to select and enter color band elevation and bandwidth.
3.5.16.2.1 L1 (TERRAIN CBAND ACFT/MSL)

If DTED data is present on the MAP card in the ADTS and an overlay is selected with Elevation
Banding enabled, the MAP page will display three bands based on terrain elevation. Bands allow
crews to see areas of potentially dangerous terrain. The highest terrain band is shaded red, the next
highest terrain band is shaded yellow and the lowest terrain band has no shading. Figure 3-53
shows the MAP Top page with terrain contour banding turned on.

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Figure 3-53: MAP Top Page with MSL Terrain Contour Banding

The banding can be either based on MSL altitude of the terrain or based on the altitude of the
terrain relative to the aircraft. Height of the bands are entered via L2 to L4.
Pressing L1 selects between ACFT (relative) and MSL (absolute) elevation for use in calculating
the color banding display. The default selection is MSL.
Settings at L2 (ACFT ELEV) and L3 (ACFT BANDW) are only relevant when ACFT is selected
at L1. Settings at L4 (MSL ELEV) and L5 (MSL BANDW) are only relevant when MSL is
selected at L1.
The bands are established by setting the values for the middle band. Doing so also establishes the
values for the upper and lower band. Figure 3-54 and figure 3-55 depict the two types of banding.
MSL type is based only on the altitude of the terrain. The aircraft altitude does not change the
bands. In ACFT type, the aircraft’s altitude above the ground affects the bands.

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Figure 3-54: MSL Terrain Band Parameters

Figure 3-55: ACFT (AGL) Terrain Band Parameters

3.5.16.2.2 L2 (ACFT ELEV/XXXX)

The bottom data window below the legend displays the last entered value for Relative Elevation.
Pressing L2 with data in the scratchpad moves the scratchpad data to the data window, and causes
the new value to be used in color banding display calculations.
3.5.16.2.3 L3 (ACFT BANDW/XXXX)

The bottom data window below the legend displays the last entered value for Relative Bandwidth.
Pressing L3 with data in the scratchpad moves the scratchpad data to the data window, and causes
the new value to be used in color banding display calculations.

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3.5.16.2.4 L4 (MSL ELEV/XXXX)

The data window below the legend displays the last entered value for Absolute Elevation. Pressing
L4 with valid data in the scratchpad moves the scratchpad data to the data window and causes the
new value to be used in color banding display calculations.
3.5.16.2.5 L5 (MSL BANDW/XXXX)

The data window below the legend displays the last entered value for Absolute Bandwidth.
Pressing L5 with valid data in the scratchpad moves the scratchpad data to the data window, and
causes the new value to be used in color banding display calculations.
3.5.16.2.6 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.16.2.7 R1 (VIDEO)

Pressing R1 toggles the map video ON or OFF. The default state is video ON. When selected ON,
the underlying map video is displayed as configured on the MAP top page. Changes in MAP
SETUP settings are reflected on the page to give feedback of the setting selections. When the
VIDEO key at R1 is selected to OFF, the map type selection key at T1 is slashed and unavailable.
3.5.16.2.8 R3 (CONTR INTRVL/XXXX)

The data window below the legend displays the last entered value for Contour Interval. Pressing
R3 with valid data in the scratchpad moves the scratchpad data to the data window, and causes the
new value to be used in calculating contour line display.
3.5.16.2.9 R4 (IVZ AGL/XXXX)

The data window below the legend displays the last entered value for Elevation Above Ground
Level (AGL) to be used for the threat intervisibility calculation. Pressing R4 with valid data in the
scratchpad moves the scratchpad data to the data window, and causes the new value to be used in
intervisibility display calculations.
3.5.16.2.10 R5 (SLOPE SHADG)

Pressing R5 toggles Slope Shading ON or OFF on the terrain map.

3.5.17 NAV SETUP SUB-PAGE

The NAV SETUP sub-page (Figure 3-56) is accessed from bezel key R6 when the MAP top page
is in the Setup mode. It can also be accessed from T3 (NAV) on the SYS SETUP page. The NAV
SETUP sub-page provides the controls to setup the alignment and operational modes of the EGI.
3.5.17.1 Center Display Area NAV SETUP Sub-page

The window in the NAV SETUP sub-page displays the alignment parameters for the EGI. In its
status display role the window shows the alignment information and current EGI alignment mode

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as the window - GCA or IFA if there is an alignment in progress. The WOG state (via the WOG
PBA) will determine the alignment mode (GCA when WOG GROUND; IFA when WOG AIR).
If alignment is complete and the EGI is in the navigation mode, the window will be titled NAV.
In the alignment command mode, the window title shows the alignment mode that will be executed
if R3 (ALIGN) is pressed; the window supports user dialog for the mode.

Figure 3-56: NAV SETUP Sub-page

Data received from the EGI is displayed beneath the center window. These data items include GPS
derived UTC date and time, the IFA=OK indicator, which is displayed when the embedded GPS
receiver indicates readiness to navigate and support inertial alignment, and the ALIGN = XXX
legend followed by the current alignment status, AUTO or STBY.
The crypto-variable status received from the EGI is displayed below the current alignment status
field. The crypto-variable status consists of two fields. The first field indicates the crypto-variable
status flags (CV UNKEYED, CV FAILED, CV INCORRECT, CV ERASE FAILED). The second
field indicates the crypto- variable mission duration (CV XX DAYS, CV XX DAYS/UNVERF,
CV<XX HOURS, CV<XX HOURS/GUV).
The FOM line displays figures of merit (FOM) for elements of the system.

 EGI FOM is the overall blended solution. It is displayed in meters; lowest values indicate
the highest accuracy.

 INS and GPS FOMs display the FOMs for INS and GPS unblended solution. FOMs are
displayed as a single digit ranging from 1 as the most accurate to 9 as the least accurate.

 ALN FOM indicates the quality of the system alignment. It is displayed as XX.X. Lowest
values indicate best quality. Values below 3.0 are considered normal.
Below the FOM line, data is displayed for the five primary satellites (denoted SV for Space
Vehicles) that the GPS receiver is using for its navigation solution. The information is displayed

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in three lines.

 SV-1 through SV-5. An administrative numbering scheme.

 Satellite number. A unique identifier or name for the satellite. Number values do not
indicate any measure of quality or accuracy.

 Satellite state (ST). Indicates the receiver channel state. Displayed as a single digit from
1 through 5 during normal operation. (0 and 7 may appear briefly during EGI initialization
or during satellite re-acquisition.) 5 indicates the highest state. The GPS needs at least
three satellites at state 5 to identify horizontal position.
3.5.17.2 Bezel Key Description

3.5.17.2.1 L2 (Scroll-up Tool)

3.5.17.2.2 L3 (ENT)

The ENT label will be slashed if the cursor is positioned adjacent to data that cannot be edited.
3.5.17.2.3 L4 (Scroll-down Tool)

3.5.17.2.4 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.17.2.5 T6 (L M)

Pressing T6 selects the coordinate reference frame: L (Lat/Long) or M (MGRS). This selection
will affect the display of the coordinates on all pages where position information is displayed, and
will be reflected on the MAP top page. The key operates in the same manner as on the MAP top
page. The active state is displayed in white and boxed. The default is L.
3.5.17.2.6 R2 (P(Y) ONLY/MIXED)

Pressing R2 toggles between crypto code levels. The options are P(Y) ONLY, and MIXED, a mix
between P and C/A codes. The default is MIXED.
3.5.17.2.7 R3 (ALIGN)

Pressing R3 commands the MC to send the Present Position information to the EGI and commands
a realignment to this new position. The default is unboxed (not selected).
3.5.17.2.8 R4 (LIST)

Pressing R4 causes the MFD control to change to the LIST sub-page for the item selected. With
W selected at R4 on the LIST page, selection of a waypoint from the list and subsequent return to
the NAV SETUP sub-page causes the associated data of the selected waypoint to be displayed in
the window adjacent to PRES POS, DATUM, ELEV, and VAR.
3.5.17.2.9 R5 (TRUE/MAG)

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Pressing R5 toggles between North references. The options are labeled TRUE for True Heading,
and MAG for Magnetic Heading. The selected option is displayed in white and boxed; the non-
selected option is displayed in cyan. The selection is displayed in the North pointer overlaid on the
Map top page (either T or M), and in the heading tape pointer on the FLT page. The default is
MAG.
When the VOR is providing navigation cues on the FLT page, Magnetic Heading is automatically
invoked when the FLT page is displayed at either crew station. If the FLT page is not being
displayed at either crew station, True North may be selected even though VOR is the selected
navigation mode. As soon as the FLT page is commanded to display, the North reference will
revert to Magnetic Heading.
3.5.17.2.10 R6 (INS/GPS, INS, GPS)

Pressing R6 selects the source for navigation alignment, in the event of system interrupt or system
degradation. The alignment capabilities of the aircraft are blended INS/GPS (EGI), GPS only, or
INS only. The default condition is INS/EGI, using a minimum P-level GPS encryption. When in
INS/GPS mode, the INS Update function at T5 is slashed and not available. The selected mode is
displayed in white and boxed; the remaining options are displayed in cyan.
In a degraded system condition, or if one of the alignment options is no longer available because
of degraded equipment, an advisory will be displayed on the MFD, and the bezel key label for the
failed option will be slashed and non-available.

3.5.18 EGI ALIGNMENT

When WOG=GNG, the aircraft will attempt a Gyrocompass Alignment (GCA). When
WOG=AIR, the aircraft will attempt an In-Flight Alignment (IFA). For best accuracy, the operator
should always attempt a GCA.
3.5.18.1 Gyrocompass Alignment

If WOG-GND and a stored present position is displayed in the window, the system will
automatically perform an alignment at power up. If there is no present position in the window or
if the operator feels the stored position is not correct, the operator can command a GCA by entering
a present position on the scratchpad and pressing ALIGN on R3. The aircraft should not be moved
until the GCA is complete. When IFA is complete, NAV will be displayed above the box.
3.5.18.2 In-Flight Alignment

IFA is a GPS-aided alignment mode. This alignment may be used if the EGI is suspected of
erroneous output during flight. In flight alignment occurs when WOG=AIR and R3 ALIGN is
pressed. The helicopter may be hovering or in flight while the IFA is ongoing. When GCA is
complete, NAV will be displayed above the box.

3.5.19 DATA FRAME SUB-PAGE

Data frames can be viewed from the DATA FRAME sub-page, and are accessed by pressing R4
on the MAP top page when the NAV mode is selected via L2 (NAV) on the MAP Top page. As

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many as 100 data frames can be loaded and stored in the DMS. The top center of the display is
labeled DATA FRAME XXX OF 100, where XXX is an integer between 001 and 100. Data
frames can only be loaded by a mission planning system.
3.5.19.1 Center Display Area DATA FRAME Sub-Page

The center display area of the DATA FRAME sub-page consists of the currently selected data
frame displayed on this page. The default data frame is 001. Other data frames may be selected
from the LIST sub-page, where the sequentially numbered List of Data Frames is displayed in the
center, and the scroll/enter tool is used to access a particular data frame. Figure 3-57 illustrates
the Data Frame sub-page, with a data frame picture of the collective switches selected.
3.5.19.2 Bezel Key Description

Bezel keys on the DATA FRAME sub-page are used to aid the crewmember in viewing the data
frame from different angles, panning, zooming, and returning to the page from which the data
frame was called.
3.5.19.2.1 L1 (MENU)

Pressing L1 toggles the Menu ON and OFF. The OFF state removes all bezel key labels from the
display, except the MENU legend at L1 and the RTN legend at L6. The default is Menu ON.

Figure 3-57. DATA FRAME Sub-page

3.5.19.2.2 L2 (Pan Data Frame Up Tool)

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L2 has an up arrow and is used to pan the data frame up.

3.5.19.2.3 L3 (Pan Data Frame Left Tool)

L3 has a left arrow and is used to pan the data frame to the left.
3.5.19.2.4 L4 (Pan Data Frame Right Tool)

L4 has a right arrow and is used to pan the data frame to the right.
3.5.19.2.5 L5 (Pan Data Frame Down Tool)

L5 has a down arrow and is used to pan the data frame down.
3.5.19.2.6 L6 (RTN)

The Return key function is to move MFD control back one page in the MFD structure, to the page
that originally called the current sub-page.
3.5.19.2.7 T1 (Rotate CCW Tool)

T1 has a CCW-arced arrow as the label. Pressing T1 causes the data frame image to rotate in a
CCW direction. Rotation of the data frame is in 45-degree increments. If another data frame is
selected, T1 resets to no rotation.
3.5.19.2.8 T2 (Rotate CW Tool)

T2 has a CW-arced arrow as the label. Pressing T2 causes the data frame image to rotate in a CW
direction. Rotation of the data frame is in 45-degree increments. If another data form is selected,
T2 resets to no rotation.
3.5.19.2.9 T5 (1)

T5 controls the zoom level. It operates as described on the MAP top page, in any mode. One (1)
is the default zoom level.
3.5.19.2.10 R1 (SEL XX)

Pressing R1 causes a valid data frame number entered in the scratchpad to be displayed in white
and boxed beneath the SEL legend, and causes the selected data frame to display on the DATA
FRAME sub-page.
3.5.19.2.11 R4 (LIST)

Pressing R4 displays the LIST sub-page listing all data frames that reside in the DMS data frame
database.

3.5.20 DATA FRAME LIST SUB-PAGE

The Data Frame LIST sub-page (Figure 3-58) is accessible through the R4 (LIST) bezel key on
the Data Frame sub-page. It presents a list of the data frames available in the DMS data frame
database identified by the number and the title of the data frame. The title LIST is at the top center

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of the display starting at line 2. Operations on the Data Frame LIST sub-page are the same as
described for general list management.
The center of the display consists of the list of data frames, with a maximum of 16 lines, surrounded
by a white box. Above the box, there is a line title, DATA FRAME LIST, followed by the page
number. Scrolling through the list is accomplished using the scroll/enter tools on the left bezel
keys. Once the desired data frame has been selected, pressing ENT at L3 displays the chosen data
frame on the Data Frame sub-page. Pressing L6 cancels the selection and returns MFD control to
the DATA FRAME sub-page, with the originally selected data frame still displayed.

Figure 3-58: LIST Sub-page with Data Frame List Displayed

3.5.21 DESIGNATE FUNCTION

The Designate function is used to create a new waypoint, target or threat in the database.
The Designate function can be activated from the NAV, SCALE, OVLY SEL, or SETUP modes
of the MAP top page (Figure 3-59) or from the AUTO BUILD sub-page. The cursor is placed
over the desired geographic position (not an existing point in the navigation database) on the
displayed map video and HCU switch 1L (CURSOR SEL) is rocked upward causing the position
under the cursor to be designated and the display to change to the Designate mode.
When the Designate function is invoked, the position of the designated point will be dropped to
the scratchpad. The right bezel key labels will be removed from the display, and the bezel keys at
R2 and R3 are assigned the accept (ACPT) and the reject (REJ) functions for waypoint creation of

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the designated position. No data box will be displayed between R2 and R3.
The designated position also will be displayed in the Amplify window adjacent to L6. The Amplify
window displays the designated position data fields similar to Hook and Lift functions, except with
the second line removed, as described below. When a position is designated, the Amplify window
replaces the Progress window, L6 becomes inoperable, and the Amplify window cannot be
removed by pressing L6. The coordinates will be displayed in the scratchpad followed by a slash
as a delimiter and an elevation value. If elevation cannot be determined as defined below, the slash
will be followed by an empty field for manual entry.
When DTED data is available from the Map system, Line 21 of the Amplify box will display
elevation. If DTED elevation is not available the ELEV legend will be followed by dashes and an
elevation will have to be manually entered in the scratchpad. After pressing ACPT, a waypoint
will be created at the designated position, and will be displayed on the map. The ACPT and REJ
legends at bezel keys R2 and R3 will be removed and the previously displayed right-side bezel
keys will return. The new waypoint’s assigned ID will display below the waypoint at the
designated position on the displayed map. If the waypoint list is full, the ACPT legend will be
slashed but the coordinates will remain in the scratchpad for subsequent use.

Figure 3-59: MAP Top Page in Designate

NOTE
An obsolete waypoint may be deleted from a full waypoint list to make
room for the newly designated point coordinates held in the scratchpad.

If the dropped data in the scratchpad is invalid when ACPT is selected (e.g., modified but the
format is not correct), a FORMAT ERROR CIM will be displayed between R2 and R3. If the data
in the scratchpad has been cleared for any reason when ACPT is selected, an INVALID DATA

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CIM will be displayed.

Pressing either the ACPT or REJ keys, or L2 - L5 bezel keys on the current MFD, or subsequent
movement of the cursor will terminate the Designate function, and replace the Amplify window
with the Progress window, if active, to display current steering information. The L6 (PROG) bezel
key will become operable again, and can be pressed to remove the display of the Progress window.
T1 - T6 bezel keys may be activated while the Designate function is active.
3.5.21.1 Amplify Window

When in Designate/Hook/Lift modes, the Progress data display is replaced by the Amplify window
with the data fields described in Figure 3-60.

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Line/Column 1 2 3 4 5 6 7 8 9 10 11 12 13 14
17 B R G 0 0 7 7 2 . 2 N M
18 W 0 5
19 N 3 2 1 0 6 5 . 9
20 W 0 8 5 1 8 4 8 . 4
21 E L E V 2 3 4 2 F T
Line 17: Col 1 -3 - Legend BRG denoting bearing from current helicopter position.
4-6 - Three digit number defining course to point.
7 - Blank.
8-10 - Up to three digits defining distance in whole units.
11 - Decimal point.
12 - Tenths of distance.
13-14 - NM for nautical miles, KM for kilometers.
Line 17 not used with Mark mode.
Line 18: Col 1 -14 - Next available waypoint for Designate mode; Waypoint Number for Hook or Lift modes.
Line 19: Co l 1 - N or S for North or South.
2-3 - Degrees of Latitude.
4 - Blank.
5-6 - Minutes of Latitude.
7 - Blank.
8-9 - Seconds of Latitude.
10 - Decimal point.
11 - Tenths of Latitude.
12 - Blank.
If the designated point is in MGRS (M illuminated at T6), then:
1-2 - Zone Number (1-60).
3-5 - Zone identifier: three letters except A, B I, O, Y, or Z
Line 20: Col 1 - E or W for East or West.
2-4 - Degrees of Longitude (000 -180).
5 - Blank.
6-7 - Minutes of Longitude.
8 - Blank.
9-10 - Seconds of Longitude.
11 - Decimal point.
12 - Tenths of seconds of Longitude.
If the designated point is in MGRS (M illuminated at T6), then:
1-6 - Easting. Up to five digits for
7 - Blank.
8-14 - Northing. Up to five digits
Line 21: Col 1 -4 - Legend DTED (or ELEV if DTED is not available) denoting elevation. MSLR may be used with the
Mark mode.
5 - Blank.
6-10 - Elevation in feet, or dashes if DTED is n ot available.
11 - Blank.
12-13 - Legend FT for feet.

Figure 3-60: Amplify Window

3.5.21.2 Hook Function

Hooking an established point allows amplification of the point’s data in the Amplification window,
selection of a Direct-To (DIR) navigation solution, or selection of established points in the AUTO

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BUILD mode for building the Flight Plan or a route. The cursor is placed over the desired point or
position on the displayed map and the HCU CURSR SEL switch (1L) is rocked upwards. This
action causes the point under the cursor to be hooked.
When a point is hooked, the Amplify window replaces the PROG window, and the ACPT and REJ
functions are activated at R2 and R3, respectively. The Amplify window displays data relative to
the hooked point. If the point is resident in the navigation database, the identifier and the tag will
be displayed in line 18 of the Amplify window.
Subsequently rocking the CURSR SEL switch downward will terminate the Hook function, and
replace the Amplify window with the Progress window, if active, to display the current steering
information.
When a threat is hooked the tag will be displayed in line 18 of the Amplify window. If the hooked
threat information from the threat database contains a threat characteristic number that is in the
threat name table, the name will also be shown in the Amplify area. Otherwise, the number will
be shown. The hooked threat may include a preplanned one that the MC did not provide.
3.5.21.3 Lift, Drag and Drop

A hooked waypoint may be moved to another position on the map video. Rocking HCU switch 1L
(CURSOR SEL) upward while a point is hooked on the map activates the Lift function. The point
is then dragged using HCU switch 6R (SLEW) to the new position on the map video. A subsequent
rock upward on the CURSOR SEL switch drops the waypoint at the new position. Unhooking the
point by a downward rock on the CURSOR SEL switch unhooks the point and aborts the action.
When the point is first hooked for the Lift and Drag function the Amplify window will be displayed
at R6. Lines 19 and 20 in the Amplify window will continuously update when the hooked point is
moved by SLEW switch input.
If the crewmember attempts to lift, drag and drop a non-editable DAFIF point, a CIM will be
displayed at the location adjacent to the cursor that reads NON-EDITABLE DAFIF POINT CIM.
3.5.21.4 Mark Function

The MRK key located on the keyboard is used to manually identify and store a geographical
location. Marking to identify and store a position is accomplished by pressing MRK when directly
over the position of interest. The accept (ACPT) and reject (REJ) functions will appear at R2 and
R3, the coordinates are displayed in the scratchpad followed by a slash and an elevation value. If
elevation cannot be determined as defined below, the slash will be followed by an empty field for
manual entry. The Amplify window will replace the PROG window and display the data associated
with the marked position. When DTED data is available, Line 21 of the Amplify window displays
DTED followed by the elevation. If DTED data is unavailable, elevation will be determined by
subtracting radar altitude from EGI blended solution altitude. If EGI blended solution altitude is
unavailable, radar altitude will be subtracted from barometric altitude and denoted by an MSLR
label. If elevation cannot be determined, slashes will be displayed. If all elevation sources are
unavailable, a manual elevation entry must be made prior to accepting the marked point. L6
becomes inoperable while the Amplify window is displayed, and the crewmember cannot remove
the Amplify window by pressing L6. If ACPT is selected at R2, a waypoint will be created at the

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marked position, and the Mark function will be terminated. If the REJ key at R3 or any other MFD
key is pressed, the marked data will be discarded and the MARK function terminated.
The MRK key is a mark-point generator at all times. The MARK function, once invoked at a crew
station, can only be completed or terminated at that crew station. The MAP top page need not be
displayed when the MRK key is pressed but the page must be accessed for the ACPT/REJ dialog.
Repeating the Mark function while the acceptance/rejection procedure is pending will restart the
Mark process. Invoking the Mark function will unhook a hooked point or terminate designated
point in both crew stations.

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3.0 CHAPTER 3: AVIONICS

3.1 INTEGRATED AVIONICS SYSTEM

IAS provides the capability for the helicopter to navigate, process and present data, manage
crewstation systems, acquire and track targets, employ guided and unguided munitions, provide
various sensor input data, and interface with other aircraft systems and equipment. Figure 3-1
diagrams the connectivity of IAS. IAS allows control and data integration of the weapons system,
loading of operational flight programs (OFP) to the mission computer (MC) to integrate all
avionics systems, digital map data for an area of operations, and mission data to the MC for specific
missions using Removable Memory Modules (RMM) installed into the Advanced Data Transfer
System (ADTS). Mission data and maintenance data can be downloaded after a flight using
separate RMM for each. Loading MC OFP software, map data, and mission data from the ADTU
to the MC are deliberate actions. Storing mission data from the MC to the ADTS, and erasing
mission data are deliberate actions. Storing maintenance data to the maintenance RMM is
automated.

3.1.1 MISSION COMPUTER

The Flight Pro Gen III Mission Computer (MC) acts as the bus controller. The MC interfaces with
the MFDs, DFDs, and Keyboard Units (KBU). As the bus controller, the MC outputs data to the
avionics, mission and weapons buses. Communication includes functionality data, status data, and
data pertaining to the components under the control of the MC. In case of an MC failure, all
communications on all buses is lost. Flight information will be displayed on the DFD. The major
functions of the MC are mission processing, graphics processing, display processing,
communicating with the Data Concentrator Units (DCUs) and recording mission information, BIT
information and maintenance significant events.
MC powers-up when the 28 Vdc essential bus is energized. Circuit protection is provided by the
MC PWR circuit breaker on the pilot’s DC Circuit Breaker panel.
There is a back-up battery installed that provides dedicated power for the MC during aircraft start
utilizing the aircraft battery. The back-up battery prevents the MC from shutting down should the
main battery drop below 20V. The back-up battery is controlled by the STBY BAT switch on the
pilot’s Engine Control Panel. The Standby Battery must be in the START position for engine start.

3.1.2 BUS COMMUNICATIONS

The IAS has two MIL-STD-1553 data buses (Avionics and Mission buses) and one MIL-STD-
1760 data bus (Weapons Bus). The MC communicates with other IAS components through the
Avionics Bus and Mission Bus. The MC also communicates through the Weapon Bus for bus
status and weapons control.

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Figure 3-1: IAS Architecture

NOTE
Federated systems do not connect to the MC and therefore cannot be
displayed or controlled by MFD bezel selections.

3.1.2.1 Avionics Bus

The avionics bus provides communication between the MC and the two DCUs.
3.1.2.2 Mission Bus

The mission bus provides communication b e t w e e n the MC the LN-251 EGI and the MX-
15D TSS.
3.1.2.3 Weapons Bus

The MC through the SMS, communicates with the MIL-STD-1760 weapons bus to control
the release of weapons mounted on the weapon pylons.
NOTE
Avionics bus, mission bus and weapons bus status are displayed on
the BUS sub-page.

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3.1.3 DATA CONCENTRATOR UNITS

The helicopter has two DCUs that process signals between the crewstation systems and the MC.
Signals processed include discrete, analog, and serial signals. The DCUs also provide excitation
voltages to sensors and read return signals or values as part of the fault detection process. The
DCUs convert analog signals to digital signals for the MC. The two DCUs are redundant to each
other.
3.1.3.1 DCU Signals

The DCUs convert analog signals to digital signals for processing by the MC. Helicopter systems
interfaced to the DCUs include:
1. Engine
2. Transmission
3. Fuel
4. Electrical
5. Hydraulics
6. Rotor rpm and rpm limit detection
7. Chip Detection
8. Warning, Caution and Advisory (WCA)
9. Fire Detection
10. ARN-123 VOR
11. Radar Altimeter
12. Cyclic Weapons Select Switch and select Push Button Annunciators
13. Hand Control Unit (HCU)
14. Collective Position Transducer
DCU 1 or DCU 2 automatically power-up when the essential bus is energized. Both DCUs are
powered by the 28 Vdc essential bus. Circuit protection is provided by the DCU 1 PWR and DCU
2 PWR circuit breakers located in the Pilot’s AC and Armament Circuit Breaker Panel. Crew
should operate with only one DCU “ON” at a time and the other Circuit Breaker should be pulled.
Each DCU also receives a 115V AC reference signal that is converted by the respective DCU to a
10V AC reference signal for the Collective Position Transducer. The reference voltages are
controlled by the DCU 1 115VAC REF and DCU 2 115VAC REF circuit breakers located in the
Pilot’s AC and Armament Circuit Breaker Panel.
Normal operation is to fly with only one DCU on. Should the DCU fail or provide suspect
information that is displayed on the MFD, the pilot should toggle that DCU off and then toggle the
other DCU using the appropriate circuit breaker.
3.1.3.2 DCU Relay Box

The DCU relay box houses numerous relays required to interface various aircraft systems with the
DCU. These include:
1. Laser Arm Relays 1 and 2
2. Laser Mode Relay

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3. Laser Power On Relay

4. Weight on Ground Relay
5. Zeroize and Zeroize Delay Relays
6. Torque, RPM, and Fire Alert Relays
7. WCA Alert Relay
8. ASE to include ALE and Countermeasures Arm Relays
9. Turret Depression Limit Relay
10. Wing Stores Jettison Interlock and Indication Relays
The DCU Relay Box is controlled by the DCU RLY BOX circuit breaker located in the Pilot’s AC
and Armament Circuit Breaker Panel.

3.1.4 ADVANCED DATA TRANSFER SYSTEM (ADTS)

The Advanced Data Transfer System (ADTS) contains four Gigabit Ethernet ports that operate at
500 Mbps per channel. The unit uses three independent Removable Memory Modules (RMM) for
data storage with a capacity of 256 GB each. Each RMM has a different volume label in its file
structure (MSN, MAP, and MNT) designating their function for mission, map and maintenance
data, respectively.
 MSN includes the saved data such as waypoints, etc. and also any recorded audio/video
 MAP holds all map, DTED and terrain image data
 MNT includes maintenance data that is recorded during a flight
The RMM serve as the transportable storage medium for both pre- and post-mission information
exchanges between the mission planning system, maintenance ground station and the airborne
platform. The RMMs can be inserted to any slot, and the intelligent software configures the data
routing to the appropriate channel. The ADTS’s primary functions are to upload mission and map
data, to record in-flight mission data, and to record maintenance data during ground and flight
operation. The ADTS is also used to re-load the MC OFP. The ADTS also has zeroization
functionality for all RMUs as well as internal nonvolatile memory. The ADTS supports the Built-
in-Test (BIT) capability to isolate/detect 95% of internal failures through SBIT, PBIT, IBIT, MBIT
functions. It operates on 28V DC from the non-essential bus and is controlled by the ADTS circuit
breaker located in the Pilot’s DC Circuit Breaker Panel.

3.1.5 WEIGHT ON GEAR (WOG) PBA

A guarded WOG Push Button Annunciator (PBA) provides the IAS with a ground or airborne
status signal based on switch position. The WOG PBA is located on the pilot’s instrument pane.
The IAS uses the signal to inhibit unsafe functions based on helicopter status (e.g., maintenance
BIT while airborne or laser/weapons release while on the ground). The WOG PBA is powered
by the 28 Vdc essential bus. WOG status is indicated in the ASI field on the left MFD in both
crew station.
One of the following Aircraft State Indicators (ASI) is displayed in the ASI field of the left MFD:
WOG = AIR or WOG = GRND. If the WOG PBA or the WOG circuit fails, the WOG output
signal will default to AIR.

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3.2 SYSTEMS PAGE

The Systems (SYS) top page Figure 3-4 allows access to sub-pages used for mission loading,
avionic system and component status, bus status, software configuration, and to the Systems
Setup sub- page. Page navigation for the Systems sub-pages is shown in Figure 3-2. A second
way to access the SYS page is pressing the Display Select Switch on the cyclic, cyclic switch 7.

Figure 3-2: Systems Page Architecture

The SYS page can be selected manually by pressing the SYS Bezel on the bottom of the MFD. It
can also be selected by using the Display Select switch on the cyclic head. Cyclic switch 7 (Figure
3-3) is a momentary push button switch that allows either crewmember to cycle through select
displays on the left-hand MFD without removing their hands from the flight controls. Display are
shown in the following order:
WCA (Warning, Caution, Advisories Page)
SYS (System Page)
FLT (Flight Page)
MAP (Map Page)
TSS (MX-15D Page)
If the LHS MFD is currently displaying any one of the four pages, the first button press cycles to
the next page in order. If none of the four pages are currently displayed on the LHS MFD, the first
press goes to the SYS page.

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The SYS page will also come up automatically on the Right MFD in both crew stations when the
aircraft experiences a low rotor RPM situation.

Figure 3-3: Cyclic Display Select Switch (7)

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Figure 3-4: Systems Top Page

3.2.1 STATUS (STAT) SUB-PAGE

The Systems page architecture is shown in Figure 3-2. IAS and component status can be monitored
through the L2 (STAT) bezel key on the Systems Top Page (Figure 3-4). The Systems top page
is discussed in Chapter 2. Pressing L2 will display the Status sub-page. The Status sub-page
(Figure 3-5) is the primary interface for built in test functions. The page displays current status
for Startup Built in Test (SBIT), Periodic Built in Test (PBIT) and Initiated Built in Test (IBIT).
Maintenance Built in Test (MBIT) may be initiated only when the aircraft is on the ground and
the WOG signal indicates the aircraft is on the ground.
The display consists of system failures, number of BIT failures associated with that system, and
the failed WRAs/SRAs. Control of the Status sub-page is independent between crewstations. If
both crewmembers select the same BIT function at the same time, the last key press will have
precedence.

 SBIT is initiated when the MC and DCU are on-line and as other SBIT testable systems
power- up.

 PBIT is automatically conducted during component operation as a monitoring function.

 IBIT can be initiated on the ground or during flight. IBIT checks are not unsafe or intrusive
to flight operations. IBIT is initiated by selecting a system or subsystem on the Status sub-
page, pressing R1 (S P I M) until I is illuminated in white and boxed, and pressing R2 (BIT).

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IBIT can be terminated during its test cycle by a second press of the R2 key. The BIT legend
at R2 will be slashed if IBIT is not available.

 MBIT is initiated on the ground during maintenance testing and troubleshooting. Some parts
of MBIT may be unsafe or intrusive when airborne.
Table 3-1 (below) lists the systems and subsystems that are visible via the status page
Table 3-1: Elements on the SYS STAT Page
System Subsystem
AC MGMT DCU 1 DCU 2
ARMT ARMT STA 4 AGM LNCHR
STA 1 AGM LNCHR
CDS MFD 1 MFD 3
MFD 2 MFD 4
DIG MAP ADTS
NAV EGI STBY ADC
ADS STBY ATT SNSR
MC MC 1
TSS GIMBAL LSR DESIG-RNG FNDR
EO WIDE SNSR LSR ILLUM-PNTR
EO NARROW SNSR EYESF LSR RNG FNDR
IR SNSR AUTO VIDEO TRKR

3.2.1.1 Status (STAT) Sub-page Description

The Status sub-page (Figure 3-5) contains functional legends for activating soft bezel keys
and three status windows. Text and windows are displayed in cyan except that for the selected
window and selected window title (SYSTEM, SUBSYSTEM, and WRA/SRA) which are displayed
in white. Navigation from window to window is through the R6 bezel key (switch tool).
The left status window is titled SYSTEM (TOT nnn), where nnn represents the total number of
system faults for the type of BIT selected at R1 (SPIM). The total number of active system faults
against a specific system is displayed on the same row as the system name for the type of BIT
selected at R1. The SYSTEM window is the default window when the Status sub-page is first
accessed.
The upper right status window is titled SUBSYSTEM has a subsystem column, PG n/nn for
selected page and number of active pages, and a status column. The upper right status window
displays the BIT testable subsystems and may include the subsystem’s reporting WRA name for
clarification or may include only a selected name for a group of WRAs. Subsystems are listed in
alphabetical order for the selected system. The subsystem lists also contains particular subsystem
functional tests (e.g., E G I IBIT or ADTS IBIT). A GO, NO GO, DEGR, or N/A indication is
displayed for the subsystem. N/A is shown when the selected BIT type is not available for the
item displayed. Dashes are displayed in the status column if the subsystem reporting WRA is not
installed or if there is a loss of communication between the subsystem and the MC. An I or
NI indicator is displayed to show if the subsystem reporting WRA is installed or not installed.

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Figure 3-5: Status Sub-page

The lower right status window is titled WRA/SRA and has a PG n/n for selected page and number
of active pages. Statuses for the subsystem WRAs or SRAs listed within the window are displayed
on the same line with a GO or NO GO indication. N/A is shown when the selected BIT type is
not available for the item displayed. Dashes are displayed in the status column if the associated
WRA/SRA is not installed.
The lower left area displays the status of the AVIONICS, MISSION and WEAPONS buses. This
area is not selectable. Detailed status for the buses is displayed on the BUS sub-page, selectable at
the T2 (BUS) bezel key.
3.2.1.2 Status Sub-page Bezel Keys

STAT sub-page bezel key functions are described below. Bezel keys L1 through L6, and R6 are
scroll-entry tools used with MFD screens that contain text that can be manipulated. Figure 3-6
illustrates the symbols associated with scroll-entry tools used within all system displays.
3.2.1.2.1 L1 (Page-up Tool)

The page-up tool allows scrolling up through multiple pages within a selected window. If the first
page of a list is being displayed when L1 is pressed, the list will wrap to the last page of the list.
3.2.1.2.2 L2 (Scroll-up Tool)
The scroll- up tool allows scrolling up within the selected window. If the cursor is in the top row
of a list when L2 is pressed, the previous page will be displayed and the cursor will be in the
bottom row.

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3.2.1.2.3 L4 (Scroll-down Tool)

The scroll-down tool allows scrolling down within the selected window. If the cursor is in the
bottom row of a list when L4 is pressed, the next page will be displayed and the cursor will be in
the top row.
3.2.1.2.4 3.2.1.2.4 L5 (Page-down Tool)

The page-down tool allows scrolling down through multiple pages within a selected window. If
the last page of a list is being displayed when L5 is pressed, the list will wrap to the first page of
the list.
3.2.1.2.5 L6 (RTN)

When pressed, the Return key will return the display to the screen displayed before the current
sub-page was selected. An arrow pointing upward and outboard from the center of the display
accompanies the RTN label at R6.
NOTE
An arrow pointing down and toward the center of the display signifies
that sub-pages can be accessed by pressing the adjacent bezel key.

Figure 3-6: Standard Function Symbols

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3.2.1.2.6 T1 (MAINT)

Pressing T1 will display the Maintainer Message Page on the MFD.

3.2.1.2.7 T2 (BUS)

Pressing T2 will display the Data Bus Sub-Page on the MFD. See paragraph 3.2.1.3.
3.2.1.2.8 T3 (WCA LOG)

Pressing T3 will display the WCA Log Sub-Page on the MFD.

3.2.1.2.9 T6 (INSTAL/NOT INST)

Pressing T6 switches states between INSTAL (installed) and NOT INST (not installed) and is
associated with the subsystem’s reporting WRA for the subsystem selected in the in the
SUBSYSTEM window. The active state is displayed in white and boxed. The T6 legend is slashed
when the left window is selected. Maintenance personnel use the switch to inform IAS about
installation status so BIT checks will not fail a non- installed item or its wiring.
3.2.1.2.10 R1 (S P I M)

The key selects startup, periodic, initiated or maintenance BIT used to create the status for the
selected system or subsystem BIT as the default. The status presentations in the SUBSYSTEM
or WRA/SRA window reflect the selected BIT type and they will remain the same as long as
the R1 selection stays in the same position. Exiting and re-entering will force PBIT results to be
displayed and R1 will return to the P position.
3.2.1.2.11 R2 (BIT)

Pressing R2 with a system or subsystem selected in one of the windows initiates the BIT type
selected at R1. During the BIT check, the key legend will change to white and boxed. The BIT
check may be aborted by pressing the key a second time and the key will change to cyan and
unboxed. When testing is complete, the BIT status will be displayed in the left or upper right status
window. The legend at R2 will be slashed and the bezel key will not function if the selected system
is not capable of IBIT, MBIT conditions are not met, the system is powered OFF, or the NI
indication is set.
NOTE
SBIT and PBIT cannot be commanded.
3.2.1.2.12 R4 (S/W CNFG)

Pressing R4 will cause the display to change to the Software Configuration sub-page. The legend
will be slashed if the WOG signal indicates the helicopter is airborne. See paragraph 3.2.1.5.
3.2.1.2.13 R6 (Switch Tool)

R6 acts as a cursor switch tool to move the cursor from one window to another. Pressing the key
toggles window selection. The character associated with the selected window is displayed in white
and boxed. The other character(s) will display in cyan.

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3.2.1.3 Data Bus (BUS) Sub-page

The Data Bus sub-page (Figure 3-7) provides maintenance personnel with a textual depiction of
the three reporting data buses and ethernet of the helicopter.
The avionics, mission and weapons buses and ethernet are listed in the left status window in
alphabetical order. The avionics bus is the default selection. The heading area above the left
window shows the total number of failures found on the buses.
The right window lists, in physical order, the remote terminals connected to the bus selected in
the left window. Legends above the right selection box identify the WRA (remote terminal)
column; PG n/nn indicating page number/pages available for the selected bus; the RT address
number for the selected WRA; and letter A(n) and letter B(n) to represent the redundant bus
arrangements respectively, where (n) represents the number of failures on the bus. Within the right
window is the WRA list for the bus and the status of the WRA on the redundant buses. The status
may be GO or NO GO. Dashes indicate a WRA is either not powered ON or not installed.
3.2.1.3.1 Data Bus Sub-page Bezel Keys

The bezel keys, where labeled with a legend or symbol, function as described for the Status sub-
page. Pressing up or down arrows will allow the crewmember to select different buses for
display.
OFF
NORM
NITE
RPT
DAY
TEST VIDEO
MODE AUTO

WCA
LOG BUS

BUS ( TOT 3 ) WRA PG x/NN RT xx A(nnn) B(nnn)

AVIONICS MC GO GO
V
V

MISSION DCU 1 GO GO
WEAPONS DCU 2 GO GO
ETHERNET

RTN
V
V

+ C=3 +
BRT CONT
A=2 WOG = GROUND

- -
WCA SYS FLT COM TDC MAP EW TSS WPN

Figure 3-7: Avionics Bus

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3.2.1.4 WCA LOG Sub-page

The WCA LOG sub-page is discussed in the Warnings, Cautions and Advisories Section of this
Chapter.
3.2.1.5 Software Configuration (S/W CNFG) Sub-page

The Software Configuration sub-page (Figure 3-8) provides an inventory of installed avionic
equipment with their software versions as reported by the WRAs and provides access to the
MC OFP sub-page. Information is provided in a data window containing two columns. WRAs
and software program type are listed in the left column in alphabetical order. Software versions
as reported by the WRAs are listed in the right column. The MC will report i t s software versions
for installed processors. MC MP is the mission processor card; MC GP is the graphics processor
card.

Figure 3-8: Software Configuration Sub-page

3.2.1.5.1 Software Configuration Sub-page Bezel Keys

The bezel keys at L1 through L6 function as described for the Status sub-page. Bezel keys T1
through T6 and R1 through R5 are not used on this page.
3.2.1.5.2 R5 (NERP LOAD)

Pressing R5 selects the Non-Editable Reference Points Sub-Page for display.

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3.2.1.5.2.1 Non-Editable Reference Point (NERP) Load Sub-page

A Non-Editable Refence Point (NERP), such as a Digital Aeronautical Flight Information File
(DAFIF) are data points that cannot be edited by the operator. NERP can only be entered by a mission
planning system loading data onto the ADTS MSN card. The NERP Load sub-page is accessed
through the R4 bezel key (NERP LOAD) on the Status sub-page, provided the WOG signal
indicates the helicopter is on the ground; otherwise, the key label is slashed and the function
unavailable. The R6 key allows the operator to load a NERP file from the ADTS to the MC (Figure
3-9). Pressing the R6 key initiates the load process with PRESS TO VERIFY. Load statuses are:
READ FROM SOURCE
TRANSFER TO DESITNATION
WRITE TO DEST
VERIFYING
LOAD COMPLETE
ERROR – RETRYING
ERROR – LOAD FAILED

System will make up to three attempts for each step.

Figure 3-9: NERP Load Sub-page

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3.2.1.5.3 R6 (OFP LOAD)

Pressing R6 selects the Mission Computer Operational Flight Program (OFP) Load sub-page for
display. It allows updating of the OFP via a specially-configured ADTS MNT RMM.
3.2.1.5.3.1 Mission Computer Operational Flight Program Load Sub-page

The MC OFP LOAD Sub-Page (Figure 3-10) is selected by pressing R6 (OFP LOAD) on the
Software Configuration sub-page. The MC OFP LOAD sub-page displays the MC flash
EEPROM contents currently loaded in the MC processors in the top half of the screen. The bottom
half of the screen displays the main header of the OFP RMM when the card is loaded into the
ADTS. The contents of the RMM can be loaded to the MC by using the R6 bezel key (LOAD).
The LOAD legend at the R6 bezel key will be slashed if no OFP R M M is present in the ADTS
and an INSERT H1 OFP CARD CIM will be displayed adjacent to R6.
If the WOG shows the helicopter on the ground, the OFP RMM is loaded, and the OFP load has
been initiated, OFP load progress information will be displayed in the lower right side of the
screen.

Figure 3-10: Mission Computer Operational Flight Program Sub-Page

3.2.1.5.3.2 MC OFP LOAD Sub-page Bezel Keys

The bezel keys at L1 through L5, T1 through T6, and R1 through R5 are not used for this page.

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3.2.1.5.3.3 L6 (RTN)

Pressing L6 will return the display to the Software Configuration sub-page.

3.2.1.5.3.4 R6 (LOAD)

When R6 (LOAD) is pressed, a PRESS TO VERIFY CIM will be displayed adjacent to R6. A
second press of the R6 bezel key will begin the OFP loading process and display a LOAD IN
PROCESS CIM adjacent to R6. Load progress is displayed as % COMPLETE in the lower right
column.
After the OFP software has loaded, one of three CIMs will be displayed:
1. LOAD COMPLETE CYCLE POWER TO MC — reboot the MC by pulling that MC’s
circuit breaker and then putting the circuit breaker back in. The MC will boot up using the
new OFP.
2. LOAD FAILED CYCLE POWER TO MC — reboot the MC by pulling that MC’s circuit
breaker and then putting the circuit breaker back in. The MC will boot up using the old OFP.
3. LOAD FAILED EEPROM CORRUPTED RETURN TO DEPOT — replace the MC.

3.2.2 MISSION LOAD (MSN LOAD) SUB-PAGE

The Mission Load sub-page (Figure 3-11) is accessed through the L1 key on the Systems page.
The Mission Load sub-page provides all the bezel keys, displays and controls required to load
mission data from the ADTS RMM and store post-mission data back to the RMM mission card.
The R M M c a n h o l d t w o m i s s i o n s a n d t h e crewmember may choose between one of
two missions and may select all data or specified subsets of data. Some data on the mission
RMM is common to both missions and is stored in a common area on the RMM. The sub-page
also allows for naming or renaming the mission that is currently loaded in the MC. The load, store
and erase functions can be invoked only on one MFD at a time to prevent corrupting the mission
database because the functions are mutually exclusive. Mission data loaded to the MC from the
ADTS RMM can contain any or all of the data types shown in Table 3-2 loaded by the Flight
Planning System.
The system uses the term “load” to denote the action of copying a selected mission from the RMM
to the MC. It uses the term “store” to denote the action of copying the mission from the MC to the
selected MSN (MSN-1 or MSN-2) area of the RMM.
The upper central display area displays the page title, MSN LOAD, the legend LOADED
MISSION, name of the mission currently loaded in the MC, and the name, date, and time stamps
of the currently loaded mission segments in white.
The lower central display area displays the legend CARD MISSION; the mission selected from
the RMM is displayed in the same format as the currently loaded mission.

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Figure 3-11: Mission Load Sub- page

Table 3-2: Mission Load Contents

SEGMENT NAME COMPONENT NAME DATA
AREA
NAV Planned Intended Mission
Movement
Non-editable Mission
Waypoints
Editable Waypoints Mission
Routes Mission
Flight Plan Mission
Threat Group Names Commo n

Map Vector Overlays Commo n

Map Crewstations Mission

Map Data Frames Commo n

Threats User Defined Threats Mission

Targets Mission
DMS Threat names Mission
Weapons Weapons Load Mission

Laser Codes Commo n

Setup Bingo Fuel Mission

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Table 3-3. Mission Load CIMs and Key Slashing

Condition CIM Key Slashing
AMU door open CLOSE AMU DOOR Right bezel keys
No card in mission slot of AMU INSERT MISSION CARD Right bezel keys
Card in mission slot is not PC CARD NOT MD TYPE Right bezel keys
a mission card
Mission card in mission slot IMPROPERLY FORMATTED Right bezel keys with the exception
has format problems MISSION CARD of CLASS(ified) ERASE at R6
AMU not installed or failed AMU NOGO Right bezel keys
Theater load in progress LOAD IN PROGRESS Right bezel keys
TSS images are being stored TSS IMAGE LOADING/STORING Right bezel keys
IN PROGRESS

3.2.2.1 Mission Load (MSN LOAD) Sub-page Bezel Keys

The L1, L4, L5, T2, R1, R4 and R6 keys are not used with the mission load sub-page.
3.2.2.1.1 L2 (MSN-1/MSN-2)

The mission load toggle selects between MSN-1 and MSN-2 for loading, storing, or erasing
data on the RM M . The selected mission is displayed in white and boxed and the non-selected
mission is displayed in cyan. The default on power-up is MSN-1. If an RMM is present but there
is no data present in the MSN 1 or MSN 2 file, MSN 1 NOT LOADABLE or MSN 2 NOT
LOADABLE is displayed instead of the mission name in the card information area. The LOAD
key legend (at L2) is slashed when a mission is selected for which there is no data available on
the card.
3.2.2.1.2 L3 (NAME)

The mission name key allows changing of the mission name for a mission that has been loaded to
the MCs. The mission name is displayed in white and boxed below the legend NAME. To change
a mission name, type the new name in the DFD scratchpad and press the L3 key. If there is no
name in the scratchpad, pressing L3 will cause the current name to drop to the scratchpad for
editing. A mission name may be up to twelve characters in length. Adding or changing the name
for a mission only applies to the mission in the MC. If a named mission is subsequently stored
to the RMM, the name will accompany it.
3.2.2.1.3 L6 (RTN)

Pressing L6 returns to the Systems top page.

3.2.2.1.4 T1 (ALL)

The ALL key selects all mission data to be loaded from or stored to the AMU mission card. The
key is mutually exclusive to the functions available at the T2 through T6 keys. T1 in the ON
state deselects T2 through T6. Placing a T2 through T6 key in the ON state will deselect T1. The
default state of T1 is ON with the ALL legend displayed in white and boxed. When inactive, the
legend is displayed in cyan and unboxed.

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3.2.2.1.5 T3 (THRT)

The THRT key is used to select mission threat data to be loaded from or stored to the RMM.
The default state is OFF and the THRT legend displayed in cyan. When active the legend will
be displayed in white and boxed. The THRT key is mutually exclusive to the T1 key.
3.2.2.1.6 T4 (NAV)

The NAV key is used to select mission navigation data to be loaded from or stored to the RMM.
The default state is OFF and the NAV legend displayed in cyan. When active the legend will be
displayed in white and boxed. The NAV key is mutually exclusive to the T1 key.
3.2.2.1.7 T5 (WPN)

The WPN key is used to select mission weapon data to be loaded from or stored to the RMM.
The default state is OFF and the WPN legend displayed in cyan. When active the legend will
be displayed in white and boxed. The WPN key is mutually exclusive to the T1 key.
3.2.2.1.8 T6 (SETUP)

The SETUP key is used to select mission equipment setup data to be loaded from or stored to the
RMM. The default state is OFF and the SETUP legend displayed in cyan. When active the legend
will be displayed in white and boxed. The SETUP key is mutually exclusive to the T1 key.
3.2.2.1.9 R2 (LOAD)

When pressed, the MC will initiate the load process to copy the selected mission from the ADTS
to the MC. When the MC senses that the ADTS load is being initiated, the LOAD legend will
change from cyan to white and boxed. When the process is complete, the legend will return to
unboxed cyan. The mission data that was loaded is the data selected by using the T1 through T6
keys. Checksum is used to detect errors. Checksum errors will allow the load to be restarted a
maximum of three times prior to aborting a load. The current load will not be over written until
the mission load has been completed. The load process will be aborted if the crewmember deselects
the LOAD key.
CIMs associated with the LOAD key are:
LOAD IN PROGRESS
LOAD COMPLETE
(Segment Name) LOAD FAILED
PRESS TO VERFY
(Segment Name) LOAD
ABORTED NAV LOAD
ABORTED
REFERENCE FAILURES
ADD THREAT SEGMENT.

The messages are displayed to the left of the LOAD key legend. Messages are displayed for at least
three seconds, until system processing is complete or crewmember intervention invalidates the

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message. All CIMs are terminated upon leaving the sub-page. If more than one message is valid,
the messages will list down with the most recent at the bottom.
3.2.2.1.10 R3 (STORE)

When pressed, the MC will initiate the store process from the MC to the ADTS. While a
mission name is not required, if one is desired, it must be done before storing the mission to the
RMM. When the MC senses that the ADTS store is being initiated, the STORE legend will change
from cyan to white and boxed. When the process is complete, the legend will return to unboxed
cyan. The mission data that was stored is the data selected by using the T1 through T6 keys.
Each store operation applies a time stamp to the stored image. Checksum is used to detect
errors. Checksum errors will allow the store to be restarted a maximum of three times prior to
aborting a store. The store process will be aborted if R2 (LOAD) is deselected.
CIMs associated with the STORE key are:
STORE IN PROGRESS
STORE COMPLETE
(Segment Name) STORE FAILED
(Segment Name) STORE ABORTED
REFRENCE FAILURE
ADD THREAT SEGMENT.

The messages are displayed to the left of the STORE key legend. Messages are displayed for
at least 3 seconds, until system processing is complete or crewmember intervention invalidates
the message. All CIMs are terminated upon leaving the sub-page. If more than one message is
valid, the messages will list down with the most current at the bottom.
3.2.2.1.11 R5 (ERASE SEGMENT)

When pressed, the ERASE SEGMENT key will initiate the erase function on the ADTS RMM
for those mission data domains selected at the T1 through T6 keys for the mission selected at
L2. When the ADTS reports that erase is in progress, the ERASE legend will change from
cyan to white and boxed. When the ADTS reports the erase function complete, the legend will
return to unboxed cyan and is slashed when that mission is selected at L2 and the erased data is
selected at one of the T keys. Pressing ERASE SEGMENT once will cause a CIM, PRESS TO
VERIFY, to be displayed. A second press of the ERASE SEGMENT key executes the actual
erase function. Pressing any other key before pressing ERASE SEGMENT a second time will
void the first ERASE SEGMENT key press.
If all segments of a mission have been erased, MSN-1 or MSN-2 NOT LOADABLE will be
displayed instead of the mission name in the card information area whenever that mission is
selected at L2 (MSN -1/MSN-2).

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CIMs associated with the ERASE key are:

ERASE IN PROGRESS
ERASE COMPLETE
ERASE FAILED
PRESS TO VERIFY

The messages are displayed to the left of the ERASE SEGMENT key legend. Messages are
displayed for at least three seconds, until system processing is complete or crewmember
intervention invalidates the message. All CIMs are terminated upon leaving the sub-page. If more
than one message is valid, the messages will list down with the most current at the bottom.

3.2.3 SYSTEMS SETUP SUB-PAGE

The Systems Setup sub-page (Figure 3-12) is accessed by pressing L4 (SETUP) on the Systems
top page. Setup sub-page functions include manual date entry, time zone selection, time setting and
display, and bingo fuel setting and display; horizontal links to the Map, Navigation, TSS, and
Weapons setup sub-pages. These other setup pages can also be reached via their corresponding
functional top page (e.g., WPN SETUP via the WPN top page).
There are no graphical displays or other items displayed in the center display area of the Systems
Setup sub-page.
3.2.3.1 Bezel Key Functions

Bezel keys on the left side are for date and time. Bezel keys across the top are horizontal links to
other setup sub- pages. The default state of the top keys is unselected with the legends displayed
i n cyan. Bezel keys on the right side is for bingo fuel.
3.2.3.1.1 L1 (DATE)

The default state of L1 is the date from the EGI displayed as DD/MM/YY illuminated in white
and boxed. If the EGI data is invalid, the day, month and year can be entered into the scratchpad
in DDMMYY format. Pressing L1 will send the scratchpad contents to the L1 area and a MAN
(manual) legend will display below the DD/MM/YY entry. This date will be used by IAS as system
date until EGI date becomes available.
The date displayed will reflect the selection of local or Zulu time.
3.2.3.1.2 L2 (ZONE)

L2 allows setting of offset between local and Zulu time. The ZONE legend is displayed in
cyan and the zone number is displayed in white and boxed. The offset value can be entered into
the scratchpad and subsequent press of the L2 bezel key will display the offset value at L2. The
range value for time zone offset is ±12 hours. Values outside of this range will produce a RANGE
ERROR CIM to the right of the zone number at L2.
The default value is the last selected time zone offset.

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 TM 1-1520-236-10 Supplement

3.2.3.1.3 L3 (Z L)

L3 provides selection of local or Zulu time for display. The active state is displayed in white
and boxed. The default state is Zulu (Z).

Figure 3-12: Systems Setup Sub-page

3.2.3.1.4 L4 (GPS/MAN)

L4 displays whether IAS uses GPS time or manually (MAN) entered time. During power-up
the system defaults to GPS time and the GPS legend will be displayed in white and boxed. When
GPS time is not available at start-up or during flight, the last known IAS time will continue to be
updated by the MC.
Once the manual time is entered, the MAN legend at L4 will be white and boxed.
3.2.3.1.5 L5 (TIME)

The legend at L5 displays the current system time, either GPS time or manual time. Entering time
into the scratchpad and pressing L5 causes the scratchpad contents to be displayed as IAS time
at L5 and a MAN legend will be displayed underneath the time. A valid entry is four (HHMM)
or six (HHMMSS) digits in the range of 00 to 23 for hours and 00 to 59 for minutes and seconds
(six digits). Seconds will be set to 00 for a four-digit entry. Entries outside of these ranges will
cause a RANGE ERROR CIM to display to the right of the SET legend at L5.
The default for manual time is 12:00 (noon) which is displayed at start-up. The MC continues to
update and use this MAN time until the EGI receives valid time which then causes the GPS

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 TM 1-1520-236-10 Supplement

time to be displayed. After L4 is toggled from GPS to MAN, the manual time continues with
existing system time.
3.2.3.1.6 L6 (RTN)

Pressing L6 will return MFD control to the Systems top page.

3.2.3.1.7 T2 (MAP)

Pressing T2 will cause the system to horizontally link to and display the Map Setup sub-page.
3.2.3.1.8 T3 (NAV)

Pressing T3 will cause the system to horizontally link to and display the Navigation Setup sub-
page.
3.2.3.1.9 T5 (TSS)

Pressing T5 will cause the system to horizontally link to and display the Target Sight System Setup
page.
3.2.3.1.10 T6 (WPN)

Pressing T6 will cause the system to horizontally link to and display the Weapons Setup sub-page.
3.2.3.1.11 R6 (BINGO FUEL)

R6 is used to set the Bingo Fuel value. See Chapter 2 for discussion of the Fuel System.

3.2.4 DAILY ZERO SUB-PAGE

The Da i l y Ze r o sub-page (Figure 3-13) is accessed by pressing L6 (DAILY ZERO) on the

Systems top page. Selections for zeroizing data include GPS, Flight Plan (FLT PLN), Threat
(THRT), Waypoint (WPT), Target (TGT) and ALL. All Zeroize functions require a 2nd press to
verify. Zeroization only clears MC non-volatile memory (NVM).

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 TM 1-1520-236-10 Supplement

OFF
NORM
NITE
RPT
DAY
TEST VIDEO
MODE AUTO

DAILY THRT
ZERO

WPT

GPS TGT
ALL ZEROIZE KEYS ARE
PRESS AGAIN TO VERIFY
FLT
PLN

RTN DAILY
ALL

+ C=3 +
BRT A=2 WOG = GROUND CONT

- -
WCA SYS FLT COM TDC MAP EW TSS WPN

Figure 3-13: Daily Zero Page

3.2.5 FUEL

The fuel remaining on board is shown in position R1 on system top page. Crewmembers can toggle
between Pounds (P) or Gallons (G). It will also display the Bingo Fuel setting (B). Bingo Fuel is
always displayed in pounds. If left on Bingo Fuel (B), the system will revert to display fuel
remaining in Pounds (P) after three minutes.

3.2.6 TSS

The TSS is turned ON or OFF using R2 on the systems top page. When turned on, the TSS will
have a white box around it.

3.3 COMMUNICATIONS
The Communications (COM) fixed function bezel is not active in the RJAF AH-1F Upgrade.
Selecting it will result in a black screen with “RESERVED” in white letters. Press any other fixed-
function bezel key (e.g., WCA, SYS, FLT, etc.) to exit. See Chapter 3 for discussion of the
manually tuned dual TALON radios, ARN-123 VOR and APX-100 Transponder.

3.4 TACTICAL DATA COMMUNICATIONS

The Tactical Data Communications (TDC) bezel is not active in the RJAF AH-1F Upgrade.

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 TM 1-1520-236-10 Supplement

Selecting it will result in a black screen with “RESERVED” in white letters. Press any other fixed-
function bezel key (e.g., WCA, SYS, FLT, etc.) to exit.

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(this page intentionally blank)

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AH-1F(U)

CHAPTER 3
AVIONICS

SECTION I. GENERAL

3-1. GENERAL. plied and applicable circuit breakers are energized. The
terms megahertz (MHz) and kilohertz (KHz) are used in
this chapter, regardless of equipment markings.
This chapter covers the electronic equipment configuration
installed in Army AH-1F/S helicopter. It includes a brief 3-2. ELECTRONIC EQUIPMENT CON-
description of the electronic equipment, its technical FIGURATION.
characteristics, and capabilities. This chapter contains
complete operating instructions for all signal equipment Avionics equipment installed in the helicopter with their
installed in the helicopter. For mission avionics equipment, common names, use, and operational range is present-
refer to Chapter 4, Mission Equipment. During equipment ed in Figure 3-1. Antenna locations are shown in Figure
operation, it is assumed that the power is ap 3-2.

SECTION II. COMMUNICATIONS

3-3. INTERPHONE CONTROL.

3-6. OPERATION – INTERPHONE CON-
3-4. DESCRIPTION – INTERPHONE CON- TROL.
TROL. a. Transit interphone selector switch – As required.
This communications systems control C-6533( )/ARC b. Receivers switches – As required.
provides an intercommunication capability between the
pilot and gunner. Two of the panels are installed in the c. HOT MIKE switch – As required.
helicopter. The system is used for intercommunication and
radio control. It may be used in any one of three different d. VOL Control - Adjust
modes as determined by the setting of the switches and
controls on the panel. The three modes of operation are: 3-7. TALON RADIO RT-8309.
two-way radio communication; radio receiver monitoring;
and intercommunication between the pilot, gunner, and
3-8. DESCRIPTION – TALON RADIO RT-
ground crews. 8309.
The Talon VHF/UHF/EP Communications System,
3-5. CONTROLS AND FUNCTIONS – IN- referred to as Talon, provides normal and secure two-
TERPHONE CONTROL. way voice and data communications over the 30- to 400-
MHz frequency range. There are two TALON radios
Refer to Figure 3-3. mounted in the pilots’ station right hand console. See
RT-8309 Operators guide for more information.

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 TM 1-1520-236-10
AH-1F(U)

NOMENCLATURE COMMON NAME USE RANGE

Interphone for pilot and gunner,

Stations within
C-65330/AIC Interphone Control integrates all communication
helicopter.
equipment.
TALON #1/TALON #2
RT-8309 Two-way voice communication Line-of-sight
ARC-210 Radio
Enables gunner to tune TALON
RCU-8150 Remote Control Unit #2 when TAL2 CONT PBA in
gunner’s station is set to G
LN-251 EGI INS/GPS; EGI Navigation
VHF omnirange (VOR),
localizer (LOC), glideslope
AN/ARN-123(V)1 VOR SET Line-of-sight
(GS), and marker beacon (MB)
position information.
Provides magnetic reference
AN/ASN-43 Gyrocompass Set
signal for VOR
Transmit a special coded reply
AN/APX-100 IFF Transponder Radio Line-of-sight
for radar interrogator systems.
Provides altitude indication
APN-209 Radar Altimeter 0 to 1500 ft AGL
above terrain

Figure 3-1. Communication and Associated

Electronics Equipment

3 - 2
 TM 1-1520-236-10
AH-1F(U)

RADAR ALTIMETER ANTENNA

UHF/VHF ANTENNA
UHF/VHF ANTENNA

TRANSPONDER ANTENNA
MARKER BEACON ANTENNA

BOTTOM VIEW

INTERPHONE JACK

VOR ANTENNA
RADAR WARNING
ANTENNA
GLIDESLOPE ANTENNA
TRANSPONDER
ANTENNA

GPS
ANTENNA IR AJMMER XMTR
(IF INSTALLED)

VOR ANTENNA

INTERPHONE JACK

TOP VIEW

Figure 3-2. Antenna Locations (Typical)

3-3
 TM 1-1520-236-10
AH-1F(U)

3-9. CONTROLS AND FUNCTIONS –

TALON RADIO RT-8309.
Refer to Figure 3-4.

3-10. OPERATION – TALON RADIO SET,

RT-8309

3-11. OPERATION – REMOTE CONTROL

UNIT, RCU-8150

A remote-control unit is mounted in the gunner's station to

allow the front seat to control TALON 2. The TAL2 CONT
PBA, also mounted in the gunner's station, indicates if the
pilot (P) or gunner (G) has control of TALON 2. If P is in
control, pressing the PBA will cause the G to illuminate
and In Control message to show on the RCU and allowing
the gunner to tune TALON 2.

3-4
 TM 1-1520-236-10
AH-1F(U)

MS018114

CONTROL/INDICATOR FUNCTION
1. Receiver Switches
Connect (ON) or disconnect (OFF)
1 - UHF/VHF/FM - TALON 1 communications receivers from the headsets.

2 - UHF/VHF/FM - TALON 2
3 - Not used
4 - Not used
5 - Not used

2. AUX Receiver switch

Connects (ON), or disconnects (OFF), VOR

3. NAV Receiver switch set receiver ARN-123(V)1 from the headset.
Permits hand-free intercommunications with
4. HOT MIKE switch transmit-interphone selector in the ICS position.
Adjusts volume from receivers.
5. VOL control Adjusts intercommunications volume.
Selects transmitter to be keyed and
6. Transmit-Interphone selector connects microphone to transmitters.

1 - TALON 1
2 - TALON 2
3 - Not used
4 - Not used
5 - Not used
Connects the microphone to the intercommunications
ICS system only, disconnecting microphone from transmitters.

Figure 3-3. Interphone Control Panel C-6533/( )/ARC

3-5
 TM 1-1520-236-10
AH-1F(U)

TPG3' 16 01

1. Displays radio channel, frequency,

Liquid crystal net, time, mode, or built-in test (BIT)
display (LCD) information.

2. Two position rocker switch adjusts LCD

Display Brightness brightness.
rocker switch

0. ENTER Commands the receiver-transmitter to

Enter pushbutton load the current configuration information
switch or to select the displayed mode (current
selection is underlined on the display).

1. MENU Commands the receiver-transmitter to

Menu pushbutton navigate up or down one menu level
switch from the displayed menu screen,
depending on the operational mode.
Menu pushbutton switch is not active in
some operational modes.

3. Four position rocker switch scrolls

Navigation rocker through selections displayed on the
switch display screens (current selection is
underlined on the display).

6, 8, 9, 11, 12. Rotary switches used to select desired

Frequency/Channel frequency, preset channel, and other
selectors numerical data.

-
F i g u r e 3 - 4 . T A L O N R T 8 3 0 9 C o n t r o l s ( S h e e t 1 o f 3 )

3 - 6
 TM 1-1520-236-10
Isolated position rotary switch. Selects AH-1F(U)
7. the following frequency modes.
Frequency Mode
selector
Operator can select 245 simplex and 5
PRST hatf-duplex channels (26 through 30).
Preset (PRST) The selected channel, frequency, and
channel mode modulation type (AM or FM) is displayed.
Scan mode is enabled when preset
channel 32 is selected. Preset channels
22 through 25 are scanned. Channel 22
is the command channel, and 23 through
25 are secondary channels. When a
signal is detected on a scanned channel,
the frequency and DWELL are displayed.

Operator can manually select any of the

MAN operating frequencies and modulation
Manual (MAN) types shown in the Frequency Range,
frequency select Features, and Applications Using
mode Receiver-Transmitter Control table of the
Normal Operation section of this guide.

Operator can select up to 250 ECCM

ECCM nets. Following operator selection, the
Electronic Counter- ECCM function provides all frequency
Countermeasures and control data for operation of the
(ECCM) mode receiver-transmitter and active antenna
(if used).

Operator can select any one of the 57

MAR preset maritime channels (channels 1
Maritime (MAR) through 28 and 60 through 88). Maritime
mode channel, transmit frequency, and
modulation mode are displayed. Pushing
the up or down position of the Navigation
rocker switch, while in MAR mode,
toggles frequency and station operation
between shore and ship station.

The transmitter and main receiver are

121.5 tuned to 121.500 MHz (AM). All control
VHF Guard mode settings, except OFF, TEST, + VOL -,
SQL, and Display Brightness, are
inoperative.

Causes transmitter, main receiver,

243 and guard receiver to be tuned to
UHF Guard mode 243.000 MHz (AM) guard channel.
This mode has precedence over
all other modes, except transmit.
All control settings, except OFF,
TEST, + VOL -, SQL, and Display
Brightness, are inoperative. Turns on the
receiver-transmitter if it is off.

Isolated position rotary switch. Selects

10. the following operational modes.
Operational Mode
selector
Turns off power to the radio, unless radio
OFF SYSTEM OFF line is grounded.
Off mode
The main receiver, transmitter, and guard
TR+G receiver are on, and able to perform all
Main Rece iver- functions.
Transmitter plus
Guard (TR+G)
mode

Figure 3-4. TALON RT-8309 Controls (Sheet 2 of 3)

3 - 7
 TM 1-1520-236-10
AH-1F(U)

Figure 3-4. TALON RT-8309 Controls (Sheet 3 of 3)

3-8
 TM 1-1520-236-10
AH-1F(U)

CALLOUTS:

1. VOL/SQ OFF Volume potentiometer adjusts audio

(PULL) output level. Push-pull function enables
Volume/squelch or disables main receiver squelch.
off push-pull  Enables squelch while pushed in.
switch
 Disables squelch while pulled out.

2. CHAN FREQ/ Liquid Crystal Display (LCD) displays

NET/TIME radio channel, frequency, net, time,
Channel frequency/ mode, or Built-In Test (BIT) results.
net/time display

2. CHAN/FREQ Each time switch is pushed, the cursor

CRSR (PUSH) position changes. Rotating the switch
Channel/frequency changes CHAN or FREQ value,
cursor (CHAN/ depending on mode selected and cursor
FREQ CRSR) position.
pushbutton rotary
switch

3. LOAD/OFST When pushed, enables the loading of

Load/offset (LOAD/ various data and operating frequencies,
OFST) pushbutton depending upon the mode selected.
switch

4. Isolated position rotary switch. Selects

Frequency Mode the following frequency modes.
selector
NOTE
Knob must be pulled out to enter
or exit positions marked (PULL).

AJ/M (PULL) Antijam Provides the same capabilities as AJ

master net (AJ/t/1) mode below, plus the added function
associated with master net control.

Figure 3-5. RCU-8150 Controls (Sheet 1 of 4)

3-9
 TM 1-1520-236-10
AH-1F(U)

AJ Operator can select up to 250 ECCM

Electronic Counter- nets. Following operator selection, the
Counter-measures ECCM function provides all frequency
(ECCM) Antijam and control data for operation of the
(AJ) mode receiver-transmitter and active antenna
(if used).

MAR Operator can select any one of the 57

Maritime (MAR) preset maritime channels (channels 1
mode through 28 and 60 through 88). Maritime
channel and transmit frequency are
displayed. Alternately pushing the
LOAD/OFST pushbutton, while in MAR
mode, toggles frequency and station
operation between shore and ship
station.

PRST Operator can select 245 simplex and 5

Preset (PRST) half-duplex (26 through 30) channels.
mode The selected channel, frequency, and
modulation type (AM or FM) are
displayed. Scan mode is enabled when
preset channel 32 is selected. Preset
channels 22 through 25 are scanned.
Channel 22 is the command channel,
and 23 through 25 are secondary
channels. When a signal is detected on
a scanned channel, the frequency and
DWELL are displayed.

MAN Operator can manually select any of the

Manual (MAN) fre- operating frequencies shown in the
quency select mode Frequency Range, Features, and
Applications Using the RCU table of the
Normal Operation section of this guide.

Figure 3-5. RCU-8150 Controls (Sheet 2 of 4)

3-10
 TM 1-1520-236-10
AH-1F(U)
243 Causes transmitter, main receiver,
UHF guard mode and guard receiver to be tuned to
243.000 MHz (AM) guard channel.
This mode has precedence over all
other modes, except transmit. All
control settings, except ZRO (PULL),
Menu Pointer, and VOL/SO OFF
(PULL), are inoperative. Turns on the
receiver-transmitter and RCU if they
are off.

121 (PULL) The transmitter and main receiver are

VHF guard mode tuned to 121.500 MHz (AM). All control
(pull-to-turn) settings, except ZRO (PULL), OFF,
TEST, Menu Pointer, and VOL/S0 OFF
(PULL), are inoperative.

6. Displays Continuous Built-In Test (CBIT)

Menu Pointer push- status from top menu level display pages.
button switch Exits lower menu level display pages.

7. Positions cursor under SETUP or

Menu Cursor push- WAVEFORM on display for use in setting up
button switch available functions. It is also used to move
up one menu level.

8. Isolated position rotary switch. Selects the

Operational Mode following operational modes.
selector
l c NOTE
Knob must be pulled out to enter or
exit position marked (PULL).

ZRO (PULL) ECCM fill data is erased from memory by

Zeroize (ZRO) the zeroize function. ZEROIZE IN
mode PROGRESS is displayed during the
zeroize function, then ZEROIZE
COMPLETED. Rotary switch must
remain in ZRO (PULL) position for
several seconds for a proper zeroize.

Figure 3-5. RCU-8150 Controls (Sheet 3 of 4)

3-11
 TM 1-1520-236-10
AH-1F(U)

OFF Turns off power to the radio, unless radio

Off mode SYSTEM OFF line is grounded.

TEST Initiates system built-in-test. IN PROGRESS

Test mode is displayed while the test is in progress.
Faults detected are displayed. With no faults
detected, RT : PASS, HPA : PASS, ANT :
PASS, and LCU : PASS test results are
displayed..

c c ( N O T E
Test mode takes precedence over all
operations, except 243 MHz guard.

TR+G The main receiver, transmitter, and guard

Main Receiver- receiver are on, and able to perform all
Transmitter plus functions.
Guard (TR+G)
mode

TR The main communications receiver and

Main Receiver- transmitter are on. Guard receiver is off.
Transmitter (TR)
mode

ADF Transmitter functions as normal. Main

Automatic Direction receiver is connected to the ADF antenna
Finder (ADF) mode port. Guard receiver is on.

cci t NOTE
\,d) In FM mode, degraded operation
may be noted.

CHNG PRST Preset channels, and corresponding

Change Presets operating frequencies and modulation, can
(CHNG PRST) be loaded into receiver-transmitter
mode memory.

Figure 3-5. RCU-8150 Controls (Sheet 4 of 4)

3-12
 TM 1-1520-236-10
AH-1F(U)

SECTION III. NAVIGATION

3-12. HORIZONTAL SITUATION INDICATOR (HSI).

See Chapter 3 Supplement

3-13. ATTITUDE INDICATOR (AI).

See Chapter 3 Supplement

Figure 3-6 FLT Page in H-VSI Mode

3-13
 TM 1-1520-236-10
AH-1F(U)

3-14. GYROMAGNETIC COMPASS SET. 3-16. CONTROLS AND FUNCTIONS

– GYROMAGNETIC COMPASS.
3-15. DESCRIPTION – GYROMAGNETIC
COMPASS. Refer to Figure 3-7

The gyromagnetic compass AN/ASN-43 set is a direc- 3-17. OPERATION – GYROMAGNETIC

tional sensing system which provides an accurate COMPASS.
magnetic heading (MAG) of the helicopter. The
information provided by the system is used by the a. DG/MAG switch – As desired; DG operation is
ARN-123 VOR system. The compass system recommended when flying in latitudes greater than 70
functions is determined by the compass controller C- degrees.
6347( )/ASN-43 located in the pilot right console.
b. In MAG mode, the gyromagnetic compass sys-
tem will remain synchronized during normal flight ma-
neuvers. In normal operation, the annunciator will oscil-
late slightly about center position; however, during certain
aircraft maneuvers, compass system may become
unsynchronized, as evidenced by the annunciator
moving off center. The slaving circuits in the compass
system will slave slowly to remove errors and synchro-
nize the system. If fast slaving is desired, turn the syn-
chronizing knob in the direction indicated by the annun-
ciator until the annunciator is centered.

MS018125

CONTROL/INDICATOR FUNCTION

1. Synchronizing Control Corrects heading indication when operating in the MAG mode or used as
a heading set knob in the DG mode as shown by annunciator null.

2. MAG-DG Switch

MAG Provides magnetically slaved information.

DG Provides for free directional gyro operation.

3. Annunciator Moves left (+) or right ( ) to indicate nonsynchronization or oscillates between

(+) and ( ) to indicate synchronization.

Figure 3-7 Compass Control Panel C-6347( )ASN-43

3-14
 TM 1-1520-236-10
AH-1F(U)

c. In the DG mode, the annunciator is inoperative and 3-21. OPERATION – VOR/LOC/GS/MB

the gyro is unslaved. Approximately each 15 minutes,
SYSTEM.
update the heading to the standby compass by rotating
the synchronizing knob. a. NAV VOL control - On and Adjust
3-18. VOR/LOC/GS/MB SYSTEM. b. MB VOL control - On and Adjust
3-19 DESCRIPTION – VOR/LOC/GS/MB c. FLT Page - R6. Select VOR or ILS
SYSTEM.
d. FLT Page - R5. Set course to 315
The VOR/LOC/GS/MB Radio Receiving Set AN/ ARN-
123(V)1 receives the combined VOR (VHF omni-range) e. VOR/MB Test Switch to Test. Verify needle
and LOC (localizer) signals over a frequency range of centers on FLT Page compass rose and double lined
108.00 to 117.95 MHz, GS (glideslope) signals cyan VOR needle points to 315. If bar is not
centered/needle pointing to 315, rotate Synchronizing
over a frequency range of 329.15 to 335.00 MHz, and
Control knob on Compass Control panel until needle is
MB (marker beacon) signals on 75.00 MHz from ground
centered and needle points to 315. This test can be
transmitters. The signals drive the double-lined VOR
performed on the ground or in flight.
pointer on the compass rose section of the FLT Page
when in H-VSI mode (refer to figure 3-6) . It will also f. Frequency Selectors - As required.
drive the Course Deviation Indicator (CDI) of the
Compass Rose if VOR or ILS are selected at R6 of the g. MB SENS switch - As required.
FLT Page (refer to Figure 3-6). The In addition, the
lateral deviation gauge on the AI of the FLT Page will h. FLT Page - R6. Select VOR or ILS.
display when the VOR or ILS is the selected NAV i. FLT Page - R5 - set course to desired course.
mode on R6 of the FLT Page and a valid signal is
received (refer to Figure 3-8). The ILS Glideslope j. Interphone control panel NAV switch - On.
Deviation Gauge will display on the AI when the ILS is
the selected NAV mode on R6 of the FLT Page and a k. Interphone control panel VOL Control - Adjust
valid signal is received (refer to Figure 3-8). Audio
signals may also be received, from the ground
transmitters, through the helicopter’s
intercommunications system by placing the interphone
control NAV switch in ON. The set enables the operator
to determine his present position, direction to a given
point, and fly a predetermined flight-path to a desired
destination relative to a VOR facility. The localizer
circuitry provides a visual display of the helicopter
position relative to a localizer course. The marker
beacon circuitry provides a visual display and aural
tone to indicate helicopter position relative to a marker
beacon transmitter. The beacon will display in the
upper right of the AI (refer to area circled in red on
Figure 3-8) and vary as follows:
Beacon Representation Flash Cycle
Outer Cyan "O" 400ms On/100ms Off
Middle Yellow "M" 300ms On/100ms Off Figure 3-8. Attitude Indicator (AI)

Inner White "I" 100ms On/100ms Off

3-20. CONTROLS AND FUNCTIONS – VOR/

LOC/GS/MB SYSTEM.
Refer to Figure 3-9. 3-15
 TM 1-1520-236-10
AH-1F(U)

MS018128

CONTROL/INDICATOR FUNCTION
1. NAV VOL power switch and
volume control
NAV VOL Turns set on and controls receiver volume.
OFF Turns set OFF.

2. MB VOL power switch and

volume control
MB VOL Turns set on and controls volume.
OFF Turns set OFF.

3. MB SENS switch
HI Increases MB audible output as required.
LO Decreases MB audible output as required.
4. Frequency selectors
Right Selects the fractional megahertz portion of the desired frequency.
Left Selects the whole megahertz portion of the desired frequency.
5. VOR/MB-TEST Adjusts receiver volume.
switch
Provides on and off capability for the VOR/MB self-test circuits
within the receiver.

Figure 3-9. VOR/LOC/GS/MB Control Panel C-10048/ARN-123

3-16
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AH-1F(U)

3-22. GPS 3-24. CONTROLS AND FUNCTIONS – GPS

3-23. DESCRIPTION – GPS The LN-251 is connected to the DC essential bus and
controlled by the INS/GPS circuit breaker on the pilot's
The LN-251 INS/GPS provides a hybrid navigation DC Circuit Breaker panel. The LN-251 powers on
system blending inertial navigation and automatically when power is applied to the DC
global positioning system technologies in a single unit. Essential Bus. The NAV Setup Page allows the
The Embedded GPS Receiver (EGR) subsystem is a Operator to view the EGI status, select EGI settings
12-channel Selective Availability Anti-Spoofing Module and align the EGI. The LN-251 drives the single-lined
(SAASM) receiver. The Inertial Navigation System EGI pointer on the compass rose section of the FLT
(INS) aiding data is also provided to the EGR. The Page when in H-VSI mode (refer to figure 3-6) . It will
INS/GPS provides three simultaneous navigation also drive the Course Deviation Indicator (CDI) of the
solutions, a hybrid INS/GPS navigation solution, an Compass Rose if EGI is selected at R6 of the FLT
INS only navigation solution, and a GPS only Page (refer to Figure 3-6).
navigation solution. For optimum performance, the LN-
251 should be keyed with a current Crypto-Variable
(CV). The LN-251 system has the capability for C/A
code updating when not keyed but full system
performance will not be realized using C/A code
updating.

SECTION IV. TRANSPONDER AND RADAR

3-25. TRANSPONDER SET. c. MASTER control – NORM.

3-26. DESCRIPTION – TRANSPONDER d. TEST – As required.

SET. e. ANT – As desired.
The transponder set AN/APX-100 enables the helicopter f. IDENT – As required.
to identify itself automatically when properly challenged
by friendly surface and airborne radar equipment. The g. Stopping procedure. MASTER control – OFF.
control panel, located on right hand console, enables the
set to operate in modes 1, 2, 3A, 4, and test. When com-
3-29. EMERGENCY OPERATION – TRANS-
puter KIT-1A/C/TSEC (classified) is installed, mode 4 is PONDER SET.
operational. The range of the receiver-transmitter is lim- MASTER control – EMER.
ited to line-of-sight transmission since its frequency of op-
eration is in the UHF band making range dependent on 3-30. MODE 4 OPERATION (APX-100).
altitude.
a. Before Exterior Check.
3-27. CONTROLS AND FUNCTIONS –
(1) MASTER switch – OFF.
TRANSPONDER SET.
(2) CODE switch – HOLD.
Refer to Figure 3-10.
(3) CODE HOLD switch (on the pilots misc.
3-28 OPERATION – TRANSPONDER SET. control panel) – HOLD. If the CODE HOLD switch is
a. MASTER control – STBY, Allow approximately 2 OFF and the MASTER switch is in any position other
minutes for warm-up. than OFF, MODE 4 codes will zeroize when the battery
switch is turned off during the BEFORE EXTERIOR
b. MODE and CODE – As required. check.

3-17
 TM 1-1520-236-10
AH-1F(U)

b. Aircraft Runup – Test. (1) CODE HOLD switch (on the pilot’s misc.
(1) MASTER switch – STDY for 2 minutes. control panel) – HOLD.
(2) CODE switch – A. (2) CODE switch (on transponder) – HOLD
(3) MODE 4 TEST/ON/OUT switch – ON. position momentarily and release to position A or B (as
required) and turn MASTER switch to OFF.
(4) MODE 4 AUDIO/LIGHT/OUT switch – AU-
DIO.
(5) MODE 4 TEST/ON/OUT switch – TEST
momentarily. The REPLY light should be on. If the REPLY
light is not on or the IFF caution light goes on when the
switch is at TEST; a malfunction is indicated and MODE 4
shall not be used. Release the switch to the ON position.
Further testing to check for correct coding responses is
done with ground test equipment by moving the MASTER
switch to NORMAL. When the ground test equipment is
moved within 50 feet of the aircraft antenna following
indications should be observed if coding is correct.
(6) APX-100.
(a) REPLY light should go on.
(b) If the REPLY light does not illuminate
and/or the audio tone is heard select the opposite code
(A or B) and repeat check.
(7) If the aircraft transponder does not
respond correctly to ground test interrogation, the IFF
caution light should illuminate. If there is any indication
of an unsatisfactory test, MODE 4 shall not be used.
c. Zeroizing. Mode 4 codes may be zeroized by
either of the following methods:
(1) CODE switch – ZERO.
(2) MASTER switch – OFF.
(3) Aircraft electrical power. – OFF.
d. Before Takeoff. CODE HOLD switch (on the
pilot’s misc. control panel) – OFF.
e. Engine Shutdown. If MODE 4 codes are to be
held (not zeroized):
NOTE
If master switch or aircraft power is
turned OFF prior to holding codes and
master switch is returned to NORMAL
or power is turned back on within 10
seconds, zeroizing may not occur.

3-18
 TM 1-1520-236-10
AH-1F(U)

CONTROL/INDICATOR FUNCTION
1. TEST GO Indicates successful built-in test (BIT).
2. TEST/MON NO GO Illuminates to indicate unit malfunction.
3. ANT
TOP Selects antenna located on top of helicopter.
BOT Selects antenna located on bottom of helicopter.
DIV Monitor received signals from both antennas and allows
transmission via antenna receiving the strongest signal.
4. RAD TEST switch
RAD TEST Enables set to reply to TEST mode interrogations.
OUT Disables to RAD TEST features.
5. MASTER control
OFF Turns set off.
STBY Places in warmup (standby) condition.
NORM Set operates at normal receiver sensitivity.
EMER Transmits emergency replay signal to MODE 1, 2, or
3/A interrogations regardless of mode control settings.
6. STATUS indicators
ANT Indicates that built in test (BIT) or monitor (MON) failure is due to
high voltage standing wave ratio (VSMR) in antenna.
KIT Indicates that built in test (BIT) or monitor (MON) failure is due to
external computer.
ALT Indicates that built in test (BIT) or monitor (MON) failure is due to
altitude digitizer.

Figure 3-10. Transponder Set (AN/APX-100) Control Panel (Sheet 1 of 2)

3-19
 TM 1-1520-236-10
AH-1F(U)

CONTROL/INDICATOR FUNCTION
7. IDENT-MIC switch
DENT Initiates identification reply for approximately 25 seconds.
OUT Prevents triggering of identification reply. Spring loaded to
OUT.
MIC Not used.

8. MODE 3/A code

select switches Selects and indicates the MODE 3/A four-digit reply code number.

9. MODE 1 code
select switches Selects and indicates the MODE 1 two-digit reply code number.

10. MODE 4/CODE control

HOLD/A/B/ZERO Selects condition of code changer in remote computer.

11. MODE 4 TEST switch

TEST Selects MODE 4 BIT operation.
ON Selects MODE 4 ON operation
OUT Disables MODE 4 operation.

12. MODE 4 AUDIO/LIGHT

control
AUDIO MODE 4 is monitored by audio.
LIGHT MODE 4 is monitored by a light.
OUT MODE 4 not monitored.

13. MODE 4 REPLY Indicates that a MODE 4 reply is generated.

14. TEST/M-1
TEST/ON/OUT Selects ON, OFF or BIT of MODE 1 operation.

15. TEST/M-2 Selects ON, OFF or BIT of MODE 2 operation.

TEST/ON/OUT

16. TEST/M-3/A
TEST/ON/OUT Selects ON, OFF or BIT of MODE 3/A operation.

17. TEST/M-C
TEST/ON/OUT Selects ON, OFF or BIT of MODE C operation.

Figure 3-10. Transponder Set (AN/APX-100) Control Panel (Sheet 2 of 2)

3-20
4.0 MISSION SYSTEMS

4.1 TARGET SIGHT SYSTEM

DO NOT GO NEAR THE TURRET UNLESS YOU ARE SURE THAT IT IS DE-
ENERGIZED. PERSONNEL OTHER THAN YOU CAN ENERGIZE AND STEER THE
TURRET FROM A REMOTE INTERFACE. THE TURRET CONTAINS PARTS THAT
MOVE WHEN IT IS ENERGIZED AND YOUR BODY PARTS OR CLOTHING CAN
BECOME CAUGHT BETWEEN MOVING PARTS. TO PREVENT INJURY, MAKE
SURE THAT:

 THERE ARE NO PERSONNEL NEAR THE TURRET BEFORE YOU

ENERGIZE THE TURRET FROM A REMOTE INTERFACE.
 YOU FOLLOW APPLICABLE LOCK-OUT PROCEDURES BEFORE YOU GO
NEAR THE TURRET.

THE TURRET IS A HEAVY ITEM. DO NOT PHYSICALLY TRY TO LIFT THE

SHIPPING CASE WITH THE TURRET IN IT. FOLLOW YOUR LOCAL REGULATIONS
TO LIFT HEAVY ITEMS. IT IS RECOMMENDED THAT YOU USE A:

 CUSTOMER SUPPLIED HOIST DEVICE TO LIFT THE SHIPPING CASE

WITH THE TURRET IN IT
 MINIMUM OF 2 PERSONS TO LIFT AN EMPTY SHIPPING CONTAINER
 MINIMUM OF 2 PERSONS TO LIFT THE TURRET USING THE SUPPLIED
HANDLES FOR LIFTING, AND TRANSPORTING THE TURRET
 MINIMUM OF 2 PERSONS TO LIFT THE TURRET WITH THE SERVICE
STAND ATTACHED

DE-ENERGIZE AND LOCKOUT-TAGOUT THE SYSTEM PRIMARY POWER

BEFORE YOU START MAINTENANCE. IF YOU DO NOT LOCKOUT AND TAGOUT
THE PRIMARY POWER SOURCE, ANY LRU CAN BE ENRGIZED BY OTHER
PERSONS WITHOUT YOUR KNOWLEDGE, WHICH CAN CAUSE INJURY TO YOU.

THE SUPPLIED MX-SERIES EQUIPMENT CONTAINS ONE OR MORE NON

EYESAFE LASERS. THE WARNINGS THAT FOLLOW PROVIDE IMPORTANT
SAFETY INFORMATION. IF YOU HAVE ANY QUESTIONS OR CONCERNS
REGARDING PROPER INSTALLATION, INTEGRATION OR OPERATION OF THE
EQUIPMENT, PLEASE CONTACT L3 WESCAM AT: 1-905-633-4175 (OUTSIDE
NORTH AMERICA), OR, TOLL FREE 1-888-668-4355 (INSIDE NORTH AMERICA).

4-1
FAILURE TO ABIDE BY THE FOLLOWING WARNINGS MAY RESULT IN SERIOUS
EYE DAMAGE (INCLUDING BLINDNESS) AND/OR SKIN DAMAGE TO GROUND
PERSONNEL, FLIGHT CREW OR OTHER INDIVIDUALS (INCLUDING THOSE IN
OTHER AIRCRAFT).

MAINTAIN AN ACTIVE LASER SAFETY TRAINING PROGRAM FOR PERSONNEL

THAT WILL REINFORCE THE SAFE USE OF THE LASER SYSTEMS.

LASER CUTOUT ZONES. LASER CUTOUT ZONES ARE MAPPED AND HARD-
CODED AS PART OF THE TURRET’S INTERNAL FIRMWARE. THE CUTOUT
ZONES PREVENT LASING OF THE AIRFRAME DURING LASER OPERATIONS.
THE MAP IS INSTALLATION SPECIFIC. NO EXTERNAL FEATURES THAT AFFECT
THE DEFINED LASER CUTOUT ZONES SHOULD BE ATTACHED TO THE
AIRFRAME SUBSEQUENT TO THE INSTALLATION OF THIS SYSTEM. FOR ANY
CHANGE TO THE AIRCRAFT’S PHYSICAL EXTERIOR OR INSTALLATION
PARAMETERS, A WESCAM TECHNICIAN MUST BE CONTACTED AND NEW
CUTOUT ZONES MUST BE LOADED INTO THE TURRET.

THE NOMINAL OCULAR HAZARD DISTANCE (NOHD) REPRESENTS THE

DISTANCE FROM THE LASER APERTURE, ALONG THE BEAM PATH, TO THE
HUMAN EYE BEYOND WHICH THE IRRADIANCE OR RADIANT EXPOSURE IS NOT
EXPECTED TO CAUSE HAZARDOUS EFFECTS OR ADVERSE BIOLOGICAL
CHANGES IN THE EYE OR SKIN. PERSONNEL WITH ACCESS TO CLASS 4 LASER
RADIATION AT LESS THAN THE NOHD SHOULD BE CONSIDERED AT RISK.

ANY DEVIATIONS TO THE INSTALLED CONFIGURATION OF THE EQUIPMENT

MAY CAUSE A HAZARDOUS FLIGHT CONDITION OR ADVERSELY AFFECT
GROUND PERSONNEL. ADVERSE EFFECTS MAY INCLUDE SERIOUS DAMAGE
TO EYESIGHT.

LASER ILLUMINATOR HAZARD. DO NOT LOOK INTO LASER WHILE FIRING. THE
ILLUMINATION POINT CANNOT BE SEEN WITH THE NAKED EYE. YOU WILL
ONLY BE ABLE TO VISUALIZE THE ILLUMINATION POINT WHEN USING 3RD
GENERATION NIGHT VISION GOGGLES OR A CAMERA CAPABLE OF IMAGING
THE NEAR-INFRARED SPECTRUM.

USE OF CONTROLS OR ADJUSTMENTS OR PERFORMANCE OF PROCEDURES

OTHER THAN THOSE SPECIFIED MAY RESULT IN HAZARDOUS RADIATION
EXPOSURE.

THE NARROW LASER ILLUMINATOR, CONTAINED IN THE MX SERIES TURRET,

IS A NON EYE SAFE AND INVISIBLE CLASS 4 LASER.

NOHD DISTANCES. WHEN ILLUMINATING A TARGET AND THE EMITTED

RADIATION IS UNLIKELY TO BE VIEWED WITH OPTICAL INSTRUMENTS,
REFERRED TO AS UNAIDED VIEWING, THE NOMINAL OCULAR HAZARD
DISTANCE (NOHD) IS:

4-2
  370 METERS (1214 FEET)

NOHD DISTANCES. WHEN ILLUMINATING A TARGET AND THE EMITTED LASER

RADIATION MAY BE VIEWED WITH AN OPTICAL INSTRUMENT, REFERRED TO
AS AIDED VIEWING, THE NOMINAL OCULAR HAZARD DISTANCE (NOHD) IS:

 2600 METERS (8530 FEET) FOR 7 X 50 BINOCULAR

DISARM THE NARROW LASER ILLUMINATOR IF ANY FAULT IS DETECTED.

THERE IS A RISK OF DANGEROUS EXPOSURE TO LASER RADIATION.

THE LASER DESIGNATOR CONTAINED IN THE MX SERIES TURRET, IS A NON

EYE SAFE AND INVISIBLE CLASS 4 LASER.

THE L3 WESCAM MX-15DI (DIGITAL) NON EYE SAFE CLASS 3B OR CLASS 4

LASER PRODUCTS ARE DEFINED BY THE INTERNATIONAL STANDARDS OF
LASER SAFETY, IEC 60825-1. WHEN A LASER ARMING/CONTROL PANEL AND
THE REMOTE INTERLOCKS ARE INSTALLED, THE MX-15DI (DIGITAL) LASER
PRODUCT COMPLIES WITH IEC 60825-1. THE MX- 15DI (DIGITAL) LASER
PRODUCT HAS A FIRING CONTROL SYSTEM THAT APPLIES A LASER CUTOUT
ZONE THAT IS INTENDED TO PREVENT LASING OF THE STRUCTURE.

THE MX-15DI (DIGITAL) LASER DESIGNATOR/RANGEFINDER (LDR) USES A

CLASS 4 LASER AND IS INTENDED TO PROVIDE PRECISION TARGET
DESIGNATION. THE LASER EMITS A BEAM IN THE INVISIBLE IR SPECTRUM. ANY
UNPROTECTED EXPOSURE – DIRECT, DIFFUSE OR SCATTERED REFLECTIONS
– TO THE LASER’S BEAM, FROM WITHIN THE NOHD AND WHILE VIEWED BY THE
NAKED EYE OR WITH OPTICAL AIDS, POSES AN IMMEDIATE AND SERIOUS EYE
HAZARD THAT CAN CAUSE BLINDNESS. CLASS 4 LASERS ALSO POSE A RISK
OF FIRE HAZARD AND CAN BURN SKIN. FOR COMPLETE SAFETY AND
OPERATING PROCEDURES, REFER TO THE CUSTOMER’S OPERATING
MANUALS.

NOHD DISTANCES. WHEN DESIGNATING A TARGET WITH THE LASER

DESIGNATOR/ RANGEFINDER (LDR) AND THE EMITTED LASER RADIATION
WILL NOT BE VIEWED WITH AN OPTICAL INSTRUMENT, REFERRED TO AS
‘UNAIDED’ VIEWING, THE NOHD IS:

 34 KILOMETERS (21.13 MILES) WHEN VIEWING THE 1.06 µM

WAVELENGTH

NOHD DISTANCES. WHEN DESIGNATING A TARGET WITH THE LASER

DESIGNATOR/ RANGEFINDER (LDR) AND THE EMITTED LASER RADIATION
WILL BE VIEWED WITH AN OPTICAL INSTRUMENT, REFERRED TO AS ‘AIDED’
VIEWING, THE NOHD IS:

 74 KILOMETERS (45.98 MILES) WHEN VIEWING THE 1.06 µM

WAVELENGTH WITH 7 X 50 BINOCULARS
 1 KILOMETER (0.62 MILES) WHEN VIEWING THE 1.57 µM WAVELENGTH
WITH 7 X 50 BINOCULARS

4-3
DISARM THE LASER DESIGNATOR IF ANY FAULT IS DETECTED. THERE IS A
RISK OF DANGEROUS EXPOSURE TO LASER RADIATION.

RISK OF EYE DAMAGE. THE LASER ILLUMINATOR IS A NON EYE-SAFE LASER.

IT IS DANGEROUS FOR PERSONNEL IN THE NOHD AREA TO LOOK AT THE
LASER BEAM WITHOUT EYE PROTECTION. REFER TO THE LASER WARNINGS
AND NOHD DATA IN THE LASER SAFETY SECTION OF THIS MANUAL BEFORE
YOU CONTINUE WITH THIS PROCEDURE.

READ YOUR LOCAL MATERIAL SAFETY DATA SHEETS (MSDS) ON HOW TO

SAFELY HANDLE, USE AND DISCARD CHEMICALS.

DO NOT USE THE FASTENERS FROM THE SERVICE STAND TO INSTALL THE
TURRET TO THE AIRCRAFT.

AIRWORTHINESS OF THE DESIGN AND IMPLEMENTATION OF INTEGRATING

THE SYSTEM ONTO THE AIRCRAFT IS THE CUSTOMER'S RESPONSIBILITY.

DURING THE TURRET PURGE PROCEDURE, YOU SHOULD PLACE A TAG ON THE
OPERATOR INTERFACE WARNING THAT OPERATORS SHOULD NOT POWER UP
THE SYSTEM UNTIL PURGING IS COMPLETE.

USE A MINIMUM OF 2 PERSONS TO LIFT THE GROUND BORESIGHT MODULE

AND TRANSIT CASE AND LIFT THEM BY THE HANDLES ONLY. THE GBSM AND
CASE ARE HEAVY ITEMS AND THERE IS A RISK OF ERGONOMIC INJURY.

RISK OF INJURY TO PERSONNEL. WHEN THE GROUND BORESIGHT MODULE IS

INSTALLED, DO NOT ENERGIZE THE TURRET UNTIL IT IS REQUIRED. MAKE
SURE THAT ALL PERSONNEL ARE AT A DISTANCE OF 4 FEET OR GREATER
AWAY FROM THE TURRET BEFORE ENERGIZING.

DO NOT TOUCH THE WINDOWS OF THE BORESIGHT MODULE WHEN YOU HOLD
THE MODULE. THE WINDOWS ARE OPTICAL ELEMENTS USED IN THE
CALIBRATION OF THE LASER AS A TARGETING DEVICE. IMPERFECTIONS ON
THE SURFACE OF THE WINDOW WILL HAVE AN UNWANTED EFFECT ON ITS
PRECISION.

THE L3 WESCAM MX-15DI (DIGITAL) NON EYE SAFE CLASS 3B OR CLASS 4

LASER PRODUCTS ARE DEFINED BY THE INTERNATIONAL STANDARDS OF
LASER SAFETY, IEC 60825-1. WHEN A LASER ARMING/CONTROL PANEL AND
THE REMOTE INTERLOCKS ARE INSTALLED, THE MX-15DI (DIGITAL) LASER
PRODUCT COMPLIES WITH IEC 60825-1. THE MX- 15DI (DIGITAL) LASER
PRODUCT HAS A FIRING CONTROL SYSTEM THAT APPLIES A LASER CUTOUT
ZONE THAT IS INTENDED TO PREVENT LASING OF THE STRUCTURE. DO NOT
ATTEMPT TO DEFEAT OR BYPASS CUTOUT ZONES. ANY MODIFICATIONS
ADDED TO THE AIRCRAFT MUST BE EVALUATED TO CONFIRM ADJUSTMENTS
TO THE CUTOUT ZONE ARE NOT REQUIRED.

4-4
THERE IS A POSSIBLE RISK OF EYE AND SKIN DAMAGE IF THE BORESIGHT
MODULE WINDOWS ARE NOT CLEAN. CLEAN THE TURRET AND BORESIGHT
MODULE WINDOWS BEFORE YOU DO THE BORESIGHTING PROCEDURE. THE
BORESIGHT MODULE SAFELY CONTAINS THE LASER ENERGY DURING THE
CALIBRATION PROCEDURE IF THE TURRET AND BORESIGHT MODULE
WINDOWS ARE CLEAN.

BEFORE FLIGHT: REMOVE THE BORESIGHT MODULE FROM THE TURRET.

INSTALL THE BORESIGHT MODULE FOR BORESIGHT CALIBRATION ONLY.

FAILURE TO GROUND THE TURRET BEFORE ENERGIZING CAN CAUSE TURRET

DAMAGE. MAKE SURE THAT THERE IS AN ELECTRICAL GROUND BETWEEN
THE TURRET AND THE POWER SUPPLY. IMPROPER GROUNDING OF THE
TURRET CAN RESULT IN FAILURE OR DAMAGE TO THE TURRET WHEN
ENERGIZED.

PREVENT WINDOW DAMAGE. MOVE THE TURRET TO THE STOW POSITION

WHEN THE TURRET IS NOT REQUIRED FOR MISSION OPERATIONS.

DO NOT USE SOLVENTS OR CLOTHS MORE THAN ONE TIME EACH TO PREVENT
SOLVENT CONTAMINATION WHEN YOU CLEAN THE TURRET INSTALLATION
HARDWARE AND AREAS. USE ONLY CLOTHS THAT CONFORM TO AMS 3819
STANDARDS.

NEVER SHIP THE TURRET WITH THE SERVICE STAND INTERFACE PLATE
ATTACHED TO THE TURRET.

THE TURRET HAS A SPECIFIED FOAM RECESS IN THE SHIPPING CONTAINER.

TO PREVENT DAMAGE TO THE TURRET WHEN YOU PACK IT:

FOLLOW ALL L3 WESCAM SPECIFICATIONS WHEN YOU USE LOCTITE® OR

ANTI-SEIZE AND ALWAYS APPLY THE CORRECT TORQUE.

OBSERVE ALL LOCAL LAWS AND REGULATIONS WHEN YOU DISCARD THE
DESICCANT ASSEMBLY.

THE PURGE VALVE OF THE TURRET DAMAGES EASILY. HANG AND ISOLATE
THE SUPPLY HOSE TO MAKE SURE THE PURGE VALVE DOES NOT BEAR THE
WEIGHT OF THE AIR HOSE AND CHUCK. THE PURGE VALVE COULD BREAK OFF
IF THE HOSE IS MOVED OR KICKED ACCIDENTALLY.

WHEN PURGING THE TURRET, MAKE SURE THE DESICCANT ASSEMBLY IS

INSTALLED. OTHERWISE, YOU RISK CAUSING DAMAGE TO INTERNAL,
SENSITIVE PARTS.

DO NOT TOUCH THE WINDOWS OF THE BORESIGHT MODULE WHEN YOU HOLD
THE MODULE. THE WINDOWS ARE OPTICAL ELEMENTS USED IN THE
CALIBRATION OF THE LASER AS A TARGETING DEVICE. IMPERFECTIONS ON

4-5
THE SURFACE OF THE WINDOW WILL HAVE AN UNWANTED EFFECT ON ITS
PRECISION.

WEAR NITRILE GLOVES TO PREVENT THE CONTAMINATION OF THE

BORESIGHT MODULE WITH SKIN TISSUE OILS. IF YOU TOUCH THE BORESIGHT
MODULE WINDOWS DURING INSTALLATION, YOU MUST USE THE APPROVED
PROCEDURE TO CLEAN THE WINDOWS.

DO NOT LET THE GBSM FALL ON A HARD SURFACE OR EXPOSE IT TO BLUNT

FORCE IMPACT AS THE GBSM CONTAINS PRECISION OPTICS. IF THESE
OCCUR, THE GBSM MUST BE SERVICED TO MAKE SURE THE CALIBRATION
SYSTEMS ARE ACCURATE. CONTACT L3 WESCAM FOR SERVICING.

ALWAYS STORE THE GBSM IN THE TRANSIT CASE WHEN IT IS NOT IN USE.

WHEN YOU REMOVE THE BORESIGHT MODULE, MAKE SURE THAT YOU
INSTALL THE PROTECTIVE COVER PLATE ON THE TURRET BULKHEAD. THIS
SEALS THE ELECTRICAL CONNECTOR AND KEEPS THE BORESIGHT MODULE
FASTENER HOLES FREE OF DIRT AND UNWANTED MATERIAL.

DO NOT OVER-TIGHTEN THE RETENTION SCREWS. TORQUE ALL SCREWS TO

THE SPECIFIED TORQUE VALUES.

THERE ARE TWO LOCATING PINS AND A CONNECTOR ON THE BORESIGHT

MODULE. TO AVOID BENDING THE PINS, MAKE SURE THAT THE CONNECTOR
AND PINS ARE FULLY ENGAGED TO THEIR MATING CONNECTOR / LOCATING
HOLES BEFORE YOU TIGHTEN THE SCREWS.

THE BSM ELECTRICAL CONNECTORS DAMAGE EASILY. IF THE SCREWS ARE

NOT INSTALLED AND TIGHTENED, ALWAYS HOLD AND SUPPORT THE WEIGHT
OF THE BORESIGHT MODULE.

DO NOT POWER WASH THE TURRET.

DO NOT USE SHARP METALLIC OBJECTS ON COATED METAL SURFACES. IT

CAN RESULT IN THE DEVELOPMENT OF CORROSION.

DAMAGE ON THE EXTERNAL SURFACE OF THE TURRET IS NOT AIR SAFE.

CONTACT AN L3 WESCAM CUSTOMER SERVICE REPRESENTATIVE IF A
DEFECT IS SEEN ON THE EXTERNAL SURFACE OF THE TURRET.

IF CHIPS OR CRACKS ARE DETECTED IN TURRET WINDOWS, CONTACT AN L3

WESCAM CUSTOMER SERVICE REPRESENTATIVE. CHIPS OR CRACKS CAN
PROGRESS TO FAILURE AND POTENTIALLY CAUSE STRAY BEAM HAZARDS.

USE ONLY THE WINDOW CLEANING PROCEDURE LATER IN THIS MANUAL FOR
CLEANING THE OPTICAL SURFACES OF THE TURRET.

DO NOT CLEAN A DRY WINDOW WITH A DRY CLOTH. EMBEDDED DIRT WILL
SCRATCH THE SURFACE.

NEVER USE TISSUES OR PAPER TOWELS TO CLEAN OR DRY TURRET

4-6
WINDOWS. SUCH PRODUCTS ARE ABRASIVE.

WINDOW CLEANING: WHEN YOU CLEAN THE TURRET WINDOWS, DO NOT LET
WET WINDOWS AIR DRY. IF SOAP RESIDUE DRIES ON THE WINDOWS, IT CAN
POSSIBLY STAIN THE WINDOWS PERMANENTLY. DO NOT START THE WINDOW
CLEANING PROCEDURE UNLESS YOU HAVE SUFFICIENT TIME TO DO ALL
STEPS OR WHILE YOU COMPLETE OTHER MAINTENANCE TASKS.

DO NOT SCRAPE THE WINDOWS TO REMOVE BONDED PARTICLES. SOAK THE

PARTICLES AND ALLOW THEM TO LOOSEN.

STORE AND PACK THE TURRET BY FOLLOWING THE PROCEDURES DEFINED

IN THIS MANUAL. WHEN SHIPPING ITEMS, IT IS THE CUSTOMER'S
RESPONSIBILITY TO CORRECTLY PACK AND OBTAIN INSURANCE. L3 WESCAM
IS NOT LIABLE FOR ANY DAMAGE THAT OCCURS DURING SHIPMENT.

USE ANTI-STATIC, ELECTROSTATIC DISCHARGE (ESD), PINK BUBBLE WRAP

ONLY. FOR ALL SELF-PACK LRUS, USE SAFE ESD BUBBLE WRAP TO PROTECT
ELECTRICAL COMPONENTS DURING SHIPMENT.

4-7
4.1.1 TSS DESCRIPTION

The MX-15Di Target Sight System (TSS) (Figure 4-1) is used to acquire, view, select, range, and
designate targets. It provides TV and FLIR video for display and recording by the ADTS.
The TSS has three structural subassemblies: Bulkhead; Yoke; and Gimbal; along with the sensor
payload.

Figure 4-1: MX-15Di Turret

4.1.1.1 Bulkhead

The TSS Bulkhead attaches to the aircraft and contains the electronics used to control the turret
and sensors. The Bulkhead assembly contains the following components:
 Gimbal electronics
 Mounting interface to the aircraft to include locator pins and mounting holes
 Interface connections for power, signal, video and GPS
 Mounting interface and connections for the external boresight module

4.1.1.2 Boresight Module

The Ground Boresight Module (GBSM) (Figure 4-2) is a piece of Ground Support Equipment
(GSE) that is installed and removed from the turret. The boresight module is used to align the laser
designator on MX-15Di (Digital) turrets. One module is sufficient for a number of turrets, but it
has a maximum life of approximately 250 boresights. The number of boresights done in a given
time and the ratio of modules to turrets have an effect on the life of a boresight module. Each
calibration erodes the target surface in the boresight module. After approximately 250 boresights,
send the boresight module to L3 WESCAM to be refurbished.
Laser boresighting aligns the displayed laser reticle with the actual laser. The laser should not be
used, especially the tactical laser rangefinder-designator unless a boresight has been completed
within the previous seven days. The status of the boresight (BORE VALID/BORE INVALID) is

4-8
displayed on the Wescam overlay test behind the R5/R6 area on the TSS page or by looking at the
full Wescam symbology via the T6 BRST on the TSS SETUP page.

Figure 4-2: MX-15Di (Digital) Boresight Module

4.1.1.3 Yoke

The yoke structure is an outer steerable platform that holds the gimbal between its arms. The yoke
contains electro- mechanical drives and gears that steer the yoke in azimuth and the gimbal in
elevation. Each steering axis also contains encoders that measure their angular position. The yoke
physically holds the equipment and a spring array provides passive vibration isolation for the
gimbal. The spring array lets the gimbal move laterally in all directions. By dampening out
vibrations and limiting their translation to the gimbal, active stabilization systems in the gimbal
are invoked less and can make finer adjustments.
The yoke also contains the following components:
 Turret humidity indicator
 Desiccant assembly and humidity indicator

A turret humidity indicator measures the internal humidity of the turret. Do not confuse the turret
humidity indicator with the Desiccant humidity indicator, which is also found in the yoke. Despite
the fact that the turret is a sealed unit with protective measures, moisture levels in the turret can
increase. When the upper quadrants 30 & 40 of the turret humidity indicator are lavender (pink),
you must purge the turret with nitrogen through the purge valve in the rear door.

4.1.1.4 Gimbal

The gimbal is the outer dome that electro-mechanically steers and stabilizes an internal sensor
payload. The gimbal is capable of 360° continuous rotation in azimuth and limited rotation in
elevation (90° to -120°). The major functions of the gimbal are to:
 Stabilize sensors
 Measure the optical bench’s line-of-sight

4-9
  Align the Inertial Navigation System (INS)
 Protect the payload from environmental exposure

4.1.1.5 Sensor Payload

All sensors are mounted on the optical bench. The optical bench is factory balanced by small
counter weights. However, when the turret is moving, the optical bench is actively stabilized to
eliminate unwanted sensor movements. The active stabilization utilizes a feedback loop that senses
movement and applies opposite counter drive movement to hold position.
An Inertial Measurement Unit (IMU) sensor, mounted on the optical bench, measures all angular
movements. The IMU is capable of measuring extremely minute movement changes in Azimuth
and Elevation.
An array of linear axis torque motors, attached to the extreme ends of the optical bench, counter
drive movement in Azimuth and Elevation. The IMU detects rotational motion. The linear drive
motors are positioned to cause the optical bench to rotate in Azimuth and Elevation. Detectors
measure movement and position data that the software utilizes to record the current turret’s line-
of-sight and calculate other measurements such as target elevation.
The complete assembly is called the payload, which has these sensors (Figure 4-3):
 Electrical Optical Wide Field of View (EOW)
 Infrared (IR)
 Electrical Optical Narrow Field of View (EON)
 Laser Illuminator (LI)
 Laser Designator/Rangefinder (LDR)

Figure 4-3: MX-15D Sensor Payloads

NOTE
* Laser Spot Tracker is not installed in RJAF configuration

In addition to the payloads, there are sub-payloads for EO Wide and EO Narrow payloads (Table
4-1). The sub-payloads are optimized for Daylight (DL) and Low Light (LL) conditions. Each

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payload and sub-payload also have a digital E-Zoom capability. Unlike the true ‘optical zoom’ of
the sensor which physically changes the focal length of the sensor lens, the digital E-Zoom is a
computer enhanced electronic zoom that magnifies a portion of the information that hits the sensor.
For example, a 2x E-Zoom will use half of the pixels at the center of the sensor and ignore all other
pixels. Then it will use interpolation techniques to add detail to the image. Table 4-1 below lists
the optical zoom capabilities, the Fields of View available and the E-Zoom capabilities for each
payload and sub-payload.
Table 4-1: MX-15D Sensor Sub-Payloads
Sensor Optical Zoom FOV (degrees) E‐ Zoom
EOW ‐ DL Continuous 1.05 to 18.6 2x, 4x
EOW ‐ LL Continuous 2.38 to 40.42 2x, 3x
IR 4 Fixed Settings 26.67, 5.43, 1.09 and 0.36 1.5x, 2x, 4x
EON ‐ DL Fixed 0.37 2x, 4x
EON ‐ LL Fixed 0.37 2x, 3x
NOTE
For best image quality, it is recommended to first achieve the best image
quality optically before using an electronic zoom.

For IR image, the 1x (no E-Zoom applied) has black bars at the left and
right of the MFD display. 1.5x E-Zoom enlarges the image such that the
full width of the MFD display is used.

4.1.1.5.1 Electro-Optical Wide (EOW) Daylight Sensor

The EOW sensor provides general observation and scene investigation capabilities. The lens’
smallest focal length provides the widest views for general observation and narrowest views for
scene investigation. Operators can use this sensor to:

 Orient turret steering

 Examine a scene
 Identify objects
 Provide situational awareness
 Distance reading of signs, license plates etc.
 Select a subject

When a subject of interest is located, the operator can then center the reticle on the subject and
increase the focal length for a closer examination of the subject. Beyond the lens magnification
range, operators have the added ability to apply an electronic zoom to view the subject in greater
detail.
The sensor is best used for general use and rapid acquisition. It does not accommodate a laser
reticle and is therefore not recommended for tactical laser operation.

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4.1.1.5.2 Electro-Optical Wide (EOW) Low Light Laser Transmitter/Receiver

The EOW low light sensor is a true high-definition sensor that provides imaging capabilities in
low light conditions, suitable for imaging in the visible and near infrared wavelengths.
The EOW sensor provides general observation and scene investigation capabilities. The lens’
smallest focal length provides the widest views for general observation and narrowest views for
scene investigation. Operators can use this sensor to:

 Orient turret steering

 Examine a scene
 Identify objects
 Provide situational awareness
 Distance reading of signs, license plates etc.
 Select a subject

The EOW low light imaging camera is sensitive to the visible and near infrared spectrum (425 -
1000 nm). It is used for various observational tasks such as scene examination or
detecting/identifying targets in the visible to near infrared spectrum. It can be optimized for use in
daylight or low light conditions. It is useful in daylight for penetrating haze conditions. Its high
sensitivity to near infrared radiation also makes it a suitable sensor for viewing laser illuminators
and laser beacons.

4.1.1.5.3 Electro-Optical Narrow (EON) Daylight Spotter Sensor

The EON spotter sensor is a daylight, color sensor, suitable for viewing targets in the 400 - 650
nm visible light spectrum. For normal daylight conditions, operators would use the high
magnification of the EON spotter sensor to increase the dimension of a subject that was first found
using the EOW sensor. If the subject moves out of the EON spotter sensor’s view, the operator
would switch to the EOW sensor to find the subject again.
The EON daylight spotter sensor is used for various observational tasks such as:

 High resolution imaging for viewing targets at long range

 Narrowest field of view imaging for detailed scene investigation for recognition and
identification of a target

4.1.1.5.4 Electro-Optical Narrow (EON) Low Light Spotter Sensor

Operators can switch to the low light, monochrome camera and view a wavelength band of 400-
1000 nm. If equipped in the turret, operators could view a subject highlighted with a laser
illuminator because the laser’s wavelength corresponds to the wavelength band of the low light
camera. Otherwise, operators would need night vision goggles to view any laser illuminated
subjects.
The lens’s fixed focal length provides the highest magnification and operators would utilize this
sensor for viewing:

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  Subjects at long range
 Subjects at night
 Laser illuminated subjects at night
 Subjects obscured by haze using filters

If the sensor is equipped with filters, operators can select filters to restrict the view to a wavelength
band of 830 to 1000 nm to minimize the impacts of haze and improve the performance of long
range viewing. Laser reticles are incorporated to accommodate tactical laser operations.

4.1.1.5.5 Infra-Red (IR) Sensor

The infrared (IR) sensor is a thermographic imaging camera that outputs monochromatic video.
This sensor forms an image using infrared thermal energy much like a digital camera forms an
image, except using thermal signatures. Instead of measuring light in the visible spectrum
wavelength range, the IR sensor is sensitive to the mid-infrared wavelength range. The IR sensors
is a cooled Mid-Wave (3-5 μm) 640 x 512 pixel staring array with step zoon.
The longer wavelengths of the IR provide advantages for viewing objects at distance through haze
or smoke particulates. Also, some scenes that produce low contrast images in the visible spectrum
can have very high contrast thermal images; an example of this may be observed during a search
and rescue mission at sea.
For example, operators would use the IR sensor to locate an area of interest within a scene during
night operation. Or, during a search and rescue mission at sea, thermal energy would be more
distinct than daylight color imagery which would be a very monochromatic color scene.
Conversely, the sensor is sub-optimal at thermal crossover periods when entire scene has
approximately the same temperature.
Laser reticles are incorporated to accommodate tactical laser operations.

4.1.1.6 Lasers

The TSS includes lasers operating in three laser segments.

 Near-IR illuminator (IL): coordination with other forces; via NVG

 Eyesafe laser rangefinder (LRF): laser ranging in eyesafe mode; practice/training

 Tactical laser rangefinder/designator (LDR): tactical (non-eyesafe) laser ranging and Pulse
Repetition Frequency (PRF) coded designating for laser-guided weapons
The IL and LDR lasers are invisible Class 4 non-eye safe lasers. They pose serious hazards and
pose an immediate and serious eye hazard that can cause blindness. They also pose a risk of fire
hazard and can burn skin. See Warning pages above. Nominal Ocular Hazard Distances are
summarized in Table 4-2, below. The nominal ocular hazard distance (NOHD) represents the
distance from the laser aperture, along the beam path, to the human eye beyond which the
irradiance or radiant exposure is not expected to cause hazardous effects or adverse biological

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changes in the eye or skin. Personnel with access to Class 4 laser radiation at less than the NOHD
should be considered at risk.
Table 4-2: Laser Nominal Ocular Hazard Distances
Nominal Ocular Hazard Distance Beam Divergence

Source Unaided Aided* Horizontal Vertical

LRF 1.57 µm "eyesafe" Eyesafe 1 km 0.5 mrad (typical)

LDR 1.06 µm tactical 34 km 74 km 0.195 mrad (typical)

Illum 0.86 µm 370 m 2600 m 1.5 mrad 1.0 mrad

* Values assume a 7x50 optical aid. Distance may be different for other aids.

Before starting an arming or firing procedure, operators must make sure they are familiar with all
laser product warnings presented in the technical manual. Prior to each mission, operators should
review the Nominal Ocular Hazard Distance (NOHD) limit against mission plans to determine the
hazard zone, and minimum safe operating distance.

4.1.1.6.1 Laser Rangefinder/Designator

The LDR operates in two modes. In its primary tactical role, it has an operating wavelength of
1.06 μm that allows precision delivery of advanced electro−optical (EO) guided weapons. The
laser can also work in an eye−safe training mode with an operating wavelength of 1.57 μm. The
laser receiver is synchronized to the laser designator for range−finding at 1.06 and 1.57 μm.

4.1.1.6.2 Laser Illuminator

The system has a laser illuminator to point to or illuminate ground targets for battlefield
coordination. The 0.86 μm wavelength laser is not eye safe. It emits a beam in the near-IR
spectrum. The reflected laser energy (laser spot) is visible with 3rd generation Night Vision
Goggles (NVG) or sensor/cameras that can image in low light conditions.

4.1.1.7 TSS Alignment

The TSS has its own inertial measurement unit with GPS aiding. Some features of the TSS (such
as AUTO steering modes, precision pointing mode, autofocus) require the TSS IMU to be aligned.
Alignment requires aircraft movement so some features are not available until after the first take-
off. Alignment happens automatically after the TSS is powered on and the aircraft begins to move.

4.1.1.8 Integrated Avionics System

IAS provides interface for TSS commands issued by MFD bezel key action. The MC can
capture the TSS display on an MFD and save it as a JPEG file for download to the ADTS. It also
enables video recording for post-mission analysis. The WOG switch interacts with the laser
system to prevent inadvertent laser firing on the ground. IAS also provides ballistic solutions
to sight reticles based on TSS inputs such as range-finding and target designation.

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4.1.1.9 TSS Interaction with Map/Nav System

TSS shares operator interface features with the Map/Nav subsystem in the following areas:
1. Cursor control.

2. TSS Precision Point to a Map video hooked or map-designated point; map cursor is used
to identify a point and the point location is sent to the scratchpad. Pressing TSS R5
(PPT) then engages pre-point on that location. Additional information is provided in
the Navigation/Map System section.
3. TSS Precision Pointing in flight plan mode whereby the TSS points at the selected
point (next flight plan point) of the navigation system; set up is through the TSS CUE
sub-page; additional information is provided in the Navigation/Map section.
4. Map/Nav offset update of present position; TSS laser range, target location and LOS
pointing angles are used by the operator (within the Map/Nav subsystem) to correct
aircraft present position. Additional information is provided in the Navigation/Map
section.
5. Coordinate reference system to be used:
a. TSS display will show current target location using the same coordinate
reference system (Lat/Long or MGRS) as selected in the Map/Nav subsystem.

b. The MC will only accept KDU pre-point geo- location entries and display them
if they are in the Map/Nav selected coordinate reference system.

c. he units of distance-to-go are in nautical miles (denoted by N) if Lat/Long is the

selected reference or kilometers (denoted by K) if MGRS is the selected reference.

d. TSS target range will always be in meters and target altitude will always be in
feet, MSL regardless of the coordinate reference system selected in Map/Nav
system.

4.1.1.10 Armament

TSS is used to locate and designate targets for appropriate weapons.

4.1.1.11 Hand Control Unit (HCU)

The HCU (also referred to as the mission grip) provides controls for TSS and MAP use. Two
switches on the HCU, 1L and 6R, are used to control the map cursor. Both switches also function
with the TSS. To function with the Map system, cursor control must not be in the TSS mode.
Cursor control is selectable on the TSS top page at the T3 bezel key (CURSR). The CURSR label
is cyan when the cursor is assigned to the Map system; the CURSR label is white and boxed when
the cursor is assigned to TSS. When TSS and MAP are both displayed in the present crew station,
cursor control defaults to TSS until deselected on the TSS top page. When TSS is not displayed,
the default setting is the Map system. An HCU is located in both crew stations. The front crew

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station HCU is stowed on the right-hand console when not in use. The aft crew station mission
grip is stowed on the left-wing armor when not in use. Figure 4-4 illustrates the mission grip and
switches and describes the use of each switch with the TSS. See Chapter 3 for discussion of the
Mission Grip use with the MAP.

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Figure 4-4: Mission Grip Switches and Functions

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4.1.2 VIDEO AND AUDIO RECORDING

The Advanced Data Transfer System (ADTS) is a digital data storage and loading device mounted
on the aft wall of the pilot cockpit. The primary function of the ADTS is to upload mission and
map data, to record in-flight mission data, and record maintenance data during ground and flight
operations. The ADTS communicates to the mission computer via an Ethernet interface. The
MFD video and ICS audio are recorded as separate files on the mission (MSN) Removable
Memory Module in the ADTS. The ADTS operates from the 28 VDC nonessential bus. Circuit
protection is provided by the ADTS circuit breaker on the pilot’s DC circuit breaker panel.

4.1.2.1 Video and Audio Recording Control

The ATDS automatically records video every time the Tactical Laser designates a target or the
mission grip trigger is pulled. It will record the MFD that is displaying the TSS video in the crew
station that that designates the target or pulls the trigger. The system will record for two minutes
and then stop. The ATDS can also be manually commanded to start and stop recording by pressing
the R1 (REC) on the TSS Top Page. The video will record the TSS page of the MFD that the REC
button is pressed and will continue to record until manually stopped. If the crewmember changes
MFD pages, the ADTS will also continue to record whatever is displayed on that MFD until
manually stopped. The record function may stop when TSS control is transferred to the other crew
station. If the ADTS senses the video record function stops without command input from the crew,
a REC STOP message will be displayed on the bottom of the right MFD in each crew station.

NOTE
Recorded ADTS video quality is optimized for the left MFD. Operators
may record from the right MFD but should expect degraded video
quality.

If a video recording is in progress, changing TSS control to the other

cockpit will cause the recording to end.

4.1.2.2 Viewing Recorded Video and Audio

Video and audio are recorded to the \AV folder on the MSN card in the ADTS. ADTS recordings
for audio are file type .pcm; recordings for video are .ts. If multiple files are present on the RMU,
they will have different sequence numbers (000, 001, 002, etc.). The audio file names follow the
format “aud‐ch1‐xxx.pcm” and video file names follow “vidch1‐xxx.ts” where xxx is a sequence
number such that the two “000” files go together, as do the “001”, the “002”, etc. See example list
below.

 aud‐ch1‐000.pcm
 aud‐ch1‐001.pcm
 aud‐ch1‐002.pcm
 vid‐ch1‐000.ts
 vid‐ch1‐001.ts
 vid‐ch1‐002.ts

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Without a mission planning system, playback of combined audio and video stream requires manual
processing. See Training Supplement: ADTS Audio/Video Merging.
For quick review without corresponding audio, video files (.ts) can be viewed directly by most
media players. An interface cable enables the RMU to connect to a computer or similar device via
USB port. Files can be copied or moved to the computer. The RMU should be reset to baseline
MSN card configuration to clear old files and conserve memory space.

4.1.3 TSS CONTROLS AND DISPLAYS

TSS controls and displays include the mission grip, MFD bezel keys, and MFD displays.

4.1.3.1 Mission Grip Switch Functions

Mission grip functions for armament and TSS are defined below. See Figure 4-4 for switch
numbering. Mission grip switches for TSS will not function unless all of the following
conditions are met:

 TSS in operate (OPER) mode.

 TSS controlled (CNTRL) in present crew station.
 Operator in control must have TSS video on one of the present crew station MFDs. TSS
cursor (CURSR) enabled in present crew station.

4.1.3.1.1 Switch 1R (WPN SEL)

The functionality is identical to cyclic grip WPN SEL switch. Pressing the switch up/forward
selects the Gun. Pressing the switch right Rockets. Pressing the switch left selects Hellfire.
Pressing the switch down/aft or a center press will deselect all. The status line on the bottom row
of the right-hand MFDs will indicate what weapon system each crew station has selected. An
alpha character string denotes weapon system: RKT - rocket, GUN - gun, and HF - Hellfire missile.
The crew station with the system selected is denoted by a directional triangle in the third line of
the right MFD status area, pointing toward the crew station, fore or aft. Color denotes weapon
status; cyan for selected but not armed, and red for selected and armed at the present crew station,
yellow for selected and armed at the other crew station.

4.1.3.1.2 Switch 2R (HMD SEL)

This switch is not currently used in the AH-1F/S Upgrade.

4.1.3.1.3 Switch 3R

The Weapon Fire switch is unlabeled. Pressing the switch will fire the selected weapon. When the
gun is the selected weapon, this switch is disabled when the gun reaches azimuth or elevation
limits or when the gun position disagrees in azimuth or elevation by more than 1.5 degrees from
the sight position command signal. When rockets are selected, switch 3R is disabled. Rockets are
fired using the cyclic grip trigger.

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4.1.3.1.4 Switch 4R

The Quick Draw/Action Bar switch is unlabeled. The switch is a momentary pushbutton that slews
the gun to the TSS LOS when pressed and held if that crewmember has selected the gun and has
control of the TSS. See Table 4-3 for actions of gun based on WPN SEL and TSS control.
Table 4-3. HCU Switch 4R – Action Bar
Condition(s) Resulting Action

Gun is selected and moves to fixed

If the Gun is not selected by either crewmember
forward

If the gun is selected by crewmember and MX-15

Gun moves to fixed forward
is NOT controlled by the crewmember

If the gun is selected by crewmember and MX-15

Gun moves to MX-15 Line Of Sight
is controlled by the crewmember

If the gun is selected by the other crewmember No resultant action

4.1.3.1.5 Switch 5R (CGE/UNCGE)

This switch is not currently used in the AH-1F/S Upgrade.

4.1.3.1.6 Switch 6R (SLEW)

The TSS/cursor slew switch is an omni-directional force transducer. Screen response to the cursor
slew control is analogous to motion cursor movement (e.g., pushing left on the transducer causes
the TSS/cursor to slew left). The switch is used to slew a cursor/crosshair overlaid on either map
video or TSS video. Cursor slew speed is 1 to 1. When used for the Map system, CURSR must be
disabled (cyan) on the TSS top page in the present crew station. When used to slew the TSS turret,
CURSR must be enabled (white) on the TSS top page in the present crew station.

4.1.3.1.7 Switch 1L (CURSR SEL)

Switch 1L is a rocker type switch. It is used to set the steering modes for the TSS. Steering mode
is displayed above the left end of the TSS Field of Regard (FOR) box on the TSS page. Moving
the switch up toggles between either RATE (displayed as MAN) tracking or RATEAID (displayed
as RAID) steering modes. Moving the rocker down toggles between AUTO and AUTOAID
(displayed as AAID) steering modes.
RATE modes in 1L up are based on inertial movement and not related to geo-position or image
content. AUTO modes in 1L down are geo-position or geo-pointing modes that attempt to point
at a stationary or moving point on the surface of the earth. AUTO modes require the IMU in the
TSS be aligned.

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4.1.3.1.8 Switch 2L (TRK/OFFSET)

The 2L switch is used to for Scene Control or Gate Size control adjustments. Pressing 2L Up
cycles through three automatic scene processing settings. Cycling the switch down cycles through
three gate size settings.
The Scene Setup feature provides another way of automatically adjusting image brightness and
contrast in special case situations such as high or low contrast scenes without having to enter the
manual sensitivity mode. Operators can manually adjust Scene Setup options to optimize the scene
and reduce over saturation. Available Scene Setup options include:

 DEFAULT - optimizes camera for general purpose setup

 HIGH - optimizes camera for high contrast scenes
 LOW - optimizes camera for low contrast scenes

The Gate option provides the ability to further optimize camera exposure of a customer defined
area of interest. A different size box will show in the overlay for each Gate size selection and will
only show temporarily as the video adjusts for each gate size. As each gate size is selected, the
camera samples the area inside the box and makes camera adjustments based on only the scene
inside the box and then applies the adjustments to the overall video image. There is no overlay
graphic to show gate selection.

4.1.3.1.9 Switch 3L (FWD)

A center-press aligns the TSS turret to the aircraft ADL.

4.1.3.1.10 Switch 4L (VIDEO ADJ)

The four-way toggle with center-press switch allows for manual adjustment of sensor gain and
level control for FLIR or brightness and contrast control for TV. Spatial Processing (SPA) and
automatic camera exposure (EXP) must be turned off, via center press of switch 4L, before manual
adjustment can be made. The first center press turns Spatial Processing off, the 2nd center press
turns automatic exposure off. GAIN and LEVL will appear on the TSS page and can be adjusted
with left/right and up/down movements of switch 4L. A third center press of 4L will turn Spatial
Processing and automatic camera exposure back on and remove manual settings.
Default when the TSS is turned on is Spatial Processing On and Camera Exposure On. Spatial
processing activates additional image processing software in the turret that provides greater edge
and contrast enhancement of the image. Spatial processing is applied to the large area of interest
only. Based on the selected gate size, EXP is used to further optimize camera exposure of a
customer defined area of interest. As each gate size is selected, the camera samples the area inside
the box and makes camera adjustments based on only the scene inside the box and then applies the
adjustments to the overall video image.

4.1.3.1.11 Switch 5L (Advanced Video Tracker)

This switch is a four-position toggle with a center-press function. The Advanced Video Tracker
(AVT) finds targets in the digital video frame, locks onto image content and sends feedback to the

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steering system to keep the targets within the video frame. Pressing forward toggles through the
AVT gate sizes, aft decrements through the AVT gate sizes. First center press initiates AVT to
the acquisition mode. AVT ACQ AUTO or AVT ACQ MAN will display on the TSS page. The
2nd center press attempts to lock onto the target and the TSS page will display AVTAUTO or
AVTMAN when target is locked. If lock is lost is temporarily lost, AVT COASTING will display
on the TSS page while the TSS attempts to re-lock the target. The operator may slew the cursor
off a locked target (offset steering) and the AVT will maintain track but the target must remain in
the sensor field of view. Offset steering allows the AVT to lock onto a prominent part of the target
while moving the laser designator to a different part of the target.

4.1.3.1.12 Switch 6L (Sensor Select/FOV/POL)

This switch is a four-position toggle with a center press function. Pressing the switch right toggles
between the three available sensors – EOW, IR, and EON. Default on TSS start up is EOW.
Pressing the switch left toggles the Low Light or Day Light TV sub-payload for the EOW and
EON sensors. Pressing forward or aft zooms the FOV in or out, respectively. The center-press
toggles FLIR polarity between white hot and black hot; the TV sensor is not affected by polarity
changes.

4.1.3.1.13 Switch 7L (LASER)

The laser fire switch is a two-position guarded trigger switch. The first detent ranges targets only.
The second detent designates and ranges targets with the tactical laser only. This switch is active
only when the LASER ARM PBA is activated on either crewmember’s instrument panel.

4.1.3.2 Laser Controls

In order to fire the laser with mission grip switch 7L (LASER), the following PBAs must be ON.

4.1.3.2.1 LASER ARM PBA

This PBA must be armed in order for the laser to be fired. The start-up default is Not Armed. The
operator must ensure that this PBA is armed for TSS boresight. The LASER ARM PBA is a
guarded PBA used to arm the laser system and provide laser functioning independent of weapon
system status. When armed, the PBA will illuminate the ARM legend in red. When not armed the
annunciator is blank. The laser automatically arms when the weapon system MASTER ARM PBA
is activated and laser arming may be independently deactivated with the LASER ARM PBA.

4.1.3.2.2 L MODE (Laser Mode) PBA

This PBA allows the selection of either Eyesafe or Tactical laser modes (with corresponding
annunciation on the TSS display). The start-up default selection is Tactical mode. The operator
must ensure that the Tactical mode is selected for TSS boresight. If Tactical mode is not selected
when the boresight process begins, the Arm Laser status message will be displayed.
The L MODE PBA will not illuminate or be enabled unless the LASER ARM PBA is illuminated.
Once the LASER ARM PBA is enabled the L MODE annunciation will indicate T (Tactical) in

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red. Pressing the L MODE PBA will deselect T and select S (Eyesafe) in yellow. Subsequent
presses toggles between the two selections.

4.1.4 TSS OPERATOR MFD CONTROL AND DISPLAY RULES

TSS page navigation is shown in Figure 4-5. The TSS is turned ON and OFF using the R2 bezel
key (TSS) on the SYS top page (Figure 3-4).
The TSS Top page is depicted in Figure 4-6. When the TSS is OFF (R2 not selected on the SYS
top page), none of the TSS top page bezel key labels are displayed. The display will have a
blank/black background, and will display a TSS NOT AVAILABLE CIM. In this mode, neither
operator is in control and TSS related mission grip control inputs are ignored; cursor control will
default to the Nav/Map system.
When in IBIT, MBIT, SBIT, Standby or Boresight, all mission grip controls that pertain to TSS
are unavailable and their inputs are ignored; the T2 and R2 MFD bezel keys will be slashed; all
other MFD controls are available to the operator-in-control; the appropriate annunciation is shown
in the sub-mode annunciation field; and TSS video without symbology will be shown to the extent
possible. When in Operate, all controls are available for the operator- in-control, TSS video is
displayed with symbology and the appropriate annunciation is displayed.
The TSS-operator-in-control key is located at T1 (CNTRL) on the TSS top page (Figure 4-6). The
operator actuates this key from its non-selected setting to take control of the TSS from the aircraft
or from the other crewmember
The operator-in-control has control over/access to all TSS functions; the operator-not- in-control
will have no control (all keys except L1, L2, R2 and T1 are slashed and TSS mission grip switches
are disabled) and will only see a repeat of the controlling operator’s TSS top page display; for the
operator-not- in-control, the cursor control will default to the Map system.
If the operator-not-in-control selects TSS, only the T1, R2 (R2 key is only available if the ADTS
record function is active), L1, and L2 keys will be available. If L2 is pressed by the operator-not-
in-control, the T1, L1, L2, R2, R3, R4, R5, and R6 bezel keys on the TSS Setup page will be
available.

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 Figure 4-5: TSS Page Navigation

Figure 4-6: TSS Top Page

The operator must be in control of the TSS to use the REC (R1) and MRK (R2). If an operator is
not using the video recorder when a lasing event or a valid trigger pull is initiated, the ADTS will
be commanded to the record mode for 2 minutes.

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On initial power-up, neither crewmember controls the TSS; after TSS is turned ON using the R2
(TSS) key on the SYS top page by either crewmember the TSS commands its mode to SBIT.
During SBIT, the TSS initializes, begins cooling the FLIR sensor, tests itself, and performs
boresight. After completing SBIT, TSS enters the Standby mode. In Standby, the T1 key on the
TSS top page will be available for selection by either crewmember. The operator must first take
control of the TSS by actuating the T1 (CNTRL) bezel key on the TSS top page before changing
the TSS mode from Standby to Operate.
The operator-in-control may relinquish TSS control by toggling the T1 key to OFF; when this
occurs, the TSS maintains its current top- level mode (Operate, Standby, Boresight, IBIT, MBIT,
or SBIT). If in Operate mode, previous parameters (inertial track file information) are retained but
the current sub-mode is disengaged and the LOS is commanded to the selected aircraft cue; note
that this function is only intended to allow the operator-in- control to give control back to the
aircraft, not to the other crewmember. If the operator relinquishes control while the TSS is in
Standby, the TSS will remain in Standby until an operator takes TSS control and commands TSS
to a different mode. If the operator relinquishes control while the TSS is in Boresight, IBIT, MBIT,
or SBIT, the TSS will complete the requested function (boresight and/or BIT) and then the MC
will command the TSS to the mode it was in prior to the Boresight, or BIT command.
The operator-not-in-control may take control by toggling the T1 key ON. To avoid inadvertent
actuation, this key employs a PRESS TO VERIFY CIM.
The MC uses the TSS as the LOS for mission grip weapon firing for the operator-in-control of the
TSS.
If the operator-in-control selects TSS on both MFDs in the present crew station, all keys on each
MFD will be active. This allows the operator-in-control of the TSS to access the CUE List, change
laser codes, or view ADTS video on one display while retaining TSS live video on the other. Any
changes to TSS video functions will be reflected on both MFDs, regardless of the MFD from which
the change was initiated. Some bezel keys provide feedback that is MFD specific and will be
reflected on that MFD only. For instance, FOC at L3 will call up the focus tool on that MFD only.
MENU key (L1) applies to the specific MFD only and will not affect the other displays. Functions
called from the mission grip, such as gain and level, will be shown on both MFDs. Once REC is
activated, it can only be controlled by using the same MFD.
If the operator-not-in-control selects TSS on both MFDs in the present crew station, the top page
of the display of the operator-in-control will be displayed on both MFDs. All bezel keys except
R1, L2, L1 and T1 will be unavailable/slashed. Sub-page functions will not be available and cursor
control will default to the Map system.
If the operator-in-control selects a sensor that is failed or otherwise unavailable, MFD bezel keys
will still be available for selection and the TSS will remain in its current cue or track sub-mode
and retain all inertial track information based on the non-failed sensor.

4.1.5 TSS PAGE ARCHITECTURE

The TSS subsystem consists of the Top page, and three sub-pages, as well as access to the Edit
sub-page. See Figure 4-5.

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4.1.5.1 TSS Top Page

The TSS top page shows the TSS video overlaid with the symbology to guide the operator in the
operation of the TSS. In addition, soft bezel keys are provided to configure the symbology
selections, and to provide access to sub-pages. The center display area of the TSS Top Page
consists of the video input from the TSS, with symbology overlaid to aid the operator in targeting
operations. Figure 4-6 illustrates the TSS top page.

4.1.5.1.1 TSS Annunciation Display

The Annunciation Display area (Figure 4-7 and Figure 4-8) represents the bottom four rows of
the display. It covers the full width of the display from the L6 bezel legend to the R6 bezel legend,
or approximately 50 standard font character cells. It is used to display Status Messages of interest
to the operator, as well as Target data, Sensor data, Gun/Laser information, and Weapon Status
data, including Time of Flight and Time to Hit, when applicable. It includes a visual depiction of
the TSS’ current pointing direction within its overall Field of Regard (FOR).

Figure 4-7: TSS Annunciation Display Area

Figure 4-8: Example of TSS Annunciation Display

Selected Filter – active filters are shown - Temporal (TEM), Spatial (SPA) and Exposure (EXP)

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Selected Sensor and Field of View. Selectable Payload/Sub-Payload options are:

 EOW – LL
 EOW – DL
 IR
 EON – LL
 EOW – DL

Laser Mode and Laser Code. Selected Laser Mode options:

TAC Red “TAC” indicates the 1.06 μm tactical laser rangefinder/designator is selected.
ILLUM Red “ILLUM” indicates the 0.86 μm laser illuminator is selected.
LRF Yellow “LRF” indicates the 1.57 μm eyesafe laser rangefinder is selected.
Laser Status and range. Status is either RNG or DSG (only the tactical laser rangefinder-
designator can designate). Range displayed is in meters.
TSS Mode/Sub-Mode alerts the operator to which steering mode is active based on the 1L and 5L
switches on the HCU. Options are:

 MAN – Manual or Rate

 RAID – Rate Aided
 AUTO
 AAID – Auto Aided
 AVT ACQ AUTO
 AVT ACQ MAN
 AVTAUTO
 AVTMAN
 AVT COASTING
Other possible messages displayed on this field include: IBIT, MAN, ADL, STOW, and SLW
(slew).
The TSS Status Message Display area is a two-line area above the right side of the FOR box. It is
used to present the operator with unsolicited text message displays providing information about
the current status of TSS functional components or about the occurrence of specific events that
may require operator intervention or response. A maximum of two status message are shown on
the TSS display at one time.

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 Table 4-4: TSS Status Messages

Priority
Annunciation Message
Number

1 GUN INTRPT
2 INVLD TRIG
MSL LOS
3
MISMATCH
4 INVALID LOS
5 LASER INHIBIT
6 EOW NOT RDY
7 IR NOT RDY
8 EON NOT RDY
9 AVT NOT RDY
10 ARM LASER

The Field of Regard (FOR) box depicts the approximate azimuth and elevation for the TSS LOS
as it relates to its overall visual area. When the TSS gets near a limit, the TSS dot will flash.

4.1.5.1.2 L1 (MENU)

Pressing L1 toggles the bezel menus ON and OFF. The label is cyan when Menu is not active and
is white and boxed in white when Menu is active. The OFF state removes all bezel key labels from
the display, except the MENU legend at L1. The default setting is Menu ON.

4.1.5.1.3 L2 (SETUP)

Pressing L2 selects the TSS Setup sub−page.

4.1.5.1.4 L3 (FOC)

L3 selects the focus adjustment page (Figure 4-9). It is the same as the TSS Top page except that
L1-L4 are temporarily replaced by focus adjustment controls. The focus adjustment page allows
the crew to toggle between Automatic (A) and Manual (M) focus and adjust the Focus Trim or the
Focus Range. The following changes are unique to the Focus Adjustment Page.

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 Figure 4-9: Focus Adjust Page – Auto Focus

L1 Toggles between Automatic (A) and Manual (M) focus. The selected focus method will be
white and boxed and the other focus method will be cyan. “A“ uses the GeoFocus function of the
MX-15 which automatically focuses all sensors relative to the range of the target. Altitude data
received from the moving map or aircraft INS is used to calculate the target distance and adjusts
the lens focus. If available, the laser provides the most accurate range and can be used to improve
GeoFocus accuracy to obtain the clearest picture. When in GeoFocus (A) mode, operators can
manually adjust (trim) sensor focus. Trimming allows the operator to make offset changes to the
focus curve for each individual sensor. The trim offset accounts for terrain elevation errors and
thermal variations in the lens. Operators can manually adjust the focus trim using the focus
up/down caret keys. The offset is increased using L2 or decreased using L4. The offset trim can
range from -99 to +99. In manual mode, the L2 and L4 buttons are used to manually adjust the
sensor focus range. L3 (ENT) is used to accept desired inputs and return to the TSS Top Page.

4.1.5.1.5 L4 (FRM SAV)

This function is not used and permanently slashed.

4.1.5.1.6 L5 (LASER)

The LASER key at L5 on the TSS Top Page allows the operator to toggle among three laser code
mode functions. The three selections A (AUTO), M (MANUAL), and S (SELECTED) are
displayed on the second line. The chosen position will be white and boxed. The others will be cyan
and unboxed. The third line displays the alpha code and the laser code. L5 operates as a toggle
among the three selections as long as nothing is in the scratchpad.
The auto position (A) displays the laser code of the priority Hellfire missile as currently selected
at R3 on the WPN Top page. If Hellfire is not selected for launch from the cyclic or mission grip,

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the alpha code and numeric value on the third line will display five dashes. If the laser code is
invalid, the third line will display five dashes.
If the operator presses the L5 key with a valid laser octal code in the scratchpad, the laser will be
coded to this value, the M on the second line will display in white and boxed, and the four digit
code, preceded by M will be shown on line three. The Manual code entry on the Laser Code
sub−page will be updated automatically to the new manual setting. If an invalid laser code is
entered, INVALID ENTRY CIM will be displayed. Selected laser code (S) is displayed whenever
the operator selects a code from the laser code list. When returning to the top page, the S will
display in white and boxed and the selected laser code (A−H, or M and the laser code) will be
shown on the third line.
NOTE
It is possible that the M and S selections can both reflect the same value
if the manual code is selected from the laser code sub−page.

When the laser is in the eyesafe (ESAF) mode, the three selections on the second line are cyan,
and unboxed, and the top two lines are slashed, indicating that the function is not available. The
laser code on the third line will show five dashes. When Tactical mode, is selected the previous
data will be shown with the previous selection (A, M or S) highlighted.
Laser Codes are stored in non−volatile memory and are available until changed or deleted. If
nothing is stored in non−volatile memory, the following rules apply. The default value for Manual
entry is whatever is on the Laser Code sub−page. This page will default to M1111 if nothing is in
the database. The default for the Select mode is whatever is on the A code of the Laser Code
sub−page. This default will be A1111 if nothing is in the database. The value for the Auto mode
will be whatever code the priority Hellfire missile is coded to. If no Hellfire is selected, five dashes
will be displayed.

4.1.5.1.7 L6 (LCODE)

Pressing L6 provides operator access to the Laser Code sub−page.

4.1.5.1.8 T1 (CNTRL)

By toggling this key ON, the operator takes control of the TSS (either from the other operator or
the Standby state). By toggling this key off, the operator relinquishes control of the TSS and the
TSS enters a no−control state. A key press will cause a PRESS TO VERIFY CIM to be displayed.
A second press of the key will cause the operator state to change.

4.1.5.1.9 T2 (EZ)

Pressing T2 will toggle between the allowable digital zoom (E-Zoom) levels for the selected
payload/sub-payload. When no digital zoom is applied, EZ is displayed in cyan. Subsequent
presses of T2 will toggle through the various digital zoom settings. When applied, EZ and the
zoom level will be shown in white and boxed, for example EZ2. Because EZ takes the existing
image content and draws it larger, it results in an inherent reduction in image quality and should

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only be applied after reaching the highest optical zoom. Lasing is not recommended when in EZ
but it is not prohibited.

4.1.5.1.10 T3 (CURSR)

Pressing T3 toggles TSS cursor control ON. When TSS cursor is ON, CNTRL is ON, TSS live
video is displayed, and TSS mission grip switches are available. When this key is toggled OFF,
TSS cursor control on the mission grip switch is OFF and it reverts to movement of the MAP
cursor. Other functions on the TSS page are still available. When TSS cursor is OFF, the
MAP/NAV system has cursor control; mission grip switches are not available for TSS control but
the appropriate switches will provide cursor control to the MAP.

4.1.5.1.11 T5 (IR CAL)

IRCAL is a One-point calibration algorithm activation for the MX-15. It only applies to the IR
sensor. The purpose is to improve/remove the noise in the IR video. When activated, the TSS
will execute a self-calibration procedure.

4.1.5.1.12 R1 (REC)

R1 toggles the tape record function ON and OFF. When R1 is pressed, the ADTS enters the record
mode, and REC is white and boxed. If pressed again, the recorder will stop and the legend will be
cyan. System time is displayed immediately beneath the REC legend in hours, minutes, and
seconds in HH:MM:SS format. If the ADTS in the ON mode but is not actively recording, the
actions of laser designation, or weapons fire using the mission grip automatically engage the
Record function. When initiated in this manner, recording terminates automatically two minutes
after the last laser designate or weapons fire event. The recording is of the video provided by the
MC to the MFD where REC was initiated. If a different page (e.g., FLT, MAP) is selected on the
MFD where REC is active, ADTS will record that page.

4.1.5.1.13 R2 (MARK)

R2 commands a mark to be placed on the cartridge. System time is displayed immediately beneath
the MRK legend in hours, minutes, and seconds. The third line displays the next mark that will be
placed on the tape when the MRK key is pressed. If the ADTS is in PLAY mode, this legend will
be slashed.

4.1.5.1.14 R3 (CUE)

Pressing R3 provides access to the CUE sub−page. The cyan legend is underscored with a single
sided arrow pointing toward the center of the page to indicate lower level data pages.

4.1.5.1.15 R4 (ZMULTI)

Pressing R5 changes the gain on slew transducer switch (HCU 6R) based on zoom level to avoid
overcontrolling the TSS when in narrow fields of view. The current AZ and EL settings are
displayed under ZMULTI. Allowable settings are from 0 to 100 for both azimuth (AZ) and

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elevation (EL). The higher the number, the faster the movement rate. Default settings are AZ 010
and EL 005. The TSS initially boots up with ZMULTI not enabled (cyan text) making the sensor
move at the same speed for all fields of view. Setting can be tailored and set independently for
each payload/sub-payload. ZMULTI settings are global in that changes made in one cockpit
applies to the other cockpit – both enable/disable and individual AZ or EL settings for a
payload/sub-payload. To change values, use the scratchpad and separate AZ and EL settings with
a /. Leading 0’s are not required. When enabled, ZMULTI is white with a white box. If ZMULTI
is selected with no values in the scratch pad, ZMULTI will be disabled.

4.1.5.1.16 R5 (PPT)

Pressing R5 enters a precision point (PPT) location command, which commands the TSS to point
to the entered coordinates or the coordinates of the selected tag or label and to continue to point to
this location until the TSS is manually directed to a new location. Data may be entered via the
keyboard or from the Cue List. When entered from the keyboard, data may be entered as a tag or
label, or as lat/long or MGRS coordinates (as appropriate for the current system setting). The
scratchpad entry may also be a tag, label or the coordinates followed by a slash as a delimiter
followed by an elevation. The tag can also be selected by positioning the cursor and using the
ENT key from the Cue List (e.g., T92, W12, etc.).
If entered from the Cue List, the tag will drop to the scratchpad so that it may be used with the R5
key as discussed under the Cue sub−page operation description below. For any case in which a tag
or label is supplied without elevation, the database will be checked to determine if elevation is
defined. If the elevation of the point has been specified in the database, the elevation from the
database will be used. If DTED for the tag, labels or scratchpad coordinate entry location is
available from the map system, that elevation will be used for the PPT elevation. If elevation data
cannot be determined via DTED, then a flat− earth approximation will be used based on current
aircraft barometric altitude minus radar altitude. In any case where the elevation data is provided
in conjunction with a tag or coordinate entry, if the elevation data is not valid or out of range, the
input will be rejected and an INVALID ENTRY or RANGE ERROR CIM will be displayed. If all
elevation sources are unavailable an ENTER ELEV CIM will be displayed. If the input data is
valid, the location and elevation will be sent to the TSS for the Pre−Point command.
If entered as coordinates the appropriate coordinate set (MGRS or Lat/Long) is displayed, as
determined from the navigation mode of the Map system. The TSS will only accept keyboard
pre−point geo−location entries if they are in the correct coordinate reference system (as determined
by the Map system). If coordinates are entered in the wrong coordinate reference system, an
INVALID ENTRY CIM will be displayed. If a target label is entered from the Cue list or the
keyboard, the target label will be displayed. Data is displayed on the line immediately beneath the
PPT legend. The third line displays bearing, distance, and time to go to the selected location and
is presented as bearing (up to three characters)/distance (nautical miles or kilometers, and tenths,
depending on display mode)/hours: minutes: seconds.
The desired waypoint, target or threat can also be located using label search. Enter the label in the
scratchpad and press R5 (PPT). The system will search the waypoint, target and threat lists. If the
label search does not provide the desired result, the search may be refined by re−entering the data
string in the scratchpad with additional characters and then reselecting PPT at R5. If a SEARCH

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KEY NOT FOUND CIM is shown, data must be corrected in the scratchpad and the PPT key must
be turned OFF and ON again.
When the R5 bezel key is pressed with no data in the scratchpad, R5 acts as a toggle to the
previously entered precision point location. If no previously entered data is available, an INVALID
ENTRY CIM will be displayed at R5 immediately under PPT. In this state, offset input at R4 is
also ignored.
If the FPLN mode is chosen from the TSS Cue sub−page, the PPT legend at R5 on the TSS Top
page will be boxed white text but slashed to indicate it is active but is not selectable from the TSS
Top page. If FPLN is in the auto progression mode, the precision point data at R5 will change
automatically to the next waypoint as the aircraft follows its flight plan, always identifying the
next waypoint on the route of flight and commanding the TSS to point to that location. If the
current steering destination does not have an altitude available from the same sources as for PPT,
then a flat−earth approximation will be calculated. The third line presents bearing, distance, and
time to next waypoint.

4.1.5.1.17 R6 (STOR)

The R6 bezel key is used to store (STOR) a point of interest. There are two lines below it that
present list Tags for the next point to be stored and the last point stored as discussed below. The
bezel key label at R6 is slashed and the key function is unavailable whenever there are no valid
lased position data available. When the laser rangefinder is engaged, the TSS computes the
location of the lased target and presents this information to the operator on the TSS video.
The operator may store this position by pressing R6. If R6 is depressed with no data in the
scratchpad, the location will be stored in the target, waypoint, or threat list as determined by the
list tag identified on the CUE sub−page and presented at the third line of the R6 bezel key (see
Cue Page operation below). If a target, waypoint, or threat tag is entered through the keyboard, the
data will be entered into the list at that location. If data already exists at that location an INVALID
ENTRY CIM will be displayed under the STOR legend. If the selected list is full a LIST FULL
CIM will be displayed. A target description of up to eight characters may be entered in the
scratchpad before pressing R6. This target description may be entered with or without a list Tag.
If entered with a Tag, the Tag must be entered first, followed by a slash and then the description
(for example, T56/BRIDGE15). If no list Tag is entered, the list Tag in the third line of data will
be used. The entered data are stored in the appropriate list. If the data entered is not valid or
improperly formatted an INVALID ENTRY CIM will be displayed at R6.
Once data is entered by pressing STOR, the location of that stored data is shown on the second
line immediately under STOR. The third line changes as necessary to show where the next point
will be stored.

4.1.5.2 TSS Setup Sub−Page

The TSS Setup sub−page is illustrated in Figure 4-10. The TSS Setup sub−page provides access
to ADTS playback functions and setting sensor performance/viewing parameters.

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 Figure 4-10: TSS Set Up Page

4.1.5.2.1 Setup Sub−Page Center Display Area

The center display area of the Setup sub−page displays the current sensor video.
NOTE
Unlike other Setup sub−pages, no page title is displayed for the TSS
Setup sub−page. The page can be recognized by the bezel key legends.

4.1.5.2.2 Bezel Key Description

NOTE
If any of the R2−R6 key functions are in use, the recording function (R1
on the top page and Setup sub−page) and MARK (R2 on the top page)
will be unavailable and their bezel key legends will be displayed in cyan
and slashed. If R1 (REC) is active, R2-R6 will be unavailable and their
bezel key legends will be displayed in cyan and slashed.

4.1.5.2.2.1 L1 (SYMB CLR)

Symbology color is used to change the color of the underlying Wescam overlay symbology to visibility to
either increase or decrease its readability and impact on other TSS page symbology. Pressing L1 toggles
the current symbology selection from default GRN through BLU, YEL, MAG, CYN, WHT and back to
GRN.

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4.1.5.2.2.2 L2 (SYMB BRT)

L2 is used to access the Symbology Brightness. When L3 is selected, the L2, L3, L4 bezel keys
are replaced by scroll/enter tool (Figure 4-11). These keys, plus the associated symbology
brightness adjust scale adjacent to the bezel keys, are used to increase or decrease the amount of
color of the symbology that is originated by the TSS. At its lowest setting, symbology becomes
black. Pressing ENT (L3) saves the adjustment, removes the scroll/enter tool, and turns the
symbology brightness adjustment tool OFF. The off−state bezel key legend (SYMB BRT) is
displayed in cyan. The symbology brightness adjustment applies only to the selected sensor.
Pressing L6 (RTN) returns to the TSS Top Page.

Figure 4-11: Symbology Brightness Adjustment

4.1.5.2.2.3 L3 (TEM)

L3 is used to enable or disable Temporal Processing. Temporal processing activates a temporal

filter to reduce temporal noise (pixel flicker or variation) in the sensor video.

4.1.5.2.2.4 L4 (SPA)

L4 is used to enable or disable Spatial Processing. This bezel functions the same as center press
of handgrip switch 4L which turns Spatial Processing Off and then back on. Spatial process
activates additional image processing in the turret that provides greater edge and contrast
enhancement of the image.

4.1.5.2.2.5 L5 (EXP)

L5 is used to further optimize camera exposure in a customer defined area of interest. Operators

4-35
can select gate size areas of interest using 2L on the HCU. Pushing down toggles through various
sizes of the gates. As each gate is selected, with EXP enabled, the camera samples the scene within
the box, optimizes the picture within the box and then applies these changes to the overall picture.

4.1.5.2.2.6 L6 (RTN)

The Return key returns the MFD to the previously displayed page.

4.1.5.2.2.7 T1 (CNTRL)

Operates the same as on the TSS Top page.

4.1.5.2.2.8 T3 (CURSR)

Operates the same as on TSS Top page.

4.1.5.2.2.9 T4 (STBY or OPER)

T4 is only active when TSS is turned ON on the SYS top page. The key operates as a blind toggle
between Standby and Operate modes. The selected mode is displayed in white and boxed.

4.1.5.2.2.10 T6 (BRST)

Pressing T6 brings the operator to the Boresight page. It does not include any bezel menus and
the variable function keys around the left, top and right of the MFD have no function. It is used
when boresighting the laser and TSS moding and control is handed over to the separately-
connected MX-15D hand controller. To exit the page, press any fixed function key along the MFD
bottom (e.g., TSS, FLT, MAP).
The boresight page can be used to confirm that the TSS’ IMU has aligned. TSS IMU alignment
enables GeoPosition modes (see paragraph 4.1.6.7.2) to be accessed. When the TSS is aligned, it
will begin displaying approximate geographical coordinates for the cursor LOS in the lower right
corner of the boresight page as shown in Figure 4-12.

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 Figure 4-12: TSS Boresight Page in Flight

4.1.5.2.2.11 R1 (REC)

R1 operates the same as the REC key at R1 on the top TSS page.

4.1.5.2.2.12 R2 (FWD)

An upward facing caret is displayed immediately above the FWD legend. When engaged, FWD is
white and boxed. When disengaged, it is cyan. When R2 is pressed with PLAY engaged, this key
enables fast forward search. When pressed alone, it commands the ADTS to fast forward. If PLAY
is turned OFF with FWD engaged, this function will also be disengaged. When the ADTS is in
record mode, this key is slashed.

4.1.5.2.2.13 R3 (PLAY)

When engaged, PLAY is shown in white and boxed. When disengaged, it is displayed in cyan.
When the ADTS is in record mode, this key is slashed. Tape time is shown immediately below the
PLAY legend. Time is shown as ± hour in H:MM:SS format. If positive, the + sign will not be
shown. Once play is engaged, the VTR will remain in playback no matter what display page is
selected. Play can only be deactivated by toggling PLAY to OFF.

4.1.5.2.2.14 R4 (REW)

A downward facing caret is displayed immediately below the REW legend. When engaged, REW
is white and boxed. When disengaged, it is cyan. When R4 is pressed with PLAY engaged, this
key enables fast reverse search. When pressed alone, it commands the ADTS to rewind. If PLAY
is turned OFF with REW engaged, this function will also be disengaged. When the ADTS is in
record mode, this key is slashed.

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4.1.5.2.2.15 R5 (GO MRK)

Pressing R5 with PLAY engaged commands the ADTS to fast search to the next event mark. If
the ADTS is in PLAY and REW, pressing this key will command the ADTS to rewind to the next
previous mark. This function does not work with Fast Forward or Rewind only and will be slashed
if FWD or REW is engaged without PLAY.

4.1.5.2.2.16 R6 (STILL)

When engaged, STILL is shown white and boxed in white. When disengaged, it is cyan. When
this key is pressed while in Play mode, it commands the ADTS to freeze frame mode. When
pressed again, playback resumes. In all modes of ADTS operation except PLAY, this key is
slashed.

4.1.5.3 Laser Code Sub−Page

Figure 4-13 illustrates the TSS Laser Code Page. When selecting a laser code from the Code List,
if no code is available for an alpha character, a blank field will appear next to the alpha character,
and the alpha will not be selectable. If EDIT is selected, then the scroll/enter tool inputs determine
the code letter to be edited. AUTO is not available for editing. The alpha shows the current setting
for the AUTO mode. If no missile is selected, a dash replaces the alpha. The operational mode of
the laser, Tactical or Eyesafe, is shown next to MODE; TAC is displayed in red, ESAF is displayed
in yellow, ILLUM is displayed in red. If no mode is selected, a dash will appear. Standard keyboard
data entry rules along with the ENT key assign the entered numeric code to the letter. When this
page is accessed, the default selection is the last selected mode.

Figure 4-13: Laser Code Sub-Page

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4.1.5.3.1 Bezel Key Description

The bezel keys on the Laser Code sub−page allow the operator to select for use or edit codes in
the list.

4.1.5.3.2 L1 (LASER / EDIT)

If LASER is selected, then the scroll/enter tool inputs a change to the laser code and displays the
new code next to LASER. If EDIT is selected, then the scroll/enter tool inputs determine the code
letter to be edited. The bezel key label displays the selected legend/function in white and boxed.
Non−selected legend/functions are written in cyan.

4.1.5.3.3 L2 (Scroll−Up Tool)

4.1.5.3.4 L3 (ENT)

L3 is used to select a laser code for use or to send it to the scratchpad.

4.1.5.3.5 L4 (Scroll−Down Tool)

4.1.5.3.6 L6 (RTN)

The Return key returns the MFD to the previously displayed page. If ENT is not pressed before
RTN, any desired changes will not take effect.

4.1.5.3.7 T1 (CNTRL)

T1 operates the same as on the Top TSS page.

4.1.5.3.8 R1 (TARGET)

R1 toggles between selecting first (F) and last (L) pulse logic for laser range. The startup default
is the last logic style selected. The bezel key label is cyan; the selected item is white and boxed,
and the non−selected item is cyan.

4.1.5.3.9 R2 (MIN RNG X)

R2 displays the minimum laser range, in meters, as entered by the operator. The key may be used
to change the range using standard keyboard data entry rules; the operator enters the minimum
acceptable laser range in meters. The valid range is 300 to 24500, inclusive. The startup default is
300 meters.

4.1.5.3.10 R4 (LDR IL NIR)

Because the Illuminator is not eye-safe, it is included with the Laser Rangefinder-Designator in
the Tactical (T) mode of the laser PBA. The default for the Tactical mode is the laser rangefinder-
designator (LDR). R5 allows the operator to toggle between tactical laser rangefinder-designator

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(LDR) and the Illuminator (IL NIR). The selected laser will be white and boxed, the other option
will be cyan. In addition, the Mode in the center of the display will show either TAC (LDR) or
ILLUM (IL NIR) in red letters. TAC or ILLUM will also be displayed in red letters on the TSS
Top Page beneath the sensor payload/sub-payload designation. If the Laser Mode PBA is set to
S, the Mode will display LRF in yellow letters and the LDR and IL NIR will be slashed.

4.1.5.3.11 R5 (IL NIR)

R6 allows the operator to choose between Low (LO), High (HI) or Pulse (PUL) settings for the
near IR illuminator. This option will be slashed when the operator selects the S mode on the Laser
Mode PBA.

4.1.5.4 CUE Sub−Page

The CUE sub−page with precision point (PPT) selected is shown in Figure 4-14. The TSS CUE
sub−pages allow the selection of pre−planned waypoints, targets or threats for use in navigating
to the point or designating the point.

Figure 4-14: TSS CUE Sub-Page with Precision Point Selected

4.1.5.4.1 Bezel Key Description

4.1.5.4.2 L1 (Page−Up Tool)

4.1.5.4.3 L2 (Scroll−Up Tool)

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4.1.5.4.4 L3 (ENT)

4.1.5.4.5 L4 (Scroll−Down Tool)

4.1.5.4.6 L5 (Page−Down Tool)

4.1.5.4.7 L6 (RTN)

The Return key returns the MFD to the previously displayed page.

4.1.5.4.8 T1 (CNTRL)

T1 operates the same as on the Top TSS page.

4.1.5.4.9 T4 (EDIT)

An inward facing arrow is displayed immediately under the EDIT legend, noting access to the Edit
page. Pressing this key displays the Edit page as described in the Nav/Map section of Chapter 3.

4.1.5.4.10 R1 (SEL)

R1 is used to quickly move the cursor to a selected item in a list, as identified by the item number.
The last selected item identifier is displayed in a window beneath the key legend in white and
boxed.
Pressing R1 causes the contents of the scratchpad to be transferred to R1 if a valid identifier is
present, and causes the cursor to be positioned adjacent to the identified row in the left−hand list.
If the scratchpad contents are not valid for the SEL function, the scratchpad will display an
INVALID ENTRY CIM, and the identifier at R1 will not change.
The row identifier, a 2−character list item number, is displayed below the SEL label. The identifier
is dependent on the list displayed in the left hand (LH) window, and displays the identifier last
entered for the list being displayed. If the cursor is in the right hand list, then SEL will be slashed.

4.1.5.4.11 R2 (PPT/FPLN)

Pressing R2 toggles between the selected operational mode of the TSS as precision point (PPT)
or flight plan (FPLN). The selected mode is displayed in white and boxed. The other mode is cyan.
Pressing the key toggles between the two modes.
When in PPT mode, the CUE page allows entry of a PPT location either through explicit
coordinates, a waypoint, target, or threat list tag using R5 on the TSS Top page. When in FPLN,
the Waypoint list is shown. If no flight plan is active, FLPN will be unavailable and the key will
be slashed. Selection of alternate points is not allowed and the keys at L3, R1, and R4 are slashed.
See paragraph 4.1.5.1.16 for description of PPT with the TSS Top page.

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4.1.5.4.12 R4 (W T K)

Pressing R4 rotates among the waypoint (W), target (T) and threat (K) lists for display in the center
of the screen. The selected list type is displayed in white and boxed. The others list types are shown
as cyan. The default is Target.

4.1.5.4.13 R6 (STOR W T K)

R6 is used to select the default list in which located targets are to be stored when R6 on the TSS
top page is pressed.
The key rotates among waypoint (W), target (T), and threat (K) lists. The last stored point and the
next available point of the selected list are displayed at R6 of the TSS top page.

4.1.6 TSS OPERATIONS AND FUNCTIONS

The TSS operates in the following modes: Off, SBIT, Boresight, IBIT, Standby, and Operate.
Only Off, Standby and Operate are presented as modes to the operator; SBIT, IBIT, and Boresight
are not presented as separate modes per se, but rather they are functions that occur in either standby
or operate (except SBIT which only occurs in Standby). IBIT can be initiated and BIT status can
be reviewed on the systems status (STAT) sub−page.

4.1.6.1 OFF/ON (Standby)

The operator commands the TSS from OFF to ON using the R2 bezel key (TSS) on the SYS top
page. The ON state depicted on the SYS page is synonymous with Standby on the TSS top page.
At this time, SBIT is automatically performed.

4.1.6.2 Operate

The operator commands TSS from standby to operate (and vice versa) on the TSS Setup sub−page
(T4, STBY or OPER). To avoid inadvertent actuation, this key employs a PRESS TO VERIFY
CIM. The command from Standby to Operate will automatically interrupt SBIT and/or Boresight,
if in progress, and the TSS will rotate to the ADL−Cue position with FLIR as the selected sensor.
When commanded from Operate to Standby or if IBIT is commanded on the Systems Status
sub−page while TSS is in Operate mode, the TSS will disengage its current sub−mode, convert
active tracks to inertial tracks, retain inertial track file information, and rotate to the Stow position
(there is no other way for the operator to command the stow position); if IBIT was commanded,
TSS will perform BIT while in the Stow position, and will return to the Operate mode (with ADL
cue) when BIT is complete.

4.1.6.3 Boresight

Boresighting aligns the laser reticle with the actual pointing location of the laser energy. The
boresight page is accessed via T6 (BRST) on the TSS Setup sub−page. Conducting the boresight
requires temporary attachment of a boresight module to the right aft part of the TSS turret and

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connecting the MX-15D hand controller to execute boresighting functions.

4.1.6.4 LOS Control Functions

The TSS LOS can be controlled by the operator in various ways. These ways involve referencing
the LOS to actively tracked targets, geographic locations, the aircraft ADL or the calculated flight
path vector.

4.1.6.5 Symbology

Symbology and text are overlaid on the TSS sensor video to provide the aircrew with information
about the location of tracks and the operating state of the TSS.
The symbology generated by the TSS is defaulted to green. Color can be changed via L1 (SYMB
CLR) on the TSS Setup page.

4.1.6.5.1 Degraded Modes

In general, when digital display information is invalid or unavailable, dashes are displayed. When
information to drive symbology is invalid or unavailable, the symbology will not be displayed.

4.1.6.5.2 Adjustment Indicator Scales

A linear adjustment scale and a pointer indicator are displayed to facilitate operator-commanded
adjustments to level, gain, focus, and symbology brightness. The scale(s) are depicted either
vertically or horizontally as shown in the respective figures. The operator must depress the
corresponding chevron button to adjust the level, gain, focus or symbology brightness function.
Depressing a button twice in rapid succession (1/2 sec) continuously adjusts the selector scale until
the bezel key is depressed again, thus halting the adjustment at the operator’s desired location. A
white down-chevron is used as a pointer to indicate where the current adjustment lies between the
minimum and maximum endpoints on the scale. Each scale is labeled as shown in the respective
figure. For level and gain adjustments, when the operator makes a manual input to level or gain,
both scales will be displayed (e.g., level and gain scales are shown when operator increases level)
and will remain displayed for 3 seconds after the last manual input. If the operator engages auto
level and gain, the displayed scale(s) are removed.
Gain and Level are automatically adjusted. The operator must center press mission grip switch 4L
(VID ADJ) to turn of Spatial Processing and Exposure before gain and level can be manually
adjusted. The operator is notified when AGC is operational when SPA and EXP are displayed on
the TSS page.

4.1.6.5.3 Heading Tape

The details of the individual elements of the heading tape (Refer to Figure 4-15) on the TSS page
are the same as the heading tape used on the FLT display with the following exceptions. The tape
is centered on the display below the top bezel key legends and displays a total of 240 degrees. In
the center of the tape is a pointer with digital heading g box. Spacing between each tick mark is 10
degrees. A numeric label tape sits atop the heading tape. A two-digit number group is centered on

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every third tick mark. The label number groups correspond to 30-degree increments of the 360
degrees of the compass and are truncated to two digits using leading zeroes where necessary.
The heading tape scrolls side-to-side corresponding to changes in aircraft heading. Number groups
scroll with their associated major tick mark.

Figure 4-15: TSS Heading Tape

4.1.6.5.4 Digital Aircraft Heading

The digital aircraft heading with associated box and pointer remain fixed and centered over the
heading tape. The digital heading displays the current aircraft heading with a digital resolution of
1 degree.

4.1.6.5.5 TSS Bearing Pointer

The TSS bearing pointer (Figure 4-15) is an upward pointing triangle that that moves laterally
along the heading tape and represents the current TSS bearing. The associated digital TSS bearing
is three digits centered below the TSS Bearing Pointer. The digital resolution of the readout is 1
degree.

4.1.6.5.6 EGI/VOR Selected Pointer

The overall details of these pointers are the same as those used on the FLT display. The EGI pointer
points to the currently selected waypoint or target selected in the Nav system. The VOR pointer
points to the currently selected VOR station. If the selected bearing exceeds the current 240-degree
heading display, the arrow rotates 90 degrees and points either left or right, indicating the direction
of shortest distance turn to arrive at the selected heading.

4.1.6.5.7 Gun/Laser Field of Regard Box and TSS Line of Sight Dot

The gun/TSS FOR box and LOS dot are located below the TSS message lines. The gun/TSS FOR
box represents the most conservative combination of the gun and laser (inhibited) useable azimuth
and elevation limits. The gun limits are ±110 degrees in azimuth and +14.6 and -50 degrees in
elevation. The TSS LOS dot displays the LOS of the TSS, which has a FOR of ±110 degrees in
azimuth, and +45 and -120 in elevation, with relation to the gun/laser FOR. If the TSS LOS exceeds
the gun/TSS FOR, the TSS LOS dot parks in the appropriate location at the edge of the gun/TSS
FOR box. When the TSS gets near a limit, the TSS dot will flash.

4.1.6.5.8 Laser Reticles

Specialized laser reticles (Figure 4-16) are present only in certain sensor/FOV combinations – IR
NFOV, IR VNFOV, and EON (both DL and LL). Reticles are sized to represent the approximate

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beam divergence and thus can aid the operator in determining the likelihood of laser overspill or
secondary laser range returns. These reticles include:

Figure 4-16: Laser Reticles

4.1.6.5.9 Weapon Symbology

Selected weapon indications and constraints symbology are displayed on the TSS page to support
the employment of gun, Hellfire and rockets weapons systems.

4.1.6.5.10 Gun Reticle

The gun reticle overlaid on the TSS LOS reticle is as shown in Figure 4-17. The reticle retains its
size in all FOVs, is displayed coincident with the LOS, and is displayed whenever the TSS operator
selects the gun on the mission grip (1R-WPN SEL). When the appropriate mission grip switches
are pressed, the gun is slaved to the TSS LOS. When an out-of-coincidence condition exists, the
gun reticle flashes at a rate of 3 Hz.

Figure 4-17: Gun Reticle Overlaid on TSS Line-of-Sight Reticle

4.1.6.5.11 Hellfire Symbology

Hellfire aiming and constraints symbology consists of two circle -type constraint windows and a
Hellfire seeker symbol (Figure 4-18).
The solid in-constraints circle and dashed out- of-constraints circle represent azimuth and elevation
constraint limits within which a Hellfire missile can be fired in LOBL mode. The constraint circles
are referenced to the ADL with 4° of elevation to represent the launcher’s mechanical alignment.
As the TSS LOS of site is directed off-axis from the ADL, the constraint circle will park on the
edge of the display area to indicate the Hellfire seeker LOS. When the Hellfire seeker LOS, aircraft
attitude, or aircraft attitude rates are out of constraints, the constraints circle will revert from solid
to dashed.
The Hellfire seeker symbol shows the LOS of the selected missile relative to the launch constraints

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window whenever a missile is tracking a target. When the Hellfire seeker symbol is displayed
within the constraint window the selected missile meets the seeker LOS launch constraints and
may be fired. When the Hellfire seeker is out of constraints an X is superimposed over the seeker
symbol.
In all LOAL modes, there is no Hellfire symbol displayed. It is imperative the crewmember know
the target location with respect to the aircraft as the missile will fire when the trigger is pulled. If
the aircraft should be set up for a LOAL missile shot, it will transition to LOBL symbology if laser
energy with the proper code is received by the missile seeker.

Figure 4-18: Hellfire Symbology in TSS Display

LOAL MISSILE FIRING SHOULD ONLY BE ATTEMPTED WHEN THE CREW IS COMPLETELY
POSITIVE OF THEIR LOCATION, THE TARGET LOCATION AND THE DESIRED LASER CODE.
THERE ARE NO CONSTRAINTS FOR A LOAL MISSILE SHOT AND THE MISSILE WILL LAUNCH ON
THE AIRCRAFT HEADING WHEN THE TRIGGER IS PULLED.

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 Figure 4-19: Hellfire Lock on Before Launch (LOBL Symbology; in Constraints)

4.1.6.5.12 Rockets

Rocket engagements are conducted as cooperative engagements. The mission computer generates
a constantly computed release point (CCRP) that compensates for range, crosswind, target
elevation, rocket type, etc. and displays it as a virtual target in the symbology. In general practice,
one crewmember controls the TSS and tracks the target. The other crewmember maneuvers the
aircraft to superimpose the rocket reticle over the virtual target. A pitch ladder representing the
aircraft heading is also shown to provide steering cues to the pilot. The pilot “flies” the reticle to
the virtual target (pitch down brings the reticle down on the image field; left turn or left pedal input
moves the reticle left in the image field). Once the rocket reticle is located within the virtual target
diamond, the target can be engaged.
The virtual target for unguided rockets (UGR) is a diamond (Figures 4-20 and 4-23). The virtual
target for laser guided rockets (LGR) is a square with the midpoints of the sides missing (Figures
4-21 and 4-24).
The virtual target for either type of rockets (UGR, LGR) may be displaced away from the actual
target in the image due to ballistic corrections. Pilot on the controls must place the rocket steering
reticle inside the virtual target rather than on the actual target in the image.

Figure 4-20: UGR Reticle Symbology

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 Figure 4-21: LGR Reticle Symbology

Figure 4-22: Pitch Ladder

NOTE
Pitch ladder is presented for both UGR and LGR engagements

If the aircraft heading and TSS LOS are too divergent, the rocket reticle and pitch ladder will pin
to the side of the display. This indicates that the aircraft is pointing too far off-axis and needs to
be maneuvered in the direction of the virtual target.
Since laser guided rockets require a coded laser designator, the crewmember must be lasing the
target on the same code as the rocket seeker section for the seeker to see the laser energy reflected
from the target and to track to it.
The virtual target box for LGR becomes slashed if any engagement parameters are outside the
calculated firing solution to include TSS angle above 0 degrees elevation.
CCRP can be executed in automatic (A) or manual (M) modes. The manual method is
recommended.

 Automatic mode: the pilot holds the cyclic trigger down and the MC will release the rocket
as soon as there is a 3mm x 3mm overlap between the rocket reticle and the virtual target

 Manual mode: the rocket will be released manually (M) when the pilot pulls the cyclic
trigger regardless of relative positions of the rocket reticle, pitch ladder and virtual target.
The crewmember not operating the TSS may elect to declutter the display and remove the
underlying TSS video by reselecting Rocket on Weapons Action switch. Selecting again will
toggle the video back on.

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 Figure 4-23: TSS Top Page with UGR Symbology

Figure 4-24: TSS Setup Page with LGR Symbology

4.1.6.5.13 Field of View Brackets

Since the IR sensor has four discrete zoom levels (vs continuous zoom for EOW and no zoom for
EON), FOV brackets are included to avoid cropping the target out of the image field when zooming

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in. The FOV brackets are displayed as four L-shaped symbols oriented as in Figure 4-25. The TSS
FOV brackets are present in all IR fields of view with the exception of the narrowest. The
dimensions of the FOV encompassed within the brackets reflect the next narrower FOV. The FOV
brackets will not be present in the Very Narrow FOV.

Figure 4-25: Field of View Brackets

4.1.6.5.14 Centroid Track Gates

The centroid track gates (Figure 4-26) are displayed as four L-shaped symbols similar to, and
smaller than the FOV brackets (Figure 4-25). The centroid track gates are centered about the
centroid of the target and indicate centroid tracks to the crewmember. The track gates will remain
in coincidence with the centroid perimeter of the target until the target is deselected or the tracker
is no longer able to track the target.

Figure 4-26: Centroid Track Gates

4.1.6.6 TSS Steering Modes

4.1.6.6.1 ADL Cue Mode

In ADL sub-mode the TSS LOS is slaved to the ADL. Slew commands from the force transducer
will cause the TSS to transition to the manual steering mode. ADL is activated by pressing 3L on
the HCU. ADL will be displayed in the Annunciation section of the TSS Top Page.

4.1.6.6.2 SLEW Mode

In SLEW sub-mode the TSS LOS is controlled by manual slew inputs from the from the force
transducer (interpreted as body frame of reference). When the slew commands stop the LOS will
be stabilized to the current LOS position in body coordinates. SLW will be displayed in the
Annunciation section of the TSS Top Page while the force transducer is moving the TSS.

4.1.6.6.3 Precision-Point Cue Mode (Including FPLN)

The PPT Cue sub-mode is selected using the Cue sub-page (Figure 4-14), by scratch pad entry

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(direct KDU entry, or PPT ACPT function from the Map/Nav system for hooked/designated
points). PPT Cue is engaged by pressing R5 of TSS top page. Following the PPT command, the
TSS maintains LOS on the desired geo- location using Terrain Cue. AUTO will be displayed in
the Annunciation section of the TSS Top Page. PPT and the PPT FPLN are considered sub-modes
of the AUTO (GeoPosition) mode.

4.1.6.6.4 Rate (Manual) Steering Mode

Rate (Manual) mode is selected by pressing up on switch 1L on the HCU. MAN will be displayed
in the Annunciation section of the TSS Top Page. In Manual steering mode provides full steering
control of the turret. Operators use the slew transducer on the Hand Controller to steer the turret
in azimuth and elevation. The turret will move, at a specified rate, in the direction that pressure is
applied to the slew transducer. The slew transducer is pressure sensitive and will move the turret
faster as more pressure is applied to the slew transducer. When the turret system enters the Manual
mode, it takes the current LOS orientation and starts referencing it to the inertial frame with an
initial condition of zero inertial rates in both azimuth and elevation. When the rate command is
zero, the gimbal maintains the current LOS independent of elevation/roll/azimuth motion of the
aircraft. Only the X/Y/Z motion of the turret will change the LOS. This mode is best used for
stationary targets. When the slew transducer is pressed and then released, the turret will stop
moving but will attempt to maintain the direction it is facing regardless of the movement of the
aircraft. The turret will only attempt to maintain position in azimuth. If the aircraft flies in a circle,
the turret will steer the turret in azimuth to maintain the LOS pointing in the same approximate
azimuth direction.

4.1.6.6.5 Rate Aid (RAID) Steering Sub-Mode

Rate Aid steering is selected by pressing up on switch 1L on the HCU a 2nd time. RAID will be
displayed in the Annunciation section of the TSS Top Page. Rate aid steering mode is similar to
rate (manual) mode, except that, in this mode, the turret will continue to move at the same speed
and direction as when the transducer was last pressed. The slew transducer can be used to adjust
rates so that the moving target remains more constant within the video. When pressure is removed
from the slew transducer, the adjusted angular rates are taken as the new fixed rates. If the target
changes speed or direction or the aircraft changes its attitude, applying force to the slew transducer
will establish a new track direction/rate. Subsequent presses upward on 1L will cycle between
MAN and RAID.

4.1.6.6.6 Auto (AUTO) Steering Sub-Mode

The Auto mode is selected by pressing down on switch 1L on the HCU. AUTO will be displayed
in the Annunciation section of the TSS Top Page. The auto steering mode, also referred to as
GeoPointing or GeoPosition mode, stabilizes the line of sight on a desired target location to
maintain accurate target location. Target location is defined as the intersection of the sensor line
of sight (LOS) with the surface of the earth. The sensor LOS will remain pointed at a stationary
target, allowing hands-off of the slew transducer. Pressing the slew transducer will allow steering,
like rate (manual) mode. When the slew transducer is released, the TSS will treat the new position
as the target and keep the sensor LOS pointed there. In this mode, the turret cannot be steered
above the horizon. The auto mode is useful in situations when line of sight to the target is

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temporarily interrupted (such as when the pilot maneuvers the aircraft due to the tactical situation)
because the turret continues to hold its position on the target location. The TSS IMU must be
aligned for the AUTO mode to function.

4.1.6.6.7 AUTO AID (AAID) Steering Sub-Mode

Auto Aid steering is selected by pressing down on switch 1L on the HCU a 2nd time. AAID will
be displayed in the Annunciation section of the TSS Top Page. Auto aid (AAID) mode, also
referred to as GeoTrack mode, is a supplemental steering mode to the auto steering mode. The
system must be in the auto steering mode to enable the auto aid mode. Pressing AID while in auto
mode supplements the auto mode by automatically ‘learning’ the course and speed of the moving
target. It maintains the target as long as the target’s course and speed remain constant. Auto
steering mode is disabled whenever the look angle is too shallow (slant range exceeds 100 miles).
The auto steering should be considered unavailable if GPS data is unavailable/invalid or the
elevation angle is too shallow. This steering mode is ideal for tracking ground based moving
targets, especially when the LOS may be temporarily broken by cloud cover or other obstructions.
Subsequent presses downward on 1L will cycle between AUTO and AAID. The TSS IMU must
be aligned for the AAID mode to function.

4.1.6.6.8 Advanced Video Tracker (AVT)

The Advanced Video Tracker (AVT) uses specialized processing to lock onto image content rather
than a calculated inertial or geoposition. It allows stable tracking of moving targets, even if the
target does not have a uniform direction or speed. It allows the TSS to be offset from the locked
image segment while remaining locked onto the image segment.
When active, AVT will be displayed in the annunciation section. To best use AVT, the following
should be considered:

 Zoom the video so that the subject is appropriately centered.

 Adjust and maintain video focus to get the sharpest possible image.

 Increase the video contrast, if necessary.

AVT uses image content to remain locked on a target. The best lock occurs on a target or part of
a target that has high contrast or distinct video edges. Additionally, AVT has a coast mode to
allow for intermittent line of sight interruptions.
AVT uses image content so significant changes in image content may cause the system to lose
lock. Target orientation changes, obscuration effects or rapidly adjusting zoom can cause AVT to
lose lock. On the first center press of 5L, the TSS will enter one of two AVT acquisition modes:
manual or automatic. The TSS steering mode will be displayed as AVT ACQ MAN or AVT ACQ
AUTO. Figure 4-27 shows the TSS in AVT automatic acquisition mode in EO wide field of view
sensor. Toggling 5L left will alternate between AVT ACQ MAN and AVT ACQ AUTO.
Acquisition gates will appear and can be adjusted by pressing 5L forward or aft to toggle through
increases or decreases in gate size, respectively. The best gate size is approximately the same size
as the target.

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 Figure 4-27: AVT Auto Acquisition Mode

The manual acquisition mode (AVT ACQ MAN) is best used for stationary targets. It does not
search outside the acquisition gates for targets. The gates are not based on range but can be
increased or decreased by forward or aft movement of switch 5L. In AVT ACQ MAN with the
acquisition gate adjusted to the approximate target size, the operator slews the TSS via slew switch
at 6R, placing the acquisition gates over the target and executes a 2nd center press of switch 5L to
lock onto the target. If the AVT locks the target, the gate box will display boxed corners and the
message AVTMAN will be displayed.
The auto acquisition mode (AVT ACQ AUTO) is best used for moving targets. This mode is only
available if the TSS IMU is aligned. When the TSS is slewed using the slew switch at 6R, AVT
nominates targets for selection when the reticle gets close to potential targets based on the currently
selected acquisition gate size and relative movement of the TSS reticle compared to the movement
of targets in the image field. In the auto acquisition mode, target gates are automatically sized
based on range but can be increased or decreased by forward or aft movement of switch 5L. When
the desired target is nominated by the AVT, a 2nd center press of switch 5L is used to lock onto the
target. If the AVT locks the target, the gate box will display boxed corners and the message
AVTAUTO will be displayed.
In AVTACQ, if AVT identifies multiple potential targets because they are moving at similar rates
and directions, AVT will nominate a primary target by placing gates around it but will also place
small “+” symbols on the potential targets as shown in Figure 4-28. Pressing 5L right within 5
seconds will cycle the primary target to one of the “+”, replacing the “+” with the track gates. If
multiple “+” potential targets are present, subsequent presses of 5L right will cycle among the
other “+” potential targets. When the desired target has the track gates around it, no further action
is required even if the target and the TSS reticle are displaced from each other. After 2 seconds,
the TSS will automatically steer to place the target in the center of the image field, remove the

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remaining “+” symbols and display the steering mode as AVTAUTO.

Figure 4-28: AVTAUTO with Potential Targets

The AVT lock mode is based on the AVT acquisition mode it was using. A target lock from AVT
ACQ AUTO will be AVTAUTO; a target lock from AVT ACQ MAN will be AVTMAN.
In either AVT locked mode (AVTAUTO or AVTMAN), the slew controller, switch 6R remains
active and allows the operator to offset the TSS LOS reticle slightly from the locked portion of the
image. Figure 4-29 shows a target locked in AVTAUTO but with an offset applied.

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 Figure 4-29: AVTAUTO with Offset

In either AVT locked mode, if LOS is temporarily lost between the TSS and the locked target, the
AVT processing will enter a coast mode and attempt to re-lock the target by using the target’s
direction and speed before LOS was interrupted. The TSS steering mode will change to AVT
COASTING and the track gates will flash. If the TSS is unable to re-lock the target within 3-5
seconds, the steering mode will revert back to the AVT acquisition mode.

Figure 4-30: AVT COASTING Mode

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To disengage a locked target, the operator can center-press 5L. TSS will revert to the AVT
acquisition mode it was using prior to the target lock (AVT ACQ AUTO or AVT ACQ MAN).
Selecting any other TSS steering mode via 1L (up or down) will stop AVT and the TSS will enter
the selected steering mode.

4.1.6.7 Additional LOS Control Functions

When in control of the TSS, pressing the action bar switch on the mission grip will slave the gun
(within the pointing limits with the gun) to the TSS LOS.

4.1.7 LASER CODING

In addition to coding the laser to one of the available alpha codes (A through H, and M), the
operator may also select the Auto Code mode, which codes the laser and to the current Hellfire
priority channel code as determined by the weapon system. Changing of the current laser code is
inhibited while the laser is being fired in either Tactical and Eyesafe modes.

4.1.8 TSS CURSOR CONTROL

When TSS is selected for display by the operator-in-control, cursor control will default to TSS.
When TSS is not displayed, cursor control defaults to the Map/Nav system. When TSS and
Map/Nav are displayed simultaneously, the T3 cursor control key functions as a toggle that takes
and gives cursor control between Map/Nav system and TSS.
For the operator-in-control of the TSS, unless the operator toggles TSS cursor control OFF (sends
control to the Map system), the cursor control will default to TSS when the TSS is in an Operate
sub-mode and live TSS video is displayed. When the TSS is in a non-operate mode (i.e., Standby,
Boresight, IBIT, MBIT, SBIT) or when live TSS video is not displayed (i.e., TSS Laser Code page,
TSS Cue page, or Setup page in video playback mode), cursor control will default to the MAP.
If Map/Nav controls the cursor but then is no longer displayed (e.g., another subsystem is selected
for display instead of Map video) cursor control will go to TSS.
The cursor control is crew station-specific; what the crewmember does with the cursor at one crew
station will not affect the cursor in the other crew station.
For the operator-not-in-control of TSS, the cursor will always default to the Map/Nav system.
When the operator-in-control of TSS selects cursor control for TSS, all normal LOS controls are
available. When the TSS does not have cursor control (e.g., MAP has cursor control, TSS cursor
not active), the following will be true:

 Previous parameters (e.g., sensor FOV, track status, etc.) will be maintained,
 Mission grip switch commands for TSS LOS control plus laser and specific weapon fire
switches will be ignored (see Weapon Control and Sight Select Rules, below).
 The appropriate mission grip controls will be available for use in the Map system, (i.e.,

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 mission grip switches 6R (SLEW) and 1L (CURSOR SEL).

4.1.9 WEAPON CONTROL AND SIGHT SELECT RULES

In each crew station, TSS mission grip controls (switches 6R, 1L, 2L, 3L, 4L, 5L, 6L, 7) will be
disabled/unavailable and weapon firing (switches 3R, 4R) with TSS as the selected LOS will be
prohibited unless:
1. The crew station has control of the TSS selected at T1 (CNTRL) on the TSS top page
or TSS setup sub- page.
2. TSS has cursor control selected at T3 (CURSOR) on the TSS top page or TSS setup sub-
page.
3. TSS is in Operate Mode, selected at T4 (OPER or STBY) on the TSS setup sub-page.
4. Live TSS video is displayed. This means the TSS top page or the setup page (when not in
playback mode) must be displayed; note that there is no time-out for TSS control, the
operator who last selected TSS for control will retain control and TSS will remain
commanded to the most recent cue or track sub-mode, regardless of whether or not live
TSS video is displayed, until the operator-in-control d e -selects TSS control or the other
operator takes control.
5. If item 1, above, is true but any one of items 2 through 4 are not true, the situation
is treated as an INVALID TSS LOS CIM which means that weapon firing and LOS
manipulations are inhibited; this INVALID TSS LOS condition will be reported to
the operator-in-control o f the TSS by the WCA subsystem.

If the operator does not have control of the TSS (T1 (CNTRL) bezel key), that crewmember does
not have a weapon LOS. In this case, grip switches 2L, 3L, 4L, 5L, 6L, and 7 will be inhibited
(because they pertain only to TSS control) and switches 6R and 1L will be available only as
described below.
If Map video is displayed and the crewmember selects cursor control for the map by toggling T3
(CURSR) on the TSS top page to OFF, mission grip switches 6R and 1L will be available to
perform Map/Nav input/control functions.

4.2 ARMAMENT

4.2.1 INTRODUCTION

The armament system provides for weapon selection, mode control, and firing for close-in,
medium, and long- range targets.
The weapon subsystems are interfaced to provide safe and effective employment of all weapons.
The system permits each crewmember equal capability to independently control, release, and guide

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(if required) all of the helicopter weapons/stores. The system permits both crewmembers to launch,
fire, or release all combinations of dissimilar weapons/stores simultaneously that will not
jeopardize helicopter or crewmember safety. The system prohibits the simultaneous launch, fire,
or release of similar stores from both crew stations. All weapon controls and displays are available
in either crew station and weapon system operation is identical for either crew station.
Weaponry includes the following:
1. AGM-114B/C/F Hellfire missile
2. AGM-114K/M/N Hellfire II missile
3. AGM-114R Hellfire Missile
NOTE
The expanded Launch Acceptability Region and special control of
AGM-114R missiles is not integrated in the IAS. The system will
treat an AGM-114R as Hellfire II.
4. Mk 66 2.75-inch rockets to include Laser Guided Advanced Precision Kill Weapons
System
5. M-197 20-mm cannon

4.2.2 SUPPORTING AVIONICS

4.2.2.1 Integrated Avionics System

IAS provides the overall means to gather sensor data; to monitor crewmember control inputs for
TSS, cyclic grip switches, mission grip switches, Weapon page MFD bezel keys, and armament
PBAs; to create firing solutions for 20-mm cannon and 2.75- in. rockets using sensor inputs and
selected range; and to calculate Continuously Computed Release Point (CCRP), and APKWS
release point solutions for rocket firing; and to position the aiming reticles and constraints windows
on the MFDs.

4.2.2.2 Integrated Stores Management System

The Integrated Stores Management System (ISMS) is a subset of IAS that performs all weapon
management, inventory, control, release, and jettison functions. ISMS provides safety interlocks
that control safe weapon selection and deployment; ISMS also precludes inadvertent or accidental
launch of any weapon.
ISMS components consist of:
1. Integrated Stores Management Processor (ISMP)
2. Station Control Units (SCU)
3. Store Station Electronics (SSE)
4. MASTER ARM and STBY PBAs

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 5. WPN SEL switches
6. WPN FIRE switches (triggers)
7. QUICK DRW/ACTION switches

4.2.2.3 Integrated Stores Management Processor

The ISMP is embedded in the MC. The ISMP provides all weapons mode control, inventory
management, fire control, and interface with aircrew discrete controls. The ISMP provides
pointing command to the 20-mm cannon including super-elevation and windage corrections.
Inputs for these pointing commands are derived from ballistic fire control algorithms using relative
wind inputs from the ADS, attitude state and attitude change rates from the EGI, and manual or
laser range to target. The gun pointing is based on inputs using AZ and EL inputs from the gun
resolvers.
The ISMP creates the weapon reticles used for display on the TSS page. The ISMP interfaces with
the SCU and the SSE.
Failure of the ISMP will cause an MC fault. An MC 1 WPNS FAIL advisory alert will be displayed
and no weapons can be controlled or fired.

4.2.2.4 Stores Control Unit

The SCU is mounted in the forward portion of the tailboom. The SCU provides the processing to
control each weapon type, to conduct weapon inventories, and to issue arming, firing, and release
commands.
The SCU processes weapon control commands received from the ISMP into control signals that
are then routed to the SSE.
SCU power is provided by the 28 Vdc and 115Armament Bus. Circuit protection is provided by
SMS 3Phase AC, SMS DC 1 and SMS DC2 circuit breakers on the AC and Armament circuit
breaker panel.
NOTE
If a degraded power situation arises, store jettison requires recovery of the
nonessential bus prior to jettison initiation. Powering the nonessential bus
under battery-only condition reduces available battery power.

4.2.2.5 Stores Station Electronics

The SSE is mounted in the tailboom. The SSE is a switching and junction device controlled by
commands from the SCU. The SSE directs signals from the SCU and power from the
nonessential and armament buses to the correct store station as commanded by the SCU.
SSE power is provided by the 28 Vdc and 115Armament Bus. Circuit protection is provided by
SMS 3Phase AC, SMS DC 1 and SMS DC2 circuit breakers on the AC and Armament circuit
breaker panel.

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4.2.2.6 Low Airspeed Air Data System

The ADS provides relative wind and temperature data to the MC through the mission bus. The
data is used for ballistic solutions for 2.75in rocket and 20mm weapons delivery. The ADS remains
unchanged from the AH-1F.

4.2.2.7 Embedded Global Positioning System/Inertial Navigation System

The EGI provides inertial position and rate data to the MC through the mission bus. The data is
used for ballistic solutions for weapon delivery. The EGI is described in the Navigation section of
the Chapter 3.

4.2.2.8 TSS

TSS can provide LOS pointing commands for the 20-mm gun, laser range-to-target for ballistic
solutions, and target designation for laser guided weapons. TSS is described in Section 4.1.

4.2.2.9 Mission Grip

The mission grip controls the TSS turret, provides pointing commands for the gun, controls the
laser for ranging or target designation, and fires selected weapons. The mission grip cannot be
used to release rockets or to fire the gun in fixed-forward mode.

DUE TO POTENTIAL SNAG OR ENTANGLEMENT HAZARDS, CREWMEMBERS

SHOULD KEEP MISSION GRIP STOWED AND LATCHED AT ALL TIMES. WHEN
PRACTICAL PILOT NOT ON THE CONTROLS SHOULD STOW AND LATCH
MISSION GRIP DURING TAKEOFFS, LANDINGS AND EMERGENCY
SITUATIONS.

4.2.3 ARMAMENT EQUIPMENT

4.2.3.1 Stores Stations

The helicopter has four stores stations plus the 20-mm gun. The outboard stations (1 and 4) can
carry two rail Hellfire Missile launchers, 7-shot or 19-shot rocket pods. The inboard stations (2
and 3) can carry either 7-shot or 19-shot rocket pods. Figure 4-31 shows the arrangement of stores
stations as seen from behind the helicopter.

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 1 2 3 4
Figure 4-31: Stores Stations (view looking forward)

NOTE
Mounting Hellfire Missiles on the lower rails of an M-299 (4 rail)
Hellfire launcher is not authorized and will cause the launcher to shut
down and no missiles can be fired.

4.2.3.2 BRU-59 Series Bomb Ejector Rack

BRU-59 series ejector racks provide a mechanical interface for attaching stores to the weapon
pylons. Each rack utilizes electrically primed explosive cartridges that force-eject loaded weapons
or stores during commanded jettison. Stores are attached to the rack using ring-shaped lugs on the
store and moveable hooks on the rack. Adjustable sway braces are used to adjust the store into a
secure, boresighted position. When stores are loaded, the ejector foot should be extended from the
rack and in contact with the store. Racks are unchanged from AH-1F except that hydraulic
movement of outboard stations has been eliminated.
M310 Launchers with Hellfire Missiles require removal of the ejector foot/piston assembly from
the ejector gun and installation of the bomb rack restrictor with o-ring to affect a gravity release.

DUE TO THE POTENTIAL FOR STORE-TO-AIRCRAFT COLLISIONS DURING

M310 LAUNCHER/HELLFIRE MISSILE JETTISON, EJECTED RELEASE IS
PROHIBITED. ENSURE BOMB RACK IS CONFIGURED FOR GRAVITY RELEASE
WHEN M310 LAUNCHER/HELLFIRE MISSILES ARE LOADED.

4.2.3.3 ADE-131 ADE 2.75-Inch Rocket Launchers

The ADE-131-A rocket launchers are all-metal, reusable launchers capable of carrying seven 2.75-
inch rockets. Launchers can be loaded with Mk 66 rocket motors with a variety of warheads (e.g.,
high explosive, white phosphorus, illumination, flechette or APKWS). Ground safety is provided
by a safe-arm device (safety pin with flag) that mechanically opens electrical circuits. Rocket
launchers may be mounted at all four stations. The launchers include a mechanical intervalometer
for sequencing the firings within the launcher. The launcher is not sub-divided into zones.

4.2.3.4 M310 Missile Launcher

The M310 missile launcher (Figure 4-32) is connected to the bomb rack by the two lugs located
on top of the missile launcher. An interface cable connects from the weapon pylon to the top of

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the launcher. The interface cable delivers commands from the crew station to arm and launch
missiles. The interface cable also sends BIT messages back to the crew stations. The M310
launcher may be mounted on stations 1 or 4.
Each M310 Hellfire launcher can carry up to two Hellfire missiles. Helicopter electrical power is
supplied to the launchers through an interface cable. The launcher consists of a hardback structure
that includes hoisting provisions, two bomb rack lugs, and pads for sway braces; and two
interchangeable launch rails. The hardback forms a housing for an electronics unit and the
electronic command signal programmer (ECSP) with the ECSP housing forming the front closeout
for the hardback. A SAFE/ARM switch, mounted on the front of the ECSP, provides a capability
for manually interrupting and disabling missile arming and firing circuits as well as remote
capability to electrically arm the missile from the crew station. The launcher will remain armed
until it is manually returned to the safe position. The unit has a power supply, multiplex interface,
and a set of logic boards. The unit processes multiplex commands and monitors responses
associated with missile selection, activation, BIT, seeker conditioning, and arming and launching.
The launcher rails incorporate a holdback latch for each rail, a latch release handle, and a protective
cover for the rail- to-missile connector. A micro switch engages the holdback latch, provides a
logic input to the system electronics and determines if a missile is properly loaded and latched by
the holdback mechanism. The holdback latch retains the missile in place against two track stops
until rocket motor thrust overrides latch retention forces (360 to 700 pounds) and releases the
missile. A spring at the rear of the rail provides electrical bonding to the missile structure.
A hinged fairing at the forward end of each rail protects a connector and accommodates a firing
circuit when deicing kit adapters are installed.

Figure 4-32: M310 Hellfire Missile Launcher

4.2.4 HELLFIRE SYSTEM

The Hellfire Missile System is capable of launching Hellfire missiles at targets designated by
ground units, other airborne assets, or autonomously. The missile is a laser-guided, point-target
weapon designed to destroy armored or reinforced targets.
The system consists of the launchers, missiles, ISMS, TSS, MFDs, cyclic grip, mission grip, and
armament control PBAs. The launchers and missiles may only be mounted at stations 1 or 4.

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4.2.4.1 Laser Coding

Missiles are coded to lock-on to a specific laser code reflected from a target. Up to eight laser
codes (A - H) may be preplanned and loaded through the ADTS or manually loaded on the Laser
Code sub-page of the TSS system. A manually input code (M) can be entered through the keyboard
and entered into the list without accessing the Laser Code sub-page. The codes are available for
viewing and selection on the Weapons Setup page when a Hellfire station has been selected. A
primary (PRI) and an alternate (ALT) code can be selected from the list and a quantity of up to
three missiles can be selected for coding on any code.
Once the PRI and ALT codes have been selected, they are displayed on the WPN top page. Either
code can then be selected as the priority channel for coding missiles. The PRI and ALT codes, and
missile quantities, can be changed to other codes in the laser code list by returning to the Weapon
Setup sub-page and selecting other codes and quantities.

4.2.4.2 Laser Code Zeroize

Laser codes may be zeroized by flipping the Zeroize switch on the Pilot’s instrument panel.

4.2.4.3 Launch Sequence Mode

Launch sequence mode selection is used to select the mode in which missiles are selected, coded
and launched from the helicopter. Figure 4-33 shows the normal launch sequence for the Hellfire
missiles. In the RAPID and RIPL (ripple) modes missiles are selected automatically by ISMS
based on designations for the PRI and ALT laser channels. If MANUAL is selected, a missile can
be selected manually outside of normal sequencing.

4.2.4.3.1 RAPID Mode

In the RAPID mode missiles are selected automatically and launched successively under a single
laser code. This code will be the code assigned to whichever of the PRI/ALT laser codes is
designated as the priority channel. Missiles will be automatically replenished as they are launched
provided there are uncoded missiles still available.

4.2.4.3.2 RIPL Mode

In the RIPL (ripple) mode, missiles are selected automatically and launched alternately under each
of the two active laser channels. After each successful missile launch, the system automatically
switches the priority laser channel between PRI and ALT codes. Missiles will be automatically
replenished as they are launched provided there are uncoded missiles still available.

4.2.4.3.3 MANUAL Mode

In the MANUAL mode, a missile can be selected for spin-up and possible launch outside of the
normal sequence. When a missile is selected manually, any missiles that began to spin-up under
normal sequencing will shut down. The manually selected missile is assigned the laser code
designated to the priority laser channel and the other missile on the same station will also receive
the priority code and begin spin-up. The release signal will then follow the available missiles on

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that station.

1 2 3 4
1 3 4 2
Figure 4-33: Hellfire Missile Launch Sequence (view looking forward)

NOTE
Manual missile selection allows crewmembers to select specific
missiles for specific targets when a mixed load of Hellfire models is
carried.

4.2.4.4 Lock On After Launch (LOAL) Modes

The LOAL mode is used to launch missiles against targets without having previously acquired or
locked-on to any laser energy. LOAL allows the helicopter to launch missiles without exposing
itself to the target. Laser designation of the target is provided by some other entity. Pilot must
coordinate with that entity to ensure the designator and missile are using the same laser code.
Missiles are selected, assigned laser codes, armed, and then are ready for launch. Three trajectories
are selectable for LOAL launch and are selected based on terrain obstacles and distance between
the helicopter and the target. LOAL modes may be selected on the WPN top page (R5). A missile
may be launched after being selected and given a laser code for designation in any LOAL mode.
NOTE
If the missile seeker receives properly coded laser energy prior to
LOAL launch, the mode will automatically default to LOBL.

4.2.4.4.1 LOAL-LO

When LO has been selected, the missile climbs to a prescribed altitude after launch, begins
searching for a target at the top of its trajectory, and continues on the flightpath until it locks on
and homes to a target.

4.2.4.4.2 LOAL-HI

When HI has been selected, the missile climbs to a higher prescribed altitude after launch begins
searching for a target at the top of its trajectory, and continues on the flightpath until locks on and
homes to a target.

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4.2.4.4.3 DIR

When DIR has been selected, the missile pursues a more direct trajectory after launch and searches
for a laser designated target.

4.2.4.5 Lock On Before Launch (LOBL) Mode

In the LOBL launch mode, missiles are launched against targets only after they have locked onto
and tracked the laser energy reflected from those targets. LOBL allows a higher probability of kill
against obscure or close-range targets. First, missiles are selected and assigned laser codes. Then
after accepting the codes, the missile seekers begin a preprogrammed box-scan pattern searching
for reflected laser energy. This will continue until properly coded laser energy is detected. After
acquiring a target, a seeker will lock on and pass steering LOS information to other scanning
missiles on the same laser code to assist those missiles to lock on. The missile will continue to
track the reflected energy from the laser designator (laser spot) until the seeker gimbal limits have
been reached or the laser return energy falls below the seeker threshold. If the azimuth and
elevation of the target relative to the missile centerline are within the constraints window on the
TSS display and if the missile has been selected for the next launch, the missile can be launched.
The LOBL mode may be selected on the WPN top page (R5).
NOTE
Evaluate laser backscatter considerations when verifying target lock-on.

4.2.4.6 Deicing

Some missiles may be equipped with frangible, opaque domes to prevent ice from forming on the
seeker window. These domes are equipped with ejection squibs and must be ejected before the
seeker can acquire a target. In LOAL modes, these domes are ejected as part of the launch sequence
and require no direct action by the crewmember. In LOBL mode during icing conditions these
domes must be ejected before target acquisition to permit tracking and missile launch.
The deice domes are ejected by pressing R6 (DEICE) on the WP N top page. When pressed, the
domes on all missiles coded to the priority laser channel will eject their domes. The deice function
requires MASTER ARM ON, Hellfire selected in either crew station, and coding and spinup of
the priority missiles complete.

4.2.4.7 Normal Operation

Launcher stations are powered when STBY PBA is set to STBY ON. Initial and power-up BIT are
performed simultaneously on both M-310 launchers. After power-up and launcher BIT, missile
BIT will be performed on both missiles per weapon pylon until all available missiles have
completed BIT.
The MC will deselect and remove power from a station when all available missiles have been
released from that launcher. If training missiles are present on the helicopter, the launchers will
not be powered-down. After all training missiles have been launched the training missiles will be
re-inventoried and reset to the current load.

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4.2.5 CONTROLS AND DISPLAYS

Controls and displays include the PBAs on the instrument panels; dedicated Weapon page and
Weapon Setup sub-pages and bezel keys on the MFDs; armament status on the third status line on
the right MFD; Weapon page and bezel keys on the DFDs; Weapon Select, Turret Action, and
Weapon Fire (trigger) cyclic switches on the cyclic grips; and Weapon Select, Weapon Fire, and
Quick Draw switches on the mission grips. All controls and displays are equally available in both
crew stations. All armament circuit breakers are located on the left ac and left dc circuit breaker
panels in the aft crew station.

4.2.5.1 Armament PBAs

The armament PBAs are located in both crew stations. Changing an armament PBA state in one
cockpit applies to both cockpits. The Pilot’s crew station has eight Armament PBAs, the Gunner’s
crew station has six (only the Pilot has the Countermeasures Arm and Weight on Ground PBA).
On initial power-up of the helicopter the armament control panel PBA legends are illuminated (top
half) and each PBA system state (lower half) is blank. The color-coding of the PBAs on the
armament control panel reflects the importance of their individual status when in the abnormal or
commanded state. Critical states are red. Precautionary states are yellow. See Figures 2-6 and 2-
7 for the location of the Armament PBAs on the Pilot and Gunner’s Instrument Panels.
Table 4-5 shows armament control panel PBAs, locations, normal and abnormal states as well as
power up condition.

Table 4-5. Armament Control Push Button Annunciators for selective jettison.
POWER –
Pilot's Gunner's NORMAL ABNORMAL
PBA UP
Station Station STATE STATE
DEFAULT

MASTER ARM X X Off ARM Off

LASER ARM X X Off ARM Off

CM ARM X Off ARM Off

STBY X X Off ON Off

L MODE X X Off S/T Off

WPN JETT X X Off READY Off

DEPR LT X X On OFF On (blank)

WOG X G A G

4.2.5.1.1 Master Arm

MASTER ARM is a guarded PBA that enables weapon firing/release circuits. When activated, the
ARM legend is displayed in red. Activating MASTER ARM without activating STBY, enables
firing/release circuits and STBY functions. Deselecting MASTER ARM disables the firing/release

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circuits but leaves STBY functions available. The MASTER ARM annunciator goes blank and the
STBY annunciator illuminates ON when deselecting MASTER ARM. Power is provided by the
28 Vdc nonessential bus. Circuit protection is provided by the WPN FIRE circuit breaker on the
left dc panel.

4.2.5.1.2 Laser Arm

LASER ARM is a guarded PBA that arms the TSS laser system and provides laser functioning
independent of the weapon system status. When armed the annunciator indicates ARM in red,
when not armed the annunciator is blank. LASER ARM may be disabled or enabled independently
of the MASTER ARM or STBY PBA state.

4.2.5.1.3 Countermeasure Arm

CM ARM is a guarded PBA and indicates ARM in red, when the countermeasures system has
been activated; the annunciator is blank when not activated. Countermeasure Arm allows
dispensing of CM expendables based on the mode(s) selected by the aircrew. For the CM ARM
PBA to allow expendables to be dispensed, WOG=AIR, safety pins must be removed from the
system circuit breakers must be pushed in. The ASE systems are described in more detail in
Section 4.3.

4.2.5.1.4 Standby

STBY PBA, when selected, activates the gun by providing power to the gun control unit, enables
weapons selection on the cyclic and mission grips, and allows setup of Hellfire missiles. The PBA
displays ON in yellow when activated and is blank when not activated. Power is provided by the
28 Vdc nonessential bus. Circuit protection is provided by the WPN CONT circuit breaker on the
left dc panel.

4.2.5.1.5 Laser Mode

The L MODE PBA is used to select either Eyesafe (S) or tactical (T) laser modes. Pressing the L
MODE PBA deselects T and indicates S in yellow. Pressing the L MODE switch again will
deselect S and revert to indicate T in red. System default is T. In tactical mode, the default is the
designator/rangefinder. The laser illuminator can be selected on the TSS CUE page. If illuminator
is selected and L MODE PBA is subsequently changed to S and then back to T, the system will
revert to the default and select the designator/rangefinder.

4.2.5.1.6 Weapon Jettison

WPN JETT is a guarded PBA and indicates READY in yellow when one or more weapon pylon
stations have been setup This PBA controls selective jettison of stores at stations 1, 2, 3, and 4.
Individual or combinations of pylon stations are selected for jettison on the MFD Weapons top
page. PBA activation, when READY is indicated, jettisons the selected pylon station load(s).
Selective jettison is powered by the 28 Vdc nonessential bus. Circuit protection is provided by the
SELECT JETT circuit breaker on the left dc panel.

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 NOTE
Selective jettison is independent of emergency jettison.
When selected stores are jettisoned, the selected inboard stores will be
jettisoned about one-half second after the selected outboard stores.

4.2.5.1.7 Depression Limit

DEPR LT when selected ON (blank) will limit gun depression to negative 3 degrees to preclude
the gun striking the ground during ground or near-ground operation. When gun depression is
limited the annunciator is blank. When gun depression is not limited, the annunciator indication is
OFF in yellow.

4.2.5.1.8 Weight on Gear (WOG)

The WOG PBA provides the integrated avionics system (IAS) with a ground or airborne status signal
based on switch position. The IAS uses the signal to inhibit unsafe functions based on helicopter
status (e.g., maintenance BIT while airborne or weapons release while on the ground). WOG switch
selection is shown in the ASIs and either WOG = AIR or WOG = GRND, depending on aircraft status.

4.2.5.2 Multifunction Displays

Pressing the WPN bezel key at the bottom of an MFD accesses the Weapons top page. The
weapons display system provides control and management of the weapon subsystems.
Armament status is displayed at the beginning of the third status line on the right MFD in each
crew station. An upright triangle indicates a weapon has been selected in the forward crew station.
The triangle is cyan when STBY has been selected ON. The triangle is red in the forward crew
station and yellow in the aft crew station when MASTER ARM is selected ON. The forward crew
station selected weapon type is displayed to the right of the triangle as GUN, BST (unguided
rocket), LGR (laser guided rocket) or HF (Hellfire). The legend for the selected weapon is color-
coded with the triangle.
NOTE
BST is terminology used in AH-1Z to denote a ballistic weapon type. In
RJAF configuration, it is unguided rockets.

Immediately to the right of the forward crew station weapon indication is an inverted triangle that
indicates a weapon has been selected in the aft crew station. The triangle is cyan when STBY is
selected ON. The triangle is red in the aft crew station and yellow in the forward crew station when
MASTER ARM is selected ON. The aft crew station selected weapon type is displayed to the
right of the triangle as GUN, BST (unguided rocket), LGR (laser guided rocket) or HF (Hellfire).
The legend for the selected weapon is color-coded with the triangle.

4.2.5.2.1 Weapon Displays and Weapon Page Architecture

The weapons system consists of the Weapon (WPN) top page, a Weapon Setup sub-page, a Gun

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Boresight sub- page, a Line of Sight Mapping sub-page, and a horizontal link to the List sub-page
in the navigation system. Weapon Page architecture is shown in Figure 4-34.

4.2.5.3 Graphical Displays Top Page

Central information of the display provides a graphical presentation of stores loading by type,
inventories, armed status, control, and jettison status. Figure 4-35 shows the Weapon (WPN) top
page. Display of bezel key legends is dependent on stores automatically identified by ISMS or
identified manually on the weapons setup sub-page. WPN top page indications and bezel key
inputs are enabled at both crew stations to enhance crew coordination and cooperative weapon
employment.

Figure 4-34: Weapons Page Architecture

4.2.5.4 General Weapon Symbology

Symbology of the top page represents a tail-on view of the helicopter weapon pylon stations and
gun. Pylon stations are numbered sequentially left to right, one through four. The numeric
designation is replaced with a red J boxed in red when that station is setup for selective jettison.
The gun is graphically represented. Color-coding indicates armed status (Figure 4-37). Cyan
ordnance symbols indicate ordnance present and not armed. Yellow indicates ordnance armed,
selected, and controlled by the other crew station. Red indicates ordnance armed, selected and
controlled at the present crew station. Ordnance quantity indicators for rockets consist of an
inventory box inside the rocket launcher symbol. Inventory quantity for the gun consists of an
inventory box adjacent to the gun symbol and the barrel symbols.
Each store has a distinctive MFD graphic representation (Figure 4-36).
NOTE
DFD weapon store symbology may be slightly different. DFD
graphics are shown in Figure 4-45.

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Figure 4-35: Weapons Top Page —Weapons Selected but not Armed

Figure 4-36: MFD Weapon Stores Symbols

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 Figure 4-37: Weapon Top Page with Gun Selected in Front Crew station, Hellfire Selected in Aft Crew
station; Armed

Hellfire launchers are represented by horizontal bars with short vertical lines at each end. A circle
is displayed for each Hellfire missile present. A numeral below each missile symbol reflects the
missile’s firing sequence. The missiles retain their sequence number even though other Hellfire
missiles may have been launched. SEL displayed in cyan below the missile symbol indicates the
missile has been selected for spinup and the laser code is being sent for acceptance. RDY displayed
in cyan below the missile symbol indicates that missile has accepted the code. TRK displayed in
red below a red missile symbol means the missile has acquired a laser target and is tracking. Missile
status is presented inside the circle in accordance with Figure 4-37.
The rocket symbol is a circle that represents the launcher. A centered box inside the circle indicates
rocket count. Warhead type is shown below the box. If the station is designated as LGR, the 4 digit
code can be entered to display below the station. If no code is entered, 4 dashes (----) will be
displayed.
The gun symbol is three joined circles each with an inner circle representing the barrels of the 20-
mm cannon. Filling the inner circles provides visual status of rounds remaining. All barrels filled
indicates 625 to 750 rounds remaining, both bottom barrels filled indicates 376 to 625, one (left)
bottom barrel filled indicates 126 to 375, and all barrels unfilled indicates 0 to 125 rounds
remaining. A box left of the gun symbol digitally presents rounds remaining. A box right of the
gun symbol presents gun turret control status: TSS for slew, FIXED for fixed forward mode,
STOW for stow, and EMER for emergency stow.

4.2.5.5 Bezel Key Description

Labels in cyan indicate the system is available but not selected or active. A bezel label in white
and boxed indicates an active system.

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 Table 4-6. Hellfire Missile Indications
DISPLAY MEANING
L, K Missile present but not coded. L means that
Hellfire B, C, F series, or K means that Hellfire II
(K or R series) is present.
A-H, or M Missile present, laser coded and passed BIT; letter
represents the laser code identifier. M is for manual
laser code.
BF Missile has failed BIT.
MF Steady – Missile has failed (other than BIT).
Flashing – Missile misfire. MF flashes for 6
seconds then displays continuously. All weapons
firing is inhibited for 6 seconds.

HF Hangfire – Missile completed launch sequence to

leave the launcher rail but failed to launch. HF
flashes for 6 seconds at 3 to 5 Hz, then displays.
continuously. All we apons firing is inhibited for 6
seconds.

SF Station failed.
UL Missile unlatched.
BIT Missile is undergoing BIT
(blank) Missile in process of accepting coding.

4.2.5.5.1 L1 (STA 1 SEL or STBY)

Pressing L1, Station 1 Select, toggles between station select and deselect if a rocket launcher is
installed at that station. If a ballistic weapon has been identified at the station the legend is STBY
or SEL as appropriate. The absence of a legend indicates a ballistic weapon has not been identified
at that station. The legend reads STBY, written in cyan, if a rocket launcher is installed at that
station but has not been selected for firing. The legend reads SEL, in white and boxed if the store
installed at that station has been selected for firing. Ballistic station selection is retained when
system selection or page is changed.
If an automatically identified store is mounted at the station, the station is not selectable using the
MFD key. The STBY and SEL legends will not be displayed.
Unguided and laser-guided stations cannot be selected at the same time.
NOTE
Automatically identified pylon stores (Hellfire missiles and launcher) at
a station do not require selection on the MFD. Hellfire are selected for
firing using the WPN SEL switch on the cyclic grip or on the mission
grip.

4.2.5.5.2 L2 (STA 2 SEL or STBY)

Operation is identical to L1 (STA 1) but applicable to station 2.

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4.2.5.5.3 L3 (SETUP)

L3 provides access to the Weapon Setup page. The cyan legend is underscored with a single sided
arrow pointing toward the center of the page to indicate lower level pages. Ballistic stores may
remain selected at the bezel keys on the weapon top page when Setup is accessed. However, those
stations are automatically deselected upon a command to edit any ballistic store setup.

4.2.5.5.4 L4 (MSL)

The MSL (missile select) legend is displayed only if Hellfire missiles have been auto- identified
at a store station. The MSL label is cyan when not selected and displayed in white and boxed when
active. If Hellfire has not been selected on the weapon select switch, the MSL label will be cyan
and slashed.
Pressing L4 when Hellfire has been selected allows manual selection and laser code sequencing of
a specific missile outside of normal firing sequence. When L4 is pressed the label at R4 changes
from RAPID/RIPL to MAN. If a numeric coinciding with an available Hellfire missile is present
in the KDU scratchpad, pressing R4 causes that missile to become the selected and priority missile.
If there is invalid data in the scratchpad, including 0, an INVALID ENTRY CIM is displayed
adjacent to R4. When a missile has been selected the missile automatically is coded with the
priority laser code and all other missiles revert to uncoded symbology. Once a MSL is selected
manually, the other MSLs on the same launcher are also spun up and coded to the PRI LASER
CODE. All available MSLs on that launcher will be fired before a normal launch sequence is
continued. L4 returns the mode displayed at R4 to the mode active prior to manual selection, and
changes the legend at L4 to cyan.
NOTE

INDIVIDUAL MISSILES MAY TAKE UP TO 30 SECONDS TO SPIN- UP AND CODE.

4.2.5.5.5 T1 (A M)

T1 provides the means to select rocket delivery technique. The A M legend is displayed only if
rockets have been manually identified on the Weapons Setup sub-page. Selections are CCRP -A
and CCRP-M. The selected delivery type is white and boxed; the non-selected types are cyan.

4.2.5.5.6 T2 (QTY XX)

Pressing T2, rocket quantity set, provides the means to enter quantity of rockets to be fired at each
trigger pull from each launcher, based on mode.
NOTE
The trigger must be held down until all of the selected quantity are
expended or the firing sequence is interrupted. Releasing the trigger
prior to the quantity selected being expended will interrupt and reset the
firing sequence to the quantity selected at the next trigger pull.

The QTY legend will only be displayed if rockets were manually identified on the Weapon Setup
sub-page. A quantity box is displayed beneath the legend in white. Pressing T2 with a number

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from 1 to 19 in the scratchpad moves the scratchpad contents to the data box beneath T2. Pressing
T2 with no data in the scratchpad causes an INVALID ENTRY CIM to be displayed. If the
scratchpad contents are outside the range of 1 to 19, a RANGE ERROR CIM is displayed.

4.2.5.5.7 T3 (MODE S P Q)

Pressing T3, rocket mode select, allows selection of single (S), pair (P), or quad (Q) for each firing
command. The MODE legend will only be displayed if rockets were manually identified on the
Weapon Setup sub-page. S is the default mode. Pressing the bezel key causes the selection to step
through the available modes. Selection of P or Q mode requires appropriate quantities of launchers
installed and selected. If the appropriate quantities of launchers are not installed, the associated
legend (P or Q) is slashed. P mode requires two or four launchers selected to function in that mode.
Q mode requires three or four launchers selected to function in that mode. S fires from a single
launcher at each firing command, alternating from left to right and outboard to inboard if two or
more launchers are selected. P fires from two launchers at each firing command, alternating from
outboard to inboard if four launchers are selected. Launcher pairs are outboard or inboard (station
1 with station 4, or station 2 with station 3). Launchers on the same side of the fuselage cannot be
fired as pairs. Q fires from all selected launchers at each firing command. Dissimilar rocket
warheads may be selected for multiple station firing however, illumination and flechette warheads
cannot be selected for firing in combination with any other warhead. Station selection is made
prior to changing mode from default of S. Deselection causes mode to revert to S.
When dissimilar warheads are selected, the ballistic solution is for the highest priority warhead.
Warhead priority is HE, SMK, and PRAC.

4.2.5.5.8 T4 (FWD RANGE/M or L or N / XXXXX)

T4 provides the means to select the range source for ballistic solutions for rockets or the gun for
the front seat. Default is manual (M). If rockets or gun is selected, the range data is displayed in
white and boxed below the label. The data are M for a manually input range, N for a geographical
location, or L for a laser range, followed by up to five numbers to indicate the range in meters. The
identifier of a navigation source, target (Tnn), waypoint (Wnn), or threat (Knn), will be displayed
below the source indication and range. If L is selected and no laser range is active the display is L
with five dashes. Indicated range applies to the weapon selected, either rocket or gun. The weapon
must be selected via the WPN SEL switch on the cyclic grip or mission grip before manual (M)
range is entered. The range label is slashed if gun or rocket is not selected.
Range source selections and values that are displayed and used are retained separately for each
crewmember. The appropriate settings used will be based upon which crewmember has rockets or
the gun selected.
Manual ranges are not automatically updated. Manual range default value is 3000 meters for the
rocket system and 1000 meters for the gun. The default range for rockets with illumination
warheads is 3400 meters and the range cannot be edited; the label will be slashed to prevent editing.
The default range for rockets with flechette warheads is 1000 meters and can be edited for ranges
of 500 to 1500 meters. Entering an appropriate range value in the KDU scratchpad then pressing
T4 inputs the manual range. When the bezel key is pressed with L in the KDU scratchpad, the

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mode rotates to L (laser) range source. Gun manual range inputs of less than 200 meters or greater
than 2000 meters (maximum effective range of the weapon) cause a RANGE ERROR CIM to be
displayed beneath the RANGE legend. Rocket manual range inputs of less than 300 meters
(minimum engagement range for rockets) and greater than 8600 meters (maximum effective range
of the weapon) cause a RANGE ERROR CIM to be displayed. Manually entered ranges are
retained until changed.
Laser range selection is entered automatically when the laser is fired if the laser range function has
been selected. Laser range automatically updates only while the laser is being fired. When firing
ceases, the last lased range will stay active for 20 seconds. After 20 seconds the range indication
on TSS page reverts to dashes. The range number at T4 and T6 will revert to the last-entered
manual range value. If no manual range has been entered, it will show the default value of 1500.
When T4 is pressed with a valid target, waypoint, or threat identifier in the scratchpad, the mode
rotates to N (navigation) source. The identifier can be entered manually or from the navigation list.
Range is to the selected navigation location and is valid for rocket delivery only. If an identifier is
entered when gun is selected, an INVALID ENTRY CIM is displayed beneath the RANGE legend.

4.2.5.5.9 T5 (LIST)

T5 calls the List page from the Map/Nav system. The List page allows selection of a target,
waypoint, or threat for use at T4 or T6. Default list is target. Labels at R2 and R3 on the List page
are slashed (unavailable). This page operates the same as described for the navigation function.
When the ENT key at L3 on the List page is pressed, the selected point is dropped to the scratchpad,
the List page is closed, and the weapon top page returns. Pressing T4 on the Weapon page loads
the range to the selected navigation position in the row beneath the RANGE legend, preceded by
N (N xxxx) and the navigation source identifier (Txx, Wxx, or Kxx) on the third row.

4.2.5.5.10 T6 (AFT RANGE)

T6 is used to select the range source for ballistic solutions for rockets or the gun for the back seat.
The function is the same as that discussed for the front seat at T4.

4.2.5.5.11 R1 (STA 4 SEL or STBY)

Operation is identical to L1 (STA 1) and is applicable to station 4.

4.2.5.5.12 R2 (STA 3 SEL or STBY)

Operation is identical to L2 (STA 2) and is applicable to station 3.

4.2.5.5.13 R3 (Primary and Alternate Missile Laser Codes)

The bezel key legend at R3 consists of the primary and alternate missile laser codes. The bezel
keys at R3, R4, and R5 provide the means to change laser code, laser code utilization sequence,
and delivery mode settings for the selected Hellfire missile. The labels are white and boxed when
Hellfire is selected and cyan when Hellfire is not selected, except that the priority channel is always
white and boxed. The labels appear only when Hellfire missiles are loaded and properly identified

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by the ISMS. Missile firing sequence is the same as missile identification sequence (Figure 4-33).
Only two laser codes can be active with missiles at any time. These two codes are designated as
the PRI and ALT laser channels and each is displayed as an alpha identifier and the four-digit octal
code associated with that identifier. Each of these laser channels can have one to three missiles
assigned to it but only three missiles can be spun up at a time. The priority channel is the next one
selected to code a missile for launch. The function at R3 indicates the laser channel and code, PRI
or ALT, and which is the priority channel. The priority code is white and boxed to indicate which
laser channel is priority. The non-priority channel is cyan. Pressing the bezel key rotates the laser
channel priority selection between PRI (upper) and ALT (lower), and automatically sets the laser
code of the next missile in firing sequence to the selected code. Uncoded missiles are automatically
coded to maintain setup channel quantities as missiles are launched provided there are uncoded
missiles available. A manual code can be entered by typing a valid number in the scratchpad and
pressing R3. The manual code will become the primary and priority code and will change the
manual code on the Laser Code sub-page.

4.2.5.5.14 R4 (RAPID or RIPL)

The bezel key legend at R4 is used for laser mode sequencing. Pressing the bezel at R4 rotates
between RAPID and RIPL. The label is white and boxed when Hellfire missiles are selected to
indicate active laser code sequencing. If Hellfire missiles are not selected the label is cyan. Default
laser code sequencing is RAPID. Manual (MANUAL) mode is indicated at R4 when the function
is selected by pressing MSL at L4 and Hellfire is the active weapon system. RAPID or RIPL may
be selected at any time. MANUAL mode cannot be selected unless Hellfire missiles are selected.
If MANUAL was selected when Hellfire is deselected, MANUAL at R4 on the MFD and at R2
on the DFD will be slashed and unavailable.
RAPID mode automatically selects successive missiles in sequence and launch under the same
selected laser code. This code is the code assigned to whichever of the PRI/ALT laser channels is
designated as the priority channel at R3. When RAPID is selected, up to three missiles coded to
the priority code spin up for launch and indicate SEL, RDY, or TRK as appropriate. Missile coding
automatically adjusts when RAPID is selected to code missiles in firing sequence with the priority
code. As missiles are fired, missile coding will adjust to maintain setup page channel quantities
provided there are uncoded missiles available.
NOTE
The quantity of missiles able to spin up is severely affected by
degradation of the helicopter ac power supply.

Individual missiles may take up to 30 seconds to spin up and code.

During this time a SYSTEM DELAY CIM is displayed adjacent to the
bezel key.

RIPL mode automatically selects successive missiles in sequence, alternating launch between PRI
and ALT laser channels. Either code can be selected as the priority channel. If RIPL is selected,
up to two missiles on the priority (code selected to launch) channel and one on the other channel
are selected. After each missile launch, the system automatically switches the priority laser channel
between PRI and ALT. When RIPL is selected a maximum of three coded missiles, at a time, will

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spin up for launch and indicate SEL, RDY, or TRK as appropriate. Missile coding automatically
adjusts when RIPL is selected to code missiles in firing sequence alternating from PRI to ALT
code. As missiles are fired, missile coding adjusts to maintain setup page channel quantities
provided there are uncoded missiles available.
NOTE
The quantity of missiles able to spin up is severely affected by
degradation of the helicopter ac power supply.

Individual missiles may take up to 30 seconds to spin up and code.

During this time a SYSTEM DELAY CIM is displayed adjacent to the
bezel key.

4.2.5.5.15 R5 (DIR or LO or HI or LOBL)

R5 is used to select Hellfire launch mode. Pressing R5 rotates between LOBL, LO, HI, and DIR.
This function indicates LOBL and LOAL modes as well as trajectory modes for LOAL. LOAL
modes are LO, HI, and DIR. If the missile seeker receives appropriately coded laser energy prior
to LOAL mode launch the mode automatically defaults to LOBL. Default launch is DIR. Launch
mode can be selected at any time.

4.2.5.5.16 R6 (DEICE)

Pressing R6, HELLFIRE DEICE, activates the deice function on all missiles coded to the priority
laser channel. The label appears only when Hellfire missiles are loaded and properly identified by
the ISMS. The DEICE label is cyan. The label turns white and boxed for one second when
activated to indicate bezel action and that the deice command has been sent to all missiles coded
with the priority laser channel. Deice function requires MASTER ARM and Hellfire selected at
either crew station, and missile coding and spin up of the priority missiles complete.
NOTE
Ejection of the deice dome is an automatic launch sequence function in
all LOAL modes.

4.2.6 WEAPON SETUP SUB-PAGE

The Weapon Setup sub-page is accessed by pressing L3 (SETUP) on the Weapon top page.
The Weapon Setup sub-page provides the means to configure ordnance and enter stores not
identified by the ISMS. The ISMS automatically identifies and inventories Hellfire missiles.
Crewmembers are not able to overwrite stores identified by ISMS. Stations identified at R2 with
non-editable stores installed have a diagonal slash through the numeric to indicate that station is
not available for editing. Slashed stations are skipped when toggling stations at R2 for editing. No
symbol at a station indicates that ISMS has identified no store present. R2 station selections are
also slashed if the editable store has been selected for firing/release.
Last known inventory and setup of ballistic weapons and Hellfire missiles settings are stored and
displayed when the helicopter is powered up on the ground.

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4.2.6.1 Center Display Area Setup Sub-page

The center display area of the setup sub-page consists of a replica of the weapon representation on
the top page. If a weapon is selected for firing/release, the appropriate triangle will be displayed
below the weapon station and that weapon/station cannot be edited. The weapon stations are
represented with the results of weapon setup configurations. R2 cycles through the various stations
G, 1, 2, 3 and 4 to allow editing of a particular weapon.

4.2.6.2 Bezel Key Description

The functions and labels of bezel keys for the WEAPON SETUP are dependent on the station and
weapon selected for setup. The WEAPON SETUP page allows manual entry of weapon type and
associated parameters that are not automatically detected and identified by ISMS. Nondetectable
stores are rockets (unguided or laser guided). If a station is selected at R2 that has been identified
by the ISMS as having a HELLFIRE, the legend at T1 (RKT) is slashed and not selectable.

4.2.6.3 R2 (STATION G 1 2 3 4)

R2 is used to select store stations for setup. Pressing R2 rotates weapon station selection in
sequence to allow configuration setup. The selected station is white and boxed. Unselected stations
are cyan. A station will be slashed and unavailable for editing if that station/weapon has been
selected for firing/release.
If a station is selected at R2 and the station/weapon is then selected through the WPN SEL switch
on the cyclic or mission grip, the station identifier at R2 will display boxed and slashed, and bezel
key legends associated with that station will be slashed. Attempts to change that station’s setup
will not be allowed until the weapon/station is deselected through the WPN SEL switch on the
cyclic or mission grip.
When a Hellfire station is selected through R2, the HELLFIRE setup box is displayed in white and
the scroll/enter tools are displayed at L2, L3, and L4 (Figure 4-38). This setup action applies to
all stations that have Hellfire missiles. Once Hellfire settings have been set they are retained until
edited.
When R2 has been toggled to a store station where a rocket launcher has been identified by manual
entry, data is displayed to provide the crewmembers the method to modify rocket quantity and
warhead configuration. (Figure 4-39 and Figure 4-40)
When R2 has been toggled to G the display changes to the Gun Setup mode. The crewmember
enters projectile at R4 and rounds quantity at R5 for the gun (Figure 4-41).

4.2.6.4 Hellfire Station Set Up

When Hellfire is identified at a station and that station is selected for setup at R2, the display
includes additional setup items in the corners (Figure 4-38). A box labeled HELLFIRE is
displayed in the upper left corner of the display. The box contains four lines of information. The
top line, PRICODE, and the third line, ALT CODE, identify primary and alternate laser codes.
The second and fourth lines are QTY to allow entry of the number of missiles assigned to the

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respective code. The range value for quantity is one to three and the default value is three. Missiles
are coded in firing sequence and the PRIMARY channels have priority. The scroll tools at L2 and
L4 are used to scroll between lines. Data is entered through the KDU. Pressing Enter at L3 after
data is placed in the KDU scratchpad enters the data on the cursor-designated line (white line) and
automatically advances the cursor to the next data line. The default Hellfire setup is three missiles
set on primary laser code A and three missiles set on alternate laser code B. Default laser code is
1111 if no codes had previously been stored.

Figure 4-38: Hellfire Station Setup at Station 1

A box labeled LCODE is displayed in the lower left corner. The box contains a list of the laser
codes with letter designators as listed in the Laser Code page. This list is provided for ready
reference by the crewmember and no actions can be taken in the box.
NOTE
The Laser Code page is a sub-page under the TSS top page. It allows
editing of laser codes.

4.2.6.5 L1 (ISMS RESET)

Pressing L1 causes an automatic query of all stations and a reset of ISMS identified stores
inventories.

4.2.6.6 L2 (Scroll-up Tool)

Pressing L2 causes the cursor to move up one row at a time in a list box. If the cursor is on the first
row of a multipage list, pressing the scroll-up key causes the previous page of list items to be
displayed in the window and the cursor is positioned at the last row in the window. If the cursor is

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on the first row of the first page of a multipage list item, pressing the scroll up key causes the
cursor to wrap to the last page and the last row of the multipage list. The single chevron at L2 is
always written in cyan.

4.2.6.7 L3 (ENT)

Pressing L3 enters the selected list item into the system for action in accordance with the currently
invoked function. Pressing the ENT key causes the scroll-enter tool and associated window(s) to
continue being displayed or cease being displayed. In cases where data is for display purposes only
and cannot be selected for entry, the bezel legend at L3 is slashed.

4.2.6.8 L4 (Scroll-down Tool)

Pressing L4 causes the cursor to move down one row at a time. If the cursor is on the last row of
a multipage list, pressing L4 causes the next page of the list to be displayed in the window and the
cursor is positioned at the first row in the window. If the last page of a multipage list is currently
occupying the window and the cursor is on the last row, pressing the scroll-down key wraps back
to the first page and the first row. The single (down) chevron at L4 is written in cyan.

4.2.6.9 L6 (RTN)

Pressing L6, Return, moves the control of the MFD back one page in the MFD structure, to the
page that originally called the current subpage. The RTN legend is written in cyan.

4.2.6.10 T1 (RKT)

The label is slashed when no pylon station at R2 has been selected or a Hellfire missile station or
gun station has been selected.

4.2.6.11 T6 (DEL)

T6 is delete store and the label is cyan. Pressing T6 allows the crewmember to remove the symbol
of a store not identified and inventoried by ISMS. Pressing this bezel after selecting a stores station
at R2 deletes the symbol at that station.

4.2.6.12 R1 (SCU PWR)

R1 is used for powering the SCU for ground maintenance checks. When activated, the label
displays in white and boxed. The label is slashed and the function is unavailable when the WOG
PBA is AIR or if any weapon is selected.

4.2.6.13 R3 (RESET)

When an identified Hellfire station is selected at R2, R3 changes to RESET. Pressing R3 causes
an automatic inventory of Hellfire missiles and initiates IBIT of all Hellfire missiles.

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4.2.6.14 R5 (RAIL ID)

R5 is used to select a specific missile, 1 through 4, to set the missile type. The selected rail will
be white and boxed. The other rail will be cyan.

4.2.6.15 R6 (MSL TYPE)

R6 is used to set the missile type for the rail selected at R5. The setting is for operator reference
only. It does not have an effect on MC or SMS. The selected MSL TYPE will be white and boxed.
The other missile types will be cyan. Hellfire station is selected at R2, R3 changes to RESET.
Pressing R3 causes an automatic inventory of Hellfire missiles and initiates IBIT of all Hellfire
missiles.
Table 4-7: Hellfire Missile Types
The AGM‐114B is an improved version of the original AGM‐114A Hellfire missile. The AGM‐
114B has an Improved Low Visibility (ILV) capability that allows it to fly lower trajectories
and contains a minimum‐smoke rocket motor. The AGM‐114B also contains a Safe and Arm
B
Device (SAD), which provides electrical and mechanical blockage in the rocket motor firing
train, making it approved for U.S. Navy shipboard use. The missile is 64 inches long and
weighs 100 pounds.
The AGM‐114K features dual warheads, electro‐optical countermeasure immunity, and a
K programmable guidance section for trajectory shaping/seeker logic changes. This missile is
referred to as the Hellfire II missile. The missile is 64 inches long and weighs 100 pounds.
The AGM‐114M is a Hellfire II with a blast fragmentation warhead for use against urban
M
structures.
The AGM‐114N is a Hellfire II missile with a thermobaric blast fragmentation warhead that
N maintains the capability provided by the AGM‐114M while adding a unique capability
against confined compartmented spaces.
4.2.6.16 Rocket Station Set Up

When Rocket is identified at a station and the RKT button pressed at T1 that station is selected for
setup at R2, the display includes additional setup items in the corners (Figure 4-39). A list labeled
WARHD is displayed in the upper left corner of the display. The scroll and enter tools are used to
select the warhead type for the selected rocket launcher. Each cyan warhead name turns white as
the selection cursor scrolls adjacent to it. Pressing ENT at L3 enters the warhead label in the
selected rocket launcher graphic. Default warhead is HE. APKWS rockets will default to HE.
Selectable warheads are listed in Table 4-8.

Table 4-8. 2.75- Inch Warheads

LABEL WARHEAD
HE M-151 HE-FRAG
FLCH WDU-4A/A Flechette
SMK Mk 67 Mod 0/1 Mk156
ILM M257 Illumination
PRAC WTU-1/B Practice
LGR APKWS
NOTE
ISMS assumes all rockets within a launcher have the same warhead.

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 Figure 4-39: Unguided Rocket Setup for Station 2

4.2.6.17 L1 (ISMS RESET)

L1 behaves the same as described in paragraph 4.2.6.5.

4.2.6.18 L2 (Scroll-up Tool)

Pressing L2 causes the cursor to move up one row at a time in a list box. If the cursor is on the first
row of a multipage list, pressing the scroll-up key causes the previous page of list items to be
displayed in the window and the cursor is positioned at the last row in the window. If the cursor is
on the first row of the first page of a multipage list item, pressing the scroll up key causes the
cursor to wrap to the last page and the last row of the multipage list. The single chevron at L2 is
always written in cyan.

4.2.6.19 L3 (ENT)

Pressing L3 enters the selected list item into the system for action in accordance with the currently
invoked function. Pressing the ENT key causes the scroll-enter tool and associated window(s) to
continue being displayed or cease being displayed. In cases where data is for display purposes only
and cannot be selected for entry, the bezel legend at L3 is slashed.

4.2.6.20 L4 (Scroll-down Tool)

Pressing L4 causes the cursor to move down one row at a time. If the cursor is on the last row of
a multipage list, pressing L4 causes the next page of the list to be displayed in the window and the

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cursor is positioned at the first row in the window. If the last page of a multipage list is currently
occupying the window and the cursor is on the last row, pressing the scroll-down key wraps back
to the first page and the first row. The single (down) chevron at L4 is written in cyan.

4.2.6.21 L6 (RTN)

Pressing L6, Return, moves the control of the MFD back one page in the MFD structure, to the
page that originally called the current subpage. The RTN legend is written in cyan.

4.2.6.22 T1 (RKT)

T1 is used to select rocket setup. Pressing T1 after selecting a weapon pylon station at R2 (Figure
4-39) that is not automatically identified by the ISMS calls up rocket setup, display of the
scroll/enter tools at L2, L3, and L4, and causes the symbol for rockets to be displayed on the
graphic at the selected station. The label RKT is displayed in white and boxed when active. The
label is slashed when no pylon station at R2 has been selected or a Hellfire missile station has been
selected.

4.2.6.23 T6 (DEL)

T6 is delete store and the label is cyan. Pressing T6 allows the crewmember to remove the symbol
of a store not identified and inventoried by ISMS. Pressing this bezel after selecting a stores station
at R2 deletes the symbol at that station.

4.2.6.24 R1 (SCU PWR)

R1 behaves the same as described in 4.2.6.12.

4.2.6.25 R4 (LGR/CODE)

LGR/CODE is used to designate a station as laser guided rockets (e.g., APKWS). The operator
enters the desired 4-digit laser code on the scratch pad and then presses R4. The LGR/CODE at
R4 will turn white and become boxed. Also, the 4-digit laser code will appear below the rocket
pod for the selected station in the center display area. If no code is present in the scratchpad when
R4 is pressed, the station will be designated as an LGR station but the code below the station will
be four dashes (----).
The code entry is for pilot reference to document codes that were set on the APKWS round when
loaded onto the aircraft. The code on the APKWS round cannot be changed from the cockpit; it
must be manually set on the APKWS round. The main purpose for listing the code is to remind
the crew to use the correct laser code in the TSS when firing the round. The process of listing the
code with the launcher does not automatically set the code on the TSS laser. When an LGR
station is selected and armed, a CHECK LSR CODE message will appear in the TSS status
message area if the TSS laser code does not match the code below the LGR station or if the code
below the LGR station is blank (----).
If a station is already designated as an LGR station but the station is displaying “----“, a code can
be entered in the scratchpad associated with the station and listed for the launcher by re-selecting

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R4. If a station is already designated as an LGR station, re-selecting R4 with no code in the
scratchpad will remove the LGR designation for the station. (Code at the launcher will be
removed and R4 will become cyan unboxed text.)
NOTE
The Laser Code page is a sub-page under the TSS top page. It allows
editing of laser codes.

Figure 4-40: APKWS Rocket Setup for Station 2

4.2.6.26 R5 (QTY)

Rocket quantity can be entered using the R5 (QTY) bezel key. Default quantity is 7. Rocket
quantity decrements by 1 for each firing pulse delivered to the station.
NOTE
Changing a station designation between UGR and LGR or reselecting
LGR with a different code will reset warhead and qty to default values.
Values should be checked any time R4 is actioned.

4.2.6.27 GUN Setup

4.2.6.28 L1 (ISMS RESET)

L1 behaves the same as described in paragraph 4.2.6.5.

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4.2.6.29 L6 (RTN)

Pressing L6, Return, moves the control of the MFD back one page in the MFD structure, to the
page that originally called the current subpage. The RTN legend is written in cyan.

4.2.6.30 R1 (RKT)

T1 is slashed and not available. The RKT legend and slash are written in cyan.

4.2.6.31 R6 (DEL)

T6 is slashed and not available. The DEL legend and slash are written in cyan.

4.2.6.32 L1 (SCU PWR)

L1 behaves the same as described in 4.2.6.12.

4.2.6.33 R4 (BULLET)

When gun (G) is selected at R2, the bezel label M50/PGU and function at R4 changes to control
BULLET selection in the gun. R4 rotates the selection. The selected type is white and boxed in
white, the unselected type is cyan. The default type is PGU (Projectile, Gun Unit).

4.2.6.34 R5 (QTY X)

R5 is QTY, quantity set, and the label is cyan. The second line legend is numeric.
When G (gun) is selected at R2 (Figure 4-41), the label at R5 is QTY. The function label is a white
numeric to indicate rounds remaining for the 20- mm gun. The default value is 750. The numeric
is edited using standard data entry techniques through the KDU. A KDU entered value greater than
750 causes a RANGE ERROR CIM to be displayed adjacent to R5.

4.2.6.35 R6 (GUN BRST)

Pressing R6 accesses the Gun Boresight sub-page. The GUN BORESIGHT label is white and
boxed in white if Gun Boresight mode has been selected at another MFD. The key label is slashed
and the key function unavailable when the WOG PBA indicates the helicopter is airborne.

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 Figure 4-41: Gun Set-Up Page

4.2.7 GUN BORESIGHT SUB-PAGE

Pressing R6 on the Weapon Setup sub-page while G (gun) is selected at R2 accesses the Gun
Boresight sub-page (Figure 4-42). The Gun Boresight sub-page is not accessible when the WOG
PBA is set to AIR.
The Gun Boresight sub-page is used to boresight the gun to the ADL.
When the Gun Boresight sub-page is accessed, the gun will be in the stowed position and the
SLOW SLEW mode, based on WOG PBA = GND, will be active. The operator will be able to
slew the gun to various azimuth and elevation positions. Gun firing, laser firing, weapons arming
and weapons firing will be inhibited. Exiting the Gun Boresight sub-page causes the gun to stow.

Figure 4-42: Gun Boresight Sub- page

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4.2.7.1 Center Display Area

The center display area consists of a tabular presentation of the gun boresight errors in azimuth
and elevation, and the computed boresight constants.
A white box in the upper left corner encompasses the five gun positions identified as STOWED,
FIXED FORWARD, -90AZ 0EL position, 0AZ 0EL position, and +90AZ 0EL position. A GUN
POSITION label is displayed in cyan above the box. Corresponding boresight errors are displayed,
after they are entered, to the right of the -90AZ 0EL, 0AZ 0EL, and +90AZ gun positions with
error values displayed in milliradians and tenths of milliradians. The five positions can be selected
using the scroll-enter tools label with the left bezel keys. The cursor will point to the STOWED
position when the page is first accessed.
Boresight errors are manually entered using the keyboard and scratchpad and the pressing L3
(ENT). Data is entered as (XX.X; leading zeroes and leading + sign are not required. Valid data
range is (99.9. Improperly formatted data will cause a FORMAT ERROR CIM to be displayed.
Data entered outside of the valid range will cause a RANGE ERROR CIM to be displayed. Data
for any one of the three gun positions can be changed until the STORE key at T6 is pressed.
Computed Boresight Constants are displayed below the Gun Position box. The displayed constants
are ROLL, PITCH, YAW, and DELTA EL.

4.2.7.2 Bezel Key Descriptions

4.2.7.2.1 L2 (Scroll-up Tool)

4.2.7.2.2 L3 (EN Tool)

4.2.7.2.3 L4 (Scroll-down Tool)

4.2.7.2.4 L6 (RTN)

Pressing L6 returns to the Weapons Setup sub-page.

4.2.7.2.5 T1 (RESET)

Pressing T1 starts a new boresight procedure. Pressing T1 causes the following to occur:
1. The displayed Computed Boresight Constants are set to zero.
2. The Computed Boresight Constants in NOVRAM are set to zero.
3. The Computed Boresight Constants in the current gun line solution are set to zero.
4. The raw boresight errors displayed on the Gun Boresight sub-page and in the MC
memory are set to zero.

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4.2.7.2.6 T6 (STORE)

T6 is used to store Computed Boresight Constants. Pressing T6 will cause the following:
1. Roll, pitch, yaw, and delta elevation boresight constants are computed from the raw errors
entered through the keyboard and displayed in the Gun Position box.
2. The new Computed Boresight Constants are displayed.
3. The new Computed Boresight Constants are applied to the current gun line solution.
4. The new Computed Boresight Constants are stored in NOVRAM.
5. The raw boresight errors displayed in the Gun Position box are blanked.

Each time T6 is pressed and new Computed Boresight Constants are calculated, the new values
are added to the existing values in NOVRAM and in the current gun line solution.

4.2.7.2.7 R3 (MAPPING)

Pressing R3 accesses the LOS Mapping sub-page. The label will be slashed and the LOS Mapping
sub-page unavailable if the Depression Limit PBA is OFF.

4.2.7.2.8 R6 (MOVE GUN)

Pressing R6 will move the gun to the fixed-forward position. The legend is white and boxed while
the gun is moving and returns to cyan when the gun has reached the new position.
The key label is slashed when the Standby PBA is OFF. If the Standby PBA is selected to OFF
after the has been commanded to any position other than STOWED, the menu selection will change
to STOWED.

4.2.8 LINE-OF-SIGHT MAPPING SUB-PAGE

Pressing R3 on the Gun Boresight sub-page accesses the LOS Mapping sub-page. The LOS
Mapping sub-page is illustrated in Figure 4-43.

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 Figure 4-43: Line-of-Sight Mapping Sub-page

The LOS Mapping sub-page is used to check boresight accuracy of the gun in any azimuth and
elevation position. When the LOS Mapping sub-page is initially displayed, the gun will be stowed,
the MOVE GUN label at R3 will be displayed in cyan, and the box underneath the GUN label will
be empty and cyan.

WHEN THE LOS MAPPING PROCESS IS COMPLETED, THE DEPRESSION LIMIT

PBA MUST BE SET TO ON TO PREVENT DAMAGE TO THE GUN.

The center display area is normally blank except for display of CIMS next to the appropriate key
label.

4.2.8.1 L6 (RTN)

Pressing the Return key will return the display to the Gun Boresight sub-page.

4.2.8.2 R3 (MOVE GUN)

The function of R3 is to move the gun to a selected azimuth and elevation position as indicated in
the box below the label.
Gun position is entered using the keyboard. Azimuth position is entered in the range from +110 to
-110 in whole degrees. Elevation position is entered in the range from +9 to -50 in whole degrees.
After entering the values in the scratchpad, pressing R3 will cause the values to be displayed in
the box and a PRESS TO VERIFY CIM will be displayed adjacent to the box. Entries outside of
the ranges will cause a RANGE ERROR CIM to be displayed.
When R3 is pressed with valid data in the box, the gun will begin to move and the MOVE GUN
label will display in white and boxed in white. When the gun has reached the new position, the
MOVE GUN label will display in cyan and unboxed.

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4.2.8.3 R6 (ABORT)

Pressing R6 immediately commands the gun to the stow position.

4.2.9 DUAL FUNCTION DISPLAYS

Pressing WPN on the KDU displays a modified Weapon page on the DFD. This display provides
weapons system information and provides limited input. Weapon pylon station configuration is
determined by ISMS and crewmember input through the MFD Weapon Setup page or ADTS and
is not modified through the DFD. The DFD weapon page displayed is determined by the weapon
system selected. The bezel labels associated with that system note the system selected. If the DFD
weapon page is accessed when no weapon is selected the top page is displayed (Figure 4-44).
If a weapon is also selected in the other cockpit, subsequent presses of WPN on KBU will toggle
between a DFD view of own and other cockpit. The word FORWARD or AFT is centered at the
top of the display area to indicate the viewpoint.
If a weapon is selected using the WPN SEL switch on the cyclic grip or mission grip, the DFD
Weapon page for the selected weapon displays automatically if the Weapon page is not already
displayed on an MFD in the present crew station
A chevron or inverted chevron indicates weapons station selection, pointing to the crew station
that has selected that pylon station. Armed status color-coding is red if selected and armed at
present crew station, or yellow if selected and armed at the other crew station.
DFD weapon symbology is illustrated in Figure 4-45.

4.2.9.1 DFD Weapon Top Page Center Display Area

Figure 4-44 shows the DFD weapon top page. The display presents the central graphics of the
weapon display, indicating current weapon system status. The DFD weapon presentation
automatically displays the weapon page of the weapon selected at that crew station. If the DFD
weapon page is accessed when no weapon is selected the top page is displayed.

4.2.9.2 DFD Bezel Key Description

L1, L2, R1, and R2 provide access to specific weapon system DFD pages. The cyan labels are L1
- GUN, L2 – BST (RKT), and R1 – HLFR. When all weapons are deselected through the WPN
SEL cyclic or mission Grip switch, the DFD reverts to the top page.

4.2.9.3 L1 (GUN)

Pressing L1 selects the gun DFD display. When gun is selected the DFD bezel key at R4 is
configured for range type and range of the target for the gun. This behaves the same as the T4
bezel on the Weapons Top Page.

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4.2.9.4 L2 (BST)

Pressing L2 selects the ballistic (rockets) weapons DFD display. L1, L2 and R1, and R2 are used
to select stations for firing or release of ballistic weapons. If rockets are one of the setup weapons
the DFD bezel keys at L3, L4, R3, and R4 are configured for control of the rockets.

Figure 4-44: DFD Weapon Top Page

Figure 4-45: DFD Weapon Symbology

4.2.9.5 R1 (HLFR)

R1 selects the Hellfire DFD display. When Hellfire is the selected weapon the DFD bezel keys at
L1, R1, R2, R3, and R4 are configured for control of the Hellfire.

4.2.10 DFD WEAPON PAGE FOR GUN

The DFD WPN page for the gun (Figure 4-46) is displayed when L1 (GUN) is pressed on the

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WPN top page or when the gun is the selected weapon at that crew station. Only R4 is labeled and
functional.

4.2.10.1 R4 (RANGE)

Pressing R4 allows for range selection to provide the means for ballistic solutions for the gun. The
second line is range type and range in meters with both indications boxed. M indicates a manually
input range and L indicates a laser range. If L is selected and no laser range is active the display is
L with five dashes. Default is manual (M). Manual range power up default value is 1000 (meters)
for the gun.

Figure 4-46: DFD With Gun Selected

4.2.11 WEAPON PAGE FOR ROCKETS AND OTHER BALLISTIC STORES

The DFD WPN page for rockets and other ballistic stores (Figure 4-47) is displayed when L2
(RKT)) is pressed on the WPN top page or when rockets are the selected weapon at that crew
station. All eight bezel keys are labeled and functional if rockets have been setup on the MFD
Weapon Setup page.
Pressing L1, L2, R1, and R2 toggles between station (STA) select and deselect. The legend is
STBY if a launcher is installed at that station but has not been selected for firing. The legend is
SEL if the installed launcher has been selected for firing. The legend is cyan when the station is
not selected and white and boxed when the station is selected. Ballistic station selection is retained
when system selection or page is changed.

4.2.11.1 L1 (STA 1 SEL or STBY)

Pressing L1 toggles between SEL (select) and STBY (standby) for station 1.

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4.2.11.2 L2 (STA 2 SEL STBY)

Pressing L2 toggles between SEL (select) and STBY (standby) for station 2.

4.2.11.3 L3 (QTY and Entered Numeric)

The functions of L3 on the DFD are the same as the functions of T2 on the MFD as described in
Paragraph 4.2.5.5.6.

4.2.11.4 L4 (S P Q)

The functions of the L4 key are the same as the functions of the T3 bezel key on the MFD as
described in Paragraph 4.2.5.5.7.

4.2.11.5 R1 (STA 4 SEL or STBY)

Pressing R1 toggles between SEL (select) and STBY (standby) for station 4.

4.2.11.6 R2 (STA 4 SEL or STBY)

Pressing R2 toggles between SEL (select) and STBY (standby) for station 3.

Figure 4-47: DFD With UGR Rockets Selected

4.2.11.7 R3 (A M)

The functions of the R3 key are the same as the functions for the T1 bezel key on the MFD
described in Paragraph 4.2.5.5.5.

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4.2.11.8 R4 (RANGE, M or L or N, + Numeric)

The functions of the R4 key are the same as the functions for the T4 bezel key on the MFD
described in Paragraph 4.2.5.5.8.

4.2.12 WEAPON PAGE FOR HELLFIRE MISSILE

The WPN page for Hellfire (Figure 4-48) is displayed when R1 (HLFR) is pressed on the WPN
top page or when Hellfire is the selected weapon at that crew station.
Pressing L1 when Hellfire is selected selects manual laser code sequencing. This provides the
crewmember the means to select a specific missile outside normal firing sequence. The label MSL
is cyan. The label turns white when pressed to indicate activation. When L1 is pressed, the label
at R2 changes to MANUAL. Entry of a numeric in the scratchpad coinciding with an available
Hellfire and pressing R2 makes that missile the priority missile. When a missile has been selected,
the missile is automatically coded with the priority laser code and all other missiles revert to
uncoded symbology. The next highest priority missile in firing sequence is automatically selected
after firing. Cyan brackets ( [ ] ) indicate the missile has been selected and the laser code is being
sent to it. Cyan parentheses ( ( ) ) with the laser code inside ( (A) ) indicate that the missile has
accepted the laser code and is ready. Red or yellow greater-than/less-than symbols ( < > ) with the
laser code inside ( <A> ) indicate that missile is ready, tracking, and next to fire. Pressing L1
returns code sequencing to the mode active prior to manual selection.

Figure 4-48: DFD with Hellfire Selected

R1 through R3 provide the crewmembers the means to change laser code priority, laser code
utilization sequence, and delivery mode settings for the selected Hellfire missile. The labels are
white and boxed when a missile is selected, and cyan when a missile is not selected. The labels
appear only when Hellfire missiles are loaded and identified. Missile firing sequence is the same
as missile identification sequence.

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 NOTE
Individual missiles may take up to 30 seconds to spin- up and code.

The quantity of missiles able to spin up will be severely affected by degradation of the helicopter
ac power supply.

4.2.12.1 L1 (MSL)

Pressing L1 with a Hellfire missile numeric in the scratchpad allows manual selection of that
missile.

4.2.12.2 R1 (Primary and Alternate Missile Laser Codes)

Only two laser codes can be active with Hellfire missiles at any time. These two laser codes are
the primary and alternate channels. Each of these laser channels can have zero to three missiles
assigned to it, but only three missiles can be spun up at a time. The priority channel is the next one
selected to launch.
The function label is white and boxed to indicate priority laser channel. The non-priority channel
is not displayed. Pressing the bezel toggles the laser channel priority selection and automatically
sets the laser code to the next missile in firing sequence to the selected code. In RIPL mode the
priority channel indication (white and boxed) automatically will change to the next code after a
missile is launched and the next missile will be coded to the new priority code. Uncoded missiles
are automatically coded to maintain setup channel quantities as missiles are launched, provided
there are uncoded missiles available.
NOTE
Individual missiles may take up to 30 seconds to spin up and code.

4.2.12.3 R2 (RAPID/RIPL)

The functions of R2 are the same as the functions for R4 on the MFD described in Paragraph
4.2.5.5.14.

4.2.12.4 R3 (LOBL or LO or HI or DIR)

The functions of R3 are the same as the functions for R5 on the MFD described in Paragraph
4.2.5.5.15.

4.2.12.5 R4 (DEICE)

The functions of R4 are the same as the functions for R6 on the MFD described in Paragraph
4.2.5.5.16.

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4.2.13 ARMAMENT SWITCHES

4.2.13.1 Cyclic and Collective Switches

Cyclic switches associated with armament are shown in Table 4-8 and Figure 4-49. The Pilot’s
Collective Head Jettison switch works the same as in the AH-1F. WOG must = AIR for emergency
jettison to function properly. When the EMER JETT switch is pressed, all stores at stations 1, 2,
3, and 4 will be jettisoned.
NOTE
Emergency jettison is independent of selective jettison.

When emergency jettison is executed, inboard stores will jettison approximately one-half second
after outboard stores have jettisoned.
NOTE
When emergency jettison is required, press and hold the switch until all
stores have been jettisoned.

Table 4-8. Cyclic Weapons Switches

Switch Function Condition(s) Resulting Action
If the Gun is not selected by either crewmember Gun is selected and moves to fixed forward.
If the gun is selected by crewmember and MX‐15
Gun moves to fixed forward
2 Action Switch is NOT controlled by the crewmember
If the gun is selected by crewmember and MX‐15
Gun moves to MX‐15 Line Of Sight
is controlled by the crewmember
If the gun is selected by the other crewmember No resultant action
3 Weapons Fire If Weapon Selected adnd Master Arm Armed Selected weapon is fired
FORWARD GUN SELECT
RIGHT ROCKET SELECT
5 Weapon Select
LEFT HELLFIRE SELECT
AFT DESELECT

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 Figure 4-49: Cyclic Weapons Switches

4.2.13.2 Mission Grip Switches

Mission grip switches are shown in Figure 4-50.

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Figure 4-50: Mission Grip Switches and Functions

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4.2.14 SYSTEM OPERATION, FUNCTIONS, AND CONTROL

4.2.14.1 System Setup

System setup affects the system displayed and used by both crew stations. Weapon setup, laser
codes, delivery modes, and inventories are for the entire armament system.
NOTE
Range based on manual input or a navigation list identifier is specific to
that crew station for rockets or gun.

4.2.14.2 Armament PBAs

When STBY is activated to ON, the armament system inventories the stores stations for auto-
identified stores and runs SBIT against ISMS, including Hellfire launchers and missiles. If Hellfire
is selected with the WPN SEL switch, STBY allows coding of the first three priority Hellfire
missiles. If the gun is selected, the gun will move to the fixed-forward firing position.
MASTER ARM enables weapon firing/release circuits. Activating MASTER ARM, without
activating STBY, will enable firing circuits and STBY functions. Deselecting MASTER ARM
disables the firing circuits but leaves the STBY functions available. When deselecting MASTER
ARM, the annunciator goes blank, and the STBY annunciator illuminates.
Activation of the MASTER ARM PBA and selection of the Hellfire weapon system at either crew
station automatically selects all Hellfire launcher safe/arm switches to arm. The safe position is a
manual selection at the launcher and is not selectable in the crew stations; however, the Hellfire
system is SAFE when MASTER ARM is deselected.

4.2.14.3 Weapon Selection

Weapons are selected through a four-position toggle on the cyclic (WPN SEL) or mission grip
(WPN SEL). Toggling the switch left selects Hellfire missiles, right for rockets, forward for gun,
and aft deselects all weapons. A crewmember can take control of a weapon system from the other
crewmember by double pressing the weapon select switch in the direction of the desired weapon.
The first press of a take-command deselects any selected weapon at the taking crew station. The
second press deselects the weapon at the losing crew station and completes selection of that
weapon at the taking crew station.
Weapon symbology is described in paragraph 4.1.6.5.

4.2.14.4 Weapon Fire/Release

Weapon firing or release is accomplished by pressing the WPN FIRE switch (guarded trigger) on
the cyclic grip or mission grip.
NOTE
The WPN FIRE switch on the mission grip cannot be used to fire or
release rockets.

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4.2.14.5 Gun Control

The gun is in the stow mode when unselected. The STOW legend will be displayed in the gun
status box on the Weapon page. The STOW legend will also be displayed when the gun is selected
and turret lockout has been commanded due to release of another forward firing weapon.

4.2.14.5.1 Gun in Fixed-Forward

The gun moves to the fixed-forward position when the gun is selected at a crew station and STBY
is activated. The FIXD legend will be displayed in the gun status box on the Weapon page. The
gun reticle will display on the MFD relative to the ADL. The reticle position will change vertically
based on inputted target range and aircraft pitch, and horizontally based on heading and wind. The
reticle represents the predicted impact point of rounds fired. Manual range is the default; laser
range may be used. If the entered range is beyond the maximum effective range of the gun, the
gun will position for its maximum effective range. The gun can be fired in the fixed-forward
position when MASTER ARM has been activated. The crewmember at the controls and in control
of the gun maneuvers the helicopter until the gun reticle coincides with the target. Weapon firing
is controlled by pressing and releasing the WPN FIRE switch (trigger) on the cyclic grip.
NOTE
Gun firing is interrupted when the trigger is pulled to fire a weapon
pylon store. The weapons system commands the gun to stow, checks
gun stowed, commands pylon store, launches pylon store, then puts the
gun back where it was.

4.2.14.5.2 Gun Control Mission Grip

Activating QUICK DRW on the mission grip slews the gun to the TSS LOS if TSS is controlled
in present crew station. If the gun has not been selected, activating this switch temporarily selects
and slews the gun to the fixed forward position. When the switch is released weapon selection
will revert to the previously selected weapon system or deselect the gun if no weapon was
previously selected and the gun will return to the fixed-forward position.
When the TSS is in slew mode and gun is selected, pressing the QUICK DRW switch causes the
sighting source to be the TSS and the gun turret will slave to the TSS LOS. The TSS legend will
be displayed in the gun status box on the Weapon page (Figure 4-37). The gun reticle will display
in the center of the TSS display. Gun position in azimuth is dependent upon the TSS LOS azimuth.
If the gun is out of coincidence with the TSS LOS, the reticle will flash until the condition is
corrected. Gun position in elevation is dependent upon the range entered at T4. TSS track range is
the default source. Manual range or laser range may also be used. If the entered range is beyond
the maximum effective range of the gun, the gun will position its elevation for its maximum
effective range.
Definition of active TSS slew control modes is provided in the TSS section of Chapter 4.

4.2.14.5.2.1 Gun Control Cyclic Grip

Activating the QUICK DRW switch on the cyclic grip slews the gun to the TSS line of sight if the

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crewmember has selected gun on WPN SEL switch and controls the TSS. When the switch is
released weapon selection reverts to the previously selected weapon or deselects the gun if no
weapon was previously selected and the gun returns to the fixed- forward position.

Figure 4-51: Weapon Top Page With Gun Selected in the Forward Crew Station (Armed)

4.2.14.5.2.2 Normal Gun Stow

The gun moves to the normal stow position when the gun is not selected at either crew station.

4.2.14.5.2.3 Emergency Gun Stow

Loss of electrical power to the gun turret system to include MASTER ARM or STBY OFF causes
the gun to move to the emergency stow position. EMER will display in the gun status box of the
MFD Weapon page indicating the gun is stowed in the emergency stow position of 6.5 to 7 degrees
elevation.

4.2.14.6 Hellfire

Hellfire setup requires STBY activated and selection of a station loaded with Hellfire missiles on
the Weapon Setup sub-page (Figure 4-51). With one Hellfire station selected, all Hellfire missiles
on the helicopter will be setup. If the missiles and launchers have not been automatically identified,
pressing the L1 bezel key (ISMS RESET) and the R3 bezel key (RESET) resets the Hellfire
inventory. The priority code and quantity of missiles, and the alternate code and quantity of
missiles are setup using the scroll enter tools on the Weapon Setup sub- page.
Hellfire is selected by pressing the WPN SEL switch on the cyclic grip or mission grip to the left
when STBY is activated. When selected, the launchers and missiles will automatically run SBIT.

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BIT status for the missiles will be annunciated within each missile symbol on the Weapon page.
Launcher BIT status will be annunciated as STATION N FAIL in the CA field on the left MFD.
After SBIT up to three priority missiles will encode automatically with the selected PRI or ALT
code depending on the quantity selected on the Weapon Setup sub-page. The missiles’ gyros will
also spin up and a Hellfire constraints circle will display on the MFD
TSS display. Priority missile indications will switch from SEL to RDY as codes are accepted and
the gyros complete spin-up. If a seeker detects properly coded laser energy, the missile will begin
tracking, indicate TRK on the Weapon page, and signal the next priority missiles to the location.
When tracking begins, the Hellfire seeker symbol will be displayed on the MFD TSS display
showing the LOS of the priority missile. The displayed Hellfire symbology is dependent on launch
mode selection of LOAL or LOBL.

4.2.14.6.1 Lock On Before Launch Mode

In LOBL mode, the Hellfire missile seeks reflected laser energy that matches the laser priority
code in the missile before the missile is fired. The TSS can be setup to match the missile’s laser
coding using the Laser Code sub-page accessed through the TSS top page. The codes listed match
the list of codes displayed on the Weapon Setup page when a Hellfire station is selected for setup.
When Hellfire LOBL is selected, the LOBL constraints window is displayed on the TSS display.
When the Hellfire missile is actively tracking laser energy, the Hellfire seeker symbol will be
displayed, and the TRK indication will display under the selected missile symbol on the Weapon
page. The Hellfire seeker symbol shows the missile LOS relative to the launch constraints window.
The crewmember at the controls maneuvers the helicopter until the constraints window is roughly
centered on the TSS LOS. When the missile seeker symbol is inside the LOBL circle, not covered
by an “X” and the LOBL circle is a solid (not dashed) line, the selected missile is within launch
constraints. With MASTER ARM selected ON, the Hellfire missile is fired by pressing the WPN
FIRE switch on the cyclic or mission grip in the crew station where Hellfire is the selected weapon.
NOTE
If the seeker symbol does not enter the LOBL constraints window while
the constraints window is roughly centered on the TSS LOS, the missile
may be locked on another target designated by another unit using the
same laser code or stray laser energy (backscatter).

4.2.14.6.2 Lock On After Launch Mode

In the LOAL mode the Hellfire missile is launched ballistically and then automatically initiates a
scan for reflected laser energy matching the missile’s laser priority code. The LOAL trajectory
must be selected as LO, HI or DIR on the Weapon page. The TSS can be used to designate the
target after the missile is fired or another designator, e.g., another airborne or ground unit, can
designate the target. The missile laser code must match the laser designator code.
The crewmember at the controls maneuvers the helicopter to point in the direction of the target in
preparation to fire the missile. With MASTER ARM selected ON, the Hellfire missile is fired by
pressing the WPN FIRE switch on the cyclic or mission grip in the crew station where Hellfire is
the selected weapon.

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 NOTE
No Hellfire seeker symbol is displayed in the LOAL launch mode.

If the Hellfire missile begins active tracking of reflected laser energy while in a LOAL mode, the
Hellfire seeker symbol will be displayed, the TRK indication will display under the selected
missile symbol on the Weapon page, and the missile will revert to the LOBL mode. Helicopter
maneuvering, arming and missile firing are as described in the LOBL section, above.

4.2.14.7 Rockets

4.2.14.7.1 General

Rocket fire requires manual selection of store stations where rockets are loaded and the types of
warheads loaded at each store station on the Weapon Setup sub-page (Figure 4-39 and Figure 4-
40).
On the Weapons Top page, rocket fire engagement technique of CCRP-A or CCRP -M must be
selected at T1 as well as the quantity (T2) and salvo type (T3).
Pressing right on the WPN SEL switch on the cyclic grip or the mission grip selects rockets.
Pressing the appropriate bezel keys (L1, L2, R1, or R2) on the Weapons top page selects the
stations from which rockets will be fired.
Range sources for T4 (FWD RANGE) and T6 (AFT RANGE) are laser, geographic coordinates
or manual entry.
The selections create and position the rocket reticle on the TSS MFD. See paragraph 4.1.6.5.12
for a description of rocket symbology.
The crewmember flying the aircraft selects the desired rocket station(s), the firing mode (CCRP-
A or CCRP-M), salvo type and quantity. He selects rockets (right on wpn select switch on cyclic
grip). The other crewmember takes control of the TSS, selects an appropriate sensor and FOV,
tracks the target and lases it to obtain range. The crewmember at the controls, and in control of
rocket firing, maneuvers the helicopter until the rocket reticle is centered on the virtual target
symbol and fires the rockets.
Dissimilar rocket warheads may be selected for multiple stations firing, with the exception of
illumination and flechette warheads. Illumination and flechette and warheads are not selectable for
firing in combination with any other warhead. When dissimilar warheads are selected, the ballistic
solution is for the highest priority warhead. Stations identified as unguided and laser guided cannot
be selected at the same time.
Warhead priority is HE, SMK, and PRAC. Station selection must be made prior to changing the
mode from singles (S) to pairs (P) or quad (Q). Station deselection causes the mode to revert to S.

4.2.14.7.2 LGR Considerations

Laser code is set on the APKWS seeker section on the rocket round before the round is loaded
and is not changeable from the cockpit. Pilot must ensure code on TSS laser designator matches

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the code on the rocket. When the station is designated as LGR on WPN SETUP page, the code
can be listed with launcher symbol as a reminder. The process of listing the code with the
launcher does not set the code on the TSS laser. A CHECK LSR CODE message will appear in
the TSS status message area above the right side of the FOR box if the TSS laser code does not
match the code entered for a selected and armed LGR station.

Figure 4-52: Weapon Page With APKWS Rockets Selected in the Aft Crew Station (Armed)

The firing solutions for LGR require range, HAT, DA and airspeed. If any of the parameters are
not present, the firing solution cannot be calculated and the rocket steering symbology will be
slashed. Firing with slashed symbology is not recommended but the SMS does not impose a
firing inhibit if symbology is slashed.
Airspeeds below -10 kts (e.g., hover with strong tailwind) will result in slashed symbology.
When LGR is selected on the Rocket Set Up Page, the crewmember that will shoot the rocket must
provide a range and a height above target (HAT). Four options for range and HAT (both in meters)
are:

 Laser Range and HAT. Enter L on the scratch pad and select T4 or T6 for the station in
question. L will appear on beneath the range for the crew station and laser range and laser
HAT will be provided each time the laser is fired.

 Manual Range/Manual HAT. Enter two numerical values (range/HAT) separated by a

slash on the scratch pad and then press T4 or T6.

 Manual Range/RadAlt HAT. Enter a single numerical value for range on the keyboard and

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 press T4 or T6 in the desired crew station. The system will automatically replace Radar
Altimeter HAT with Laser HAT whenever the laser is fired however, manual range will be
retained.

 Nav Range/HAT. Select waypoint or target on the scratch pad (e.g. W15). System will
use nav mode for range and HAT.

4.2.14.7.3 Rocket Gas Ingestion

To avoid engine compressor stall which can occur when firing rockets at low airspeeds, firing logic
in the SMS will inhibit rocket firing release under certain conditions. If rocket firing is attempted
during the inhibit period, the firing attempt will be blocked and the advisory message INVLD
TRIG will appear momentarily as shown in Figure 4-53. The inhibit prevents the attempt. It does
not hold it in memory for automatic release after the wait period ends. The inhibit period duration
is 2 seconds. During the inhibit period, no rocket may be fired. Table 4-9 contains the lockout
conditions.

Figure 4-53: Invalid Trigger Information Message

Table 4-9: Rocket Gas Ingestion Firing Inhibits

Airspeed Inhibit Occurs If:
0-20 kts salvo from IB and/or OB launcher

20-130 kts salvo that includes IB launcher

>130 kts N/A

USE OF CCRP - A MAY RESULT IN UNINTENDED RELEASE OF ORDNANCE.

4.2.14.8 Weapon Pylon Stores Jettison

The helicopter incorporates a pylon stores jettison system that allows the crewmembers to
selectively jettison selected pylon stores or emergency jettison of all pylon stores at stations 1,2,
3, and 4 when necessary. Due to a built- in delay, inboard stores jettison approximately one-half
second after outboard stores are jettisoned.

4.2.14.8.1 Selective Jettison

Selective weapon jettison requires manual or automatic identification of stores prior to setup of

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selective jettison. Switches on both crewmembers’ instrument panels allows for selection of
inboard, outboard or both inboard and outboard pylon stations. Left and right pylons are selected
separately. Selected stores are jettisoned by pressing the guarded WPN JETT PBA on the
armament control panel. The WPN JETT PBA indicates READY, in yellow, when one or more
pylon stations have been setup for selective jettison. The annunciator is blank when no station(s)
has been setup for selective jettison. Selective jettison supports any combination of jettisonable
stores. Selective jettison is independent from emergency jettison.

4.2.14.8.2 Emergency Jettison

When pressed, the Pilot’s collective jettison switch will jettison all pylon stores.

4.3 TSS AND WEAPONS PROCEDURES

4.3.1 BEFORE EXTERIOR CHECK — ALL ARMAMENT

DO NOT PREFLIGHT UNTIL ARMAMENT SYSTEMS ARE SAFE. ALL ASE AND
PYLON PINS SHALL BE INSTALLED WHEN THE HELICOPTER IS ON THE
GROUND AND REMOVED BEFORE FLIGHT.

PERSONNEL SHALL REMAIN CLEAR OF HAZARDOUS AREAS OF LOADED

WEAPONS. PERSONNEL SHALL REMAIN CLEAR OF THE GUN AND TURRET
TRAVEL AREA WHEN HELICOPTER ELECTRICAL CIRCUITS ARE ENERGIZED.

HELICOPTERS WITH LOADED WEAPONS SHALL BE POINTED TOWARDS A

CLEAR AREA.

1. Wing ejector rack – Jettison safety pins installed.

2. Hellfire launcher – Launcher ARM/SAFE switch - SAFE
3. Rocket launchers – Launcher safety pin - INSTALLED.
4. CMDS safety switch - Safety pin installed
5. JETTISON SELECT switches – OFF.
6. CMDS control panel - JETT and MODE switches - OFF
7. DCU2 (or DCU1), TURRET STOW, ADS PWR, TURRET DRIVE MOTOR and TURRET GUN
MOTOR circuit breakers– OUT/OFF.

4.3.2 EXTERIOR CHECK

4.3.2.1 TSS

1. TSS movement — LOCKED.

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 2. TSS optics windows — CLEAN.
3. TSS boresight switch — OPNL

4.3.2.2 M197 Gun System

1. Booster motor — ELECTRICALLY CONNECTED.
2. Feed chute — INSTALLED.
3. Ammunition box security pins — INSTALLED.
4. Right ammunition bay door — CLOSED.
5. Elevation brake — ON (down position).
6. Safing connection — DISCONNECTED.
7. Gun drive motor — ELECTRICALLY CONNECTED.
8. Firing voltage connector — CONNECTED.
9. Gun quick−release pins — INSTALLED (ring up).
10.Feeder retaining pins — SAFETY WIRED/SECURED WITH LOCK CLIPS.
11.Muzzle clamp and mid barrel cotter key — SECURE.
12.Barrel tompions — REMOVED.
13.Booster motor cable — SECURE.
14.Left ammunition bay door — CLOSED.

4.3.2.3 ALE−47 Dispenser System

1. System Safety pin — INSTALLED.
2. Dispenser buckets — SECURED.
3. Dispenser payload:
a. LOADED as required.
b. PAYLOAD — FLUSH with face of dispenser.

4.3.2.4 ADE-131-A Rocket Launchers

1. Launcher safety pin — INSTALLED.
2. All rockets in full aft position (latched).
3. Intervalometer switch — AS REQUIRED.
4. Launcher mode select switch — SET.

4.3.2.5 M310 Hellfire Launchers and Missiles

1. Launchers — INSPECT:
a. SAFE/ARM switch — SAFE.
b. Forward and aft suspension lugs — SECURE.
c. Parent rack sway brace — ADJUSTED.
d. Rail latches — LATCHED (with or without missiles loaded).
e. Electrical connector — SECURE.

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 f. Ejector foot/hoist adapter plug (for Hellfire) — EJECTOR FOOT REMOVED, RESTRICTOR
ASSEMBLY INSTALLED.
g. Jettison quick−disconnect lanyard — IN PLACE.
2. Missiles — INSPECT:
a. Missiles — SEATED.
b. Holdback latch — LATCHED.
c. Seeker dome — SECURE.
d. Note number and location of installed missiles.

4.3.3 ARM/DEARM PROCEDURES

1. Appropriate arming heading — ASSUME.

2. EXT lights — As required.
3. ADTS VIDEO RECORD — STOP.
4. Forward/Aft Crewstation armament switches — SET.
Note
Armament control switch settings in one crewstation
affects both crewstations.

a. DEPR LT — ON.
b. WPN JETT (covered PBA) — OFF.
c. L MODE — S.
d. STBY — ON.
e. LASER (covered PBA) — OFF.
f. CM ARM (covered PBA) — OFF.
g. MASTER (covered PBA) — OFF.
h. WPN page — SELECT AND CHECK INDICATIONS.
5. Armament circuit breakers:
a. WPN FIRE — OFF.
b. PLT JTSN - OFF.
c. GNR JTSN — OFF.
d. TURRET CONTR — OFF.
e. TURRET DRIVE MOTOR — OFF.
f. TURRET PWR — OFF.
6. Canopy Removal System safety pins — INSTALLED.
7. RALT — OFF.
8. VOR - OFF

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 9. XPDR — STBY.
10. WOG switch — GND.
11. STBY PBA — OFF.
12. FORCE TRIM — ON.
13. HOT MIC/VOX/CSC — ON/SET.
14. Hands in full view of ground personnel.

ALL ARMAMENT CONTROL PBAS AND CIRCUIT

BREAKERS EXCEPT WPN CONT, AND SMS CIRCUIT
BREAKERS SHALL BE IN OUT, OFF, SAFE OR
NORMAL POSITION DURING ARMING
PROCEDURES.

4.3.4 POST ARMING CHECKLIST

1. Confirm APKWS seeker codes with armament personnel

2. HOT MIC/VOX/CSC — As required.
3. Safety pins — Removed
a. Wing ejector racks
b. Rocket launchers
c. ALE-47
d. Canopy Removal System
4. RALT — ON.
5. VOR – As Required
6. XPDR — As required.
7. WOG switch — GROUND.
8. Armament circuit breakers — IN.
9. Weapon Setup sub−page — SELECT.
Note
ISMS RESET is only required if actual Hellfire inventory
does not match Weapon Setup sub−page indications.

10. ISMS RESET (L1) — PRESS.

11. Countermeasure (CMDS PWR / FLARE PWR) circuit breakers — IN.
12. Countermeasures power and mode switches — As desired.
13. Pre-takeoff checklist — COMPLETE.

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4.3.5 WEAPON SETUP

Note
Weapon setup page is not available if a weapon is
selected.

If weapon data was loaded through the ADTS using a mission card:

1. Armament control PBAs:

Note
Armament control switch settings in one crewstation affects both
crewstations.

a. DEPR LT — ON (blank).
b. WPN JETT (covered PBA) — OFF.
c. L MODE — S.
d. STBY — ON.
e. LASER ARM (covered PBA) — OFF.
f. CM ARM (covered PBA) — OFF.
g. MASTER ARM (covered PBA) — OFF.
2. Armament circuit breakers:
a. WPN FIRE — OFF.
b. PLT JTSN — OFF.
c. GNR JTSN — OFF.
d. TURRET CONTR — OFF.
e. TURRET DRIVE MOTOR — OFF.
f. TURRET PWR — OFF.
3. WPN SETUP — SELECT.
4. Weapon load — VERIFY.

4.3.5.1 Gun Setup

WPN SETUP Page:
1. STATION (R2) — G.
2. BULLET (R4) — SELECT.
3. Bullet Quantity — ENTER in keyboard scratchpad.
4. QTY (R5) — PRESS.

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4.3.5.2 Hellfire Setup

WPN SETUP Page:

Note
RESET is only required if the actual Weapon Setup page
indications do not match Hellfire inventory or to reset corrected
faults.

1. RESET (R3) — PRESS.

2. Hellfire missile STATION (R2) — SELECT.
3. PRI laser alpha code (single digit A − H, or M, and 4−digit numeric code) — SELECT.
Note
PRI/ALT code selection is for all Hellfire missiles until codes are
manually changed.

No other Hellfire stations need to be selected.

4. QTY for PRI code — ENTER in keyboard scratchpad.

5. ENT (L3) — PRESS.
6. ALT laser alpha code (single digit A − H, or M, and 4−digit numeric code) — SELECT.
7. QTY for ALT code — ENTER in keyboard scratchpad.
8. ENT (L3) — PRESS.
9. Set missile warhead labels if desired
Note
The setting is for operator reference only. It does not have an effect
on MC or SMS.

a. RAIL ID (R5) — Toggle to select rail

b. MSL TYPE (R6) — Toggle to select missile type
c. Repeat a, b for other missiles

4.3.5.3 Unguided Rocket Setup

WPN SETUP Page:
1. Rocket STATION (R2) — SELECT.
2. RKT (T1) — PRESS.
3. WARHD — SELECT.
4. ENT (L3) — PRESS.
5. Rocket quantity — ENTER in keyboard scratchpad.
6. QTY (R5) — PRESS.
7. Repeat steps 1 through 6. for each station with rockets.

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4.3.5.4 APKWS Rocket Setup
WPN SETUP Page:
1. Rocket STATION (R2) — SELECT.
2. RKT (T1) — PRESS.
3. Laser Code ENTER in keyboard scratchpad
4. LGR/CODE (R4) — PRESS
5. WARHD — SELECT HE.
6. ENT (L3) — PRESS.
7. Rocket quantity — ENTER in keyboard scratchpad.
8. QTY (R5) — PRESS.
9. Repeat steps 1. through 8 for each station with APKWS rockets.

4.3.6 TSS NORMAL PROCEDURES

4.3.6.1 TSS Power-On

1. SYS page — SELECT
2. TSS (R2) — PRESS
3. TSS page — SELECT
a. monitor system boot
b. CNTRL (T1) — PRESS
c. T4 STBY (T4) — PRESS to toggle to OPER
d. T3 CURSR (T3) — PRESS
4.3.6.2 TSS Setup/Initialization
1. TSS Page — SELECT
a. HCU 6L— Sensor payload/subpayload SELECT.
b. EZ (T2) — DE-SELECT
c. FOC (L3) — As desired
d. ZMULTI (R4) — As desired
e. Repeat steps a through d for all sensor payload/subpayloads
2. TSS Setup Page — SELECT
a. SYMB CLR (L1) — As desired
b. SYMB BRT (L2) — As desired
c. Filters (L3-L4) — As desired

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4.3.6.3 AVT Operations
1. TSS Top Page — SELECT
2. HCU.
a. 6L — Select sensor/sub-payload/polarity
b. 6R — Slew to target
c. 6L — fwd / aft to zoom
d. 5L — center press to enter AVT ACQ mode
e. 5L — left to toggle AVT ACQ mode if desired
f. 5L — fwd / aft to adjust gate size to target
g. 5L — center press to lock target; confirm AVTAUTO or AVTMAN
h. 5L — right to cycle potential targets if applicable
i. 6R — adjust offset if desired
3. Exit lock
a. 5L — center press to return to AVT ACQ mode
or
b. 1L — up (rate modes); down (auto modes)

4.3.6.4 Laser Operations.

THE TACTICAL LASER ILLUMINATOR AND DESIGNATOR/RANGEFINDER

LASERS ARE INVISIBLE CLASS 4 NON-EYE SAFE LASERS. THEY POSE
SERIOUS HAZARDS AND POSE AN IMMEDIATE AND SERIOUS EYE HAZARD
THAT CAN CAUSE BLINDNESS. THEY ALSO POSE A RISK OF FIRE HAZARD
AND CAN BURN SKIN. SEE WARNING PAGES IN SECTION 4.1.

4.3.6.4.1 Initial Setup

1. TSS page — SELECT.
2. CNTRL (T1) — SELECT.
3. CURSR (T3) — SELECT.
4. Confirm MX Boresight Switch in ammo bay is set to OPNL
a. Weapons and Laser — SAFE
b. WOG — AIR
c. TSS Top page. MENU (L1) — DE-SELECT
d. Confirm WOG state on Wescam overlay near R5 displays AIR
5. Check laser boresight is current.
a. HCU 6L — Select a sensor that accommodates laser reticle (EON or the 2

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 narrowest fields of IR).
b. Confirm BORE VALID message is present (near R5).
c. TSS page: MENU (L1) — RE-SELECT

4.3.6.4.2 Laser Designator/Rangefinder Operations

6. TSS page: LCODE (L6) — SELECT to access Laser Code Sub Page
a. Select or edit laser code
i. Select laser code
1. LASER (L1)
2. CODE LIST — SELECT from List using up (L2) or down (L4).
3. ENT (L3) - PRESS
ii. Edit code list (if required).
1. EDIT (L1) — SELECT.
2. CODE LIST — SELECT from List using up (L2) or down (L4).
3. ENTER code in keyboard scratchpad.
4. To update, press ENT (L3)
iii. PULSE logic (R1) — SELECT First (F) or Last (L)
iv. MIN RNG value — ENTER in keyboard scratchpad.
v. MIN RNG (R2) — PRESS.
vi. LDR (R4) – Verify selected. TAC in red letters next to Mode.
vii. RTN (L6) to TSS Top Page — PRESS.
7. LASER (L5) — As desired.
8. LASER ARM — ARM
9. L MODE — select Eyesafe (S) or Tactical (T) verify LRF in Yellow or TAC in red on TSS Top
Page in the Laser Mode section of the Annunciator Display.
Note
S can be used only for ranging a target.
10. HCU: select sensor/FOV with a laser reticle.
11. Target — ACQUIRE and TRACK.
12. HCU LASER switch (7L) — PRESS. For Tactical laser (TAC), first detent provides laser
rangefinder, 2nd detent provides laser designating.

4.3.6.4.3 Illuminator Operations

Perform initial setup. Then proceed:
6. LASER ARM — ARM
7. L MODE — T

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 8. TSS Top Page: LCODE (L6)
a. IL NIR (R4) — Select
b. IL NIR (R5) — as desired
c. RTN (L6)
9. HCU.
a. Select sensor with laser reticle
b. Slew to target
c. HCU 7L — press

4.3.6.5 TSS Power-off

1. HCU: 3L — center press
2. TSS Setup Page:
a. OPER (T4) — DE-SELECT
b. CNTRL (T1) — DE-SELECT
3. SYS page: TSS (R2) — DE-SELECT

4.3.7 ARMAMENT IN−FLIGHT PROCEDURES

The following in−flight procedure paragraphs are based on all armament circuit breakers
energized, TSS is in the OPER mode and has been set up. Procedures are identical in each
crewstation.

DO NOT ENGAGE CYCLIC OR MISSION GRIP SWITCHES DURING ANY

SWITCHING ACTION ON THE ARMAMENT CONTROL PANEL.

CAUTION

If weapon firing stoppage occurs, immediately release the

firing switch or extensive damage to equipment may
occur. Do not attempt to fire the weapon until stoppage
corrective action has been taken. In the event of a runaway
gun, select MASTER ARM to OFF.

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4.3.7.1 Gun Turret Operation

4.3.7.1.1 Fixed−Forward
1. WPN page — SELECT on other MFD or DFD.
2. STBY — ON.
3. WPN SEL switch — PRESS FWD to select GUN.
4. RANGE — As desired for crew station operating gun. Options are manual and laser. Range can
be seat on the WPN page (T4) or (T6) or on the DFD.
5. DEPR LT — As required.
6. MASTER (covered PBA) — ARM.
7. Maneuver aircraft to align aircraft with target.
8. Cyclic WPN FIRE switch — DEPRESS.

4.3.7.1.2 Commanded to TSS LOS

9. TSS page — SELECT.

10. CNTRL (T1) — SELECT.
11. CURSR (T3) — SELECT.
12. RTN (L6) (if not on top page) — SELECT.
13. WPN page — SELECT on other MFD or DFD.
14. STBY — ON.
15. Mission grip WPN SEL switch — PRESS FWD to select GUN.
16. RANGE — As desired.
17. DEPR LT — As required.
18. TARGET — ACQUIRE and TRACK.
19. MASTER (covered PBA) — ARM.
20. Mission grip QUICK DRW switch — DEPRESS and HOLD.
21. Mission grip WPN FIRE switch — DEPRESS.

4.3.7.2 Pylon Stores Operation

1. WPN page — SELECT.

2. STBY — ON.

4.3.7.2.1 Rocket Operation - Unguided

1. Cyclic or mission grip WPN SEL switch — PRESS RIGHT to select Rocket.
2. Rocket station select (L1, L2, R1, R2) — PRESS. Can also use (L1, L2, R1, R2) on the DFD.
3. RKT (T1) delivery technique — SELECT. M is recommended. Can also use (R3) on the DFD.
4. QTY (T2) — ENTER in keyboard scratchpad.
5. QTY — PRESS. Can also use (L3) on the DFD.

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 6. MODE (T3) — SELECT. Can also use (L4) on the DFD.
7. MASTER (covered PBA) — ARM.
Crewmember not on controls
8. TSS page — SELECT.
9. CNTRL (T1) — SELECT.
10. CURSR (T3) — SELECT.
11. TARGET — ACQUIRE and TRACK.
Crewmember on controls:
12. Maneuver helicopter to place rocket reticle over virtual target diamond to engage target.
13. Cyclic WPN FIRE switch — DEPRESS.

4.3.7.2.2 Rocket Operation – Laser Guided

1. Cyclic or mission grip WPN SEL switch — PRESS RIGHT to select Rocket.
2. Rocket station select (L1, L2, R1, R2) — PRESS.
3. QTY — ENTER in keyboard scratchpad.
4. QTY (T2) — PRESS. Can also use (L3) on the DFD.
5. MODE (T3) — SELECT. Can also use (L4) on the DFD.
6. MASTER (covered PBA) — ARM. Verify proper laser code for rocket.
Crewmember not on controls
7. TSS page — SELECT.
8. CNTRL (T1) — SELECT.
9. CURSR (T3) — SELECT.
10. LASER (covered PBA) — ARM.
11. L MODE — T.
12. Laser code — SELECT
13. TARGET — ACQUIRE and TRACK.
14. LASER switch — PRESS and HOLD to 2nd detent.
15. LASER switch — RELEASE AFTER MISSILE IMPACT.
Crewmember on controls:
16. Maneuver helicopter to place rocket reticle over virtual target box to engage target.
17. Cyclic WPN FIRE switch — DEPRESS.

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4.3.7.3 Hellfire Missile Operation

1. STBY — ON.
2. PRI/ALT (R3) — As required. Can also use (R1) on the DFD.
3. RAPID/RIPL (R4) — As required. Can also use (R2) on the DFD.

4.3.7.3.1 Tactical Missile Launch

For LOAL, proceed as follows:

1. Laser codes and target locations — COORDINATE with designating unit.

2. Launch Mode (R5) — SELECT LOBL/LO/HI/DIR as desired. Can also use (R3) on DFD.
3. Align helicopter on general line to target. Verify direction to target and range.
4. Cyclic or mission grip WPN SEL switch — PRESS LEFT to select Hellfire Missile.
5. MASTER (covered PBA) — ARM.
6. Cyclic or mission grip WPN FIRE switch — DEPRESS.

For autonomous designation:

7. TSS page — SELECT.
8. LASER (L5) — A.
9. LASER (covered PBA) — ARM.
10. L MODE — T.
11. LASER switch — PRESS and HOLD to 2nd detent.
12. LASER switch — RELEASE AFTER MISSILE
IMPACT.

For LOBL, proceed as follows:

1. Launch Mode (R5) — LOBL.

2. Target — ACQUIRE and TRACK.
3. MASTER (covered PBA) — ARM.
4. LASER switch — PRESS and HOLD.
5. DEICE (R5) (if required) — PRESS.
6. Align target within constraints.
7. Cyclic or mission grip WPN FIRE switch — PRESS and HOLD.
8. LASER switch — RELEASE AFTER MISSILE IMPACT.

4.3.7.3.2 Laser Code and Missile Quantity Change for Priority Channel
1. WPN Top Page — SELECT.
2. Cyclic WPN SEL switch or mission grip WPN SEL switch — DESELECT Hellfire.
3. WEAPON SETUP sub−page (L3) — SELECT.

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 4. Hellfire STATION (R2) — SELECT.
5. Laser alpha code PRI/ALT — SELECT in upper list.
6. Single letter, A − H or M — ENTER in keyboard scratchpad.
7. ENT (L3) — PRESS.
8. QTY number 1 − 3 — ENTER in keyboard scratchpad.
9. ENT (L3) — PRESS.
10. RTN (L6) to WPN page — PRESS.

4.3.7.3.3 Hellfire Emergency Procedures

4.3.7.3.3.1 Unlatched Missile

Indication:

1. UL legend appears in missile symbol.

Procedure:
2. Slow helicopter, maintain level flight.
3. Land as soon as practical.
After landing:
4. Accomplish dearm checklist.
5. Groundcrew/crewmember — RELATCH MISSILE.

If missile cannot be latched:

6. Engines — SHUT DOWN.
7. Alert armament personnel.

4.3.7.3.3.2 Misfire

Indication:
1. Motor does not ignite.
2. MF legend appears in missile symbol. Steady — Missile has failed (other than BIT). Flashing —
Missile misfire; flashes for 6 seconds then displays continuously.

Note
All weapon firing is inhibited during the six second flashing period.

Procedure:
1. Land downrange.

2. Accomplish dearm checklist.

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 3. Wait 30 minutes; download missile.

4. No special handling required.

4.3.7.3.3.3 Hangfire

Indication A:

1. Motor does not ignite.

2. HF legend appears in missile symbol flashing for 6 seconds then displays continuously.
Note
All weapon firing is inhibited during the six second flashing period.

Procedure A:
1. Land downrange.
2. Accomplish dearm checklist.
3. Wait 1 hour; download missile.
4. Special handling required.

Indication B:
1. Motor ignites; missile does not separate.

2. Helicopter yaws.

3. HF legend appears on missile display

Procedure B:
1. Attempt to maintain helicopter control.

2. Follow yaw with cyclic and pedal inputs.

3. Jettison affected stores (if feasible)

After landing:

4. Hellfire launcher ARM/SAFE — SAFE.

4.3.7.4 ARMAMENT POST−FIRING AND BEFORE LANDING CHECK

1. WPN SEL switch — DESELECT ALL.

2. DEPR LT — ON.
3. MASTER ARM (covered PBA) — OFF.
4. STBY — OFF.

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 5. CM (covered PBA) — OFF.
6. LASER (covered PBA) — OFF.

4.3.7.5 After Dearm

1. Armament circuit breakers — OUT.

2. RALT/VOR — As required.
3. Pretakeoff checklist — COMPLETE.

4.4 AIRCRAFT SURVIVABILITY EQUIPMENT

The missile approach warning system (AN/AAR-47) and countermeasures dispensing system
(AN/ALE-47) are added ASE items. They are not integrated into the mission computer and MFD
architecture. Control and display are provided via separate panels, not through the MFD. Major
components are shown in Figure 4-54.

Figure 4-54: AN/AAR-47 and AN/ALE-47 Components

4.4.1 AN/AAR-47 MISSILE APPROACH WARNING SYSTEM (MAWS)

4.4.1.1 Description

The AN/AAR-47 Missile Approach Warning System (MAWS) is a passive laser detection and
missile approach warning system consisting of four sensor assemblies, a central processing unit,
and a control indicator. The system cannot differentiate between missile seeker types (infrared,
radar, laser). The AAR-47 deals with threat missile approach by detecting radiation associated
with the rocket motor, letting the crew know that an attacking missile is coming and which

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direction it's coming from, and automatically firing decoy flares. Detection algorithms are used to
discriminate against non-approaching radiation sources. MAWS can be utilized in a stand-alone
configuration or, as part of the Aircraft Survivability Equipment (ASE) suite and is designed to
protect the helicopter against missiles, laser guided and laser aided threats. When the MAWS
detects an attacking missile, it automatically sends a flare eject signal to the Countermeasures
Dispensing Set (AN/ALE-47). No countermeasures are dispensed for laser threats. The MAWS
also provides audio and visual warning to the aircrew.
Some software configurations of the AAR-47 provide approach warning for large caliber gunfire
and non-missile ballistic threats (e.g., rocket propelled or rifle launched grenades).
The MAWS consists of six Weapons Replaceable Assemblies (WRAs):

4.4.1.1.1 Computer Processor (CP)

The CP contains the electronics and software which perform the data processing and input/output
functions of the MAWS. It is located on a shelf in the forward part of the tail boom. The CP
receives and processes signals from the Integrated Optical Sensor Converters (IOSCs). When an
attacking IR missile is detected, the CP sends a flare eject signal to the AN/ALE-47. No flare eject
signal is sent for a detected laser threat.

4.4.1.1.2 Integrated Optical Sensor Converters (IOSCs)

Four Integrated Optical Sensor Converters (IOSCs) (WRA's #s 2, 3, 4 & 5) are the sensor
assemblies in the system (Figure 4-55). Two IOSC are located on the left and right side of the
nose of the aircraft and two are located on the left and right side of the aft part of the tail boom.
Each IOSC is installed so as to provide coverage of one aircraft quadrant and contains both Missile
Warning (MW) and Laser Warning (LW) functions. The MW optics, at the top of the IOSC,
collects Ultraviolet (UV) radiation and filter out photons of the wrong wavelength. There are two
LW detectors. The photodiode, on the lower right, detects the signals from laser beam riders, range
finders and designators. The other laser detector is a High Angular Resolution Laser Intercept
Detector (HARLID) which provides a precise angle of arrival for range finders and designators.
The IOSC must be mounted correctly with the “UP” etched in the top of the IOSC, oriented at the
top, in order to provide the correct angle of arrival information to the aircrew.

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 Figure 4-55: Integrated Optical Sensor Converters (IOSCs)

4.4.1.1.3 Control Indicator (CI)

The Control Indicator (CI) (WRA #6) provides system on/off control, initiates system Built-in-
Test (BIT), displays BIT and laser and/or missile warning indications (Figure 4-58). It is located
atop the pilot’s instrument panel glareshield. The alphanumerical display is ANVIS green and the
rosette pattern is ANVIS yellow. The CI also provides an audible warning signal to the aircraft
crew in the presence of missile and laser threats. The Panel Module Assembly (PMA) provides
two rows of four alphanumeric characters for message display. In addition, it provides a graphics
display area consisting of: four quadrant arrow indicators for MW display, a 24-segment Light
Emitting Diode (LED) circular rosette for LW angle of arrival direction information, and three
discrete indicators for display of laser warning threat classification: Beam Rider (BR), Designator
(D), and Range Finder (R).

4.4.1.2 Audio Alarms

An audio signal will be generated during power up of the CI and anytime a fault is detected. There
are four distinct audible tones that are generated. The volume of the tone is adjustable by the Audio
Control on the front panel.
1. Power up tone: Is a test of the individual tones that are used to generate the audio
warnings.

2. LW alarm tone: This tone occurs only during the detection of an LW alert. This tone
lasts for the entire time that the threat is present. The tone is created by switching 1800
Hz and 900 Hz tones at 50 msec. Figure 4-56 shows Cl corresponding display
indications for LASER Warning (LW).

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 Figure 4-56: Laser Warning (120° Relative Bearing)

3. MW alarm tone: This tone occurs only during the detection of an MW alert. This tone
lasts for approximately three seconds. This tone is created by alternating two patterns of
tones. The first pattern is created by switching 900 and 1800 Hz at 25 msec. The second
pattern is created by switching 2500 Hz and 3000 Hz at 25 msec. Figure 4-57 shows Cl
corresponding display indications for Missile Warning (MW).

Figure 4-57: Missile Warning ("Right-Front" Quadrant)

4. BIT Fault: This tone occurs only when a fault is detected during BIT. This tone is repeated
eight times. The tone is created by repeating 900 Hz for 100 msec twice, then 200 msec
of silence, then repeating the pattern. The total elapsed time is approximately eight
seconds. All tone pattern durations are set by the CP (not the Cl) with one exception: If
the Cl detects a COMM FAIL (no messages from the CP) it sounds BIT Fault Pattern (d.)
three times (takes -1 second). Table 4-7 provides additional BIT codes and explanations.

THE OPTICAL INSTRUMENT CELL ASSEMBLY CONTAINS UVF-7, A DOUBLE

NICKEL SALT, A POSSIBLE HUMAN CARCINOGEN. DO NOT DISASSEMBLE THE
UNIT. IF THE LENS ELEMENT IS BROKEN INTO SEVERAL CRYSTALLINE PIECES,
USE GLOVES AND GOGGLES TO PLACE THE PIECES INTO A PLASTIC
CONTAINER. DISPOSAL PROCEDURES CAN DIFFER FROM SITE TO SITE, SO
CONTACT YOUR LOCAL COMMAND ENVIRONMENTAL COORDINATOR FOR
DISPOSAL. POWDERED UVF-7 IS HARMFUL IF SWALLOWED, INHALED, OR
ABSORBED THROUGH THE SKIN.

CAUTION

SENSOR LENS CLEANING. FLOOD THE SENSOR LENS WITH A NON-

AMMONIATED, NONABRASIVE SOAP CONTAINING CLEANING SOLUTIONS.
FOR HARD TO REMOVE DIRT, ISOPROPYL ALCOHOL MAY BE USED.
FOLLOWING CLEANING, USE A LENS TISSUE OR LINT FREE CLOTH TO
REMOVE STREAKS.

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4.4.1.3 Reprogramming

The Operational Flight Program (OFP) resides in memory on the microprocessor in the CP.
Updates to the program are provided on Personal Computer Memory Card International
Association (PCMCIA) compatible memory cards. These cards are used to reprogram the CP,
using the AN/USQ-131A/B Memory Loader Verifier Set (MLVS) or other approved re-
programmer.

Table 4-10. AN/AAR-47 Missile Approach Warning System (MAWS) Functions & Displays
MODE/CONTROL DESCRIPTION
OFF System is in power off condition
ON Turns system on and readies for use
TEST Enable Built In Test (BIT) function
AUDIO Adjusts Warning Audio Level. CW to increase volume intensity,
CCW to decrease volume intensity.
LAMP Adjust display intensity. CW to increase intensity, CCW to
decrease intensity

Figure 4-58: AN/AAR-47 Missile Approach Warning System (MAWS) Control Indicator

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 Table 4-11. AN/AAR-47 Missile Approach Warning System (MAWS) Bit Functions
Display Shows If selected, switches to* Plain English
IBIT RQST MWS BIT You selected Initiated BIT.
OLFT RQST LW OBIT then MW FBIT You selected 0-Level Functional Test. MWS first runs
Laser Warning BIT.
OLST RQST MWSBIT You selected 0-Level Sensitivity Test.
SAVE LOG DATA LOG You selected the Data Logging feature.
CANC RQST MWS RDY You selected an immediate return to normal operation.
No test will be run.
*The MWS will continue to cycle through the above choices until switch is released.

4.4.2 AN/ALE-47 COUNTERMEASURES DISPENSER SYSTEM

FOLLOW ALL PROCEDURES CAREFULLY.

ALL COUNTER-MEASURE EXPENDABLES CAN CAUSE INJURY AND SERIOUS DAMAGE

TO EQUIPMENT.

NOTE
Current programming enables AUTO and MAN dispense of expendables
while in SEMI mode when MWS switch is ON.

4.4.2.1 Description

The ALE-47 Countermeasure Dispenser System (CMDS) is an integrated, reprogrammable,

computer controlled system to dispense expendables/decoys, designed to employ electronic and
infrared countermeasures according to a program developed and implemented by the aircrew.
ALE-47 provides the aircrew with a "smart” countermeasures dispensing system, allowing the
aircrew to optimize the countermeasures employed against anti-aircraft threats.
The CMDS is comprised of the following components: a Control Display Unit (CDU), a
programmer, two sequencers, and three dispenser assemblies each containing a payload module
(magazine). The system also contains a safety switch to disable the dispense capability, a Mission
Load Verifier (MLV) interface port, and manual dispense buttons on the pilot's collective grip and
near gunner’s collective. The CDU (located in the pilot’s right hand console), provides cockpit
interface for manual inputs, such as mode selection, payload inputs, manual dispense program
selection, emergency jettison of expendables, and other operational commands. It also displays
system status built-in test, expendable inventories, selected functions, and other system feedback
data. The AN/ALE-47 programmer, located aft of the ammunition bay, is the central processing
unit for the CMDS and provides the interface between the CDU and the two flare dispensers via
the sequencer. The programmer receives input data from the AN/AAR-47 Missile Approach
Warning System (MAWS) to determine the appropriate dispense response, and sends fire
commands to the sequencers when the CMDS is in Auto or Semi Auto mode of operation. The
software program within the programmer is called the Operational Flight Program (OFP). The

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programmer also contains the Mission Data File (MDF) which is user-programmable and contains
data elements that enable the CMDS to be configured to specific payload types, dispense sequence,
and dispense quantities. The OFP and MDF are loaded into the programmer using the Mission
Load Verifier (MLV) interface port. A safety switch is installed in the CMDS to provide a
safeguard against inadvertent dispensing of the expendables. When the safety pin is installed in
the safety switch, squib power (28 vdc) from the programmer to the sequencers is interrupted,
inhibiting dispensing of expendables. The safety switch provides ground to the AN/ALE-47 squib
power relay when safety pin is removed allowing squib power to the sequencers. The system is
armed by the CM ARM PBA on the pilot’s instrument panel. A flare dispenser assembly is
mounted on the LH and RH side wings and a chaff dispenser can be mounted on the left side of
the tail boom near the tail skid. Each dispenser assembly consists of housing and a breech. The
breech provides interface for the payload module and routes firing and polling pulses from the
sequencers to the payload squibs. The payload module assemblies are mounted on the dispenser
assemblies. Each payload module assembly consists of a payload module and breech plate. The
payload modules can hold up to 30 expendable cartridges which are loaded and installed in the
dispenser assemblies prior to the mission. Manual dispensing of expendables is done by pressing
the dispenser buttons on the pilot's and copilot's collective grip. Setting the CDU MODE switch to
MAN and the MANUAL switch to positions 1, 2, 3, or 4, enables the pilot or copilot to manually
dispense expendables. Manual dispensing by crewmembers is accomplished by pressing one of
the two crew dispense buttons with the CDU mode switch in MAN.

4.4.2.2 Preflight Inspection

1. Perform preflight visual inspection of the left and right dispenser and any loaded
expendables. Verify the safety flag pin is installed (or removed) as required.

THE CMDS IS COMPLETELY INOPERABLE UPON SELECTION OF THE OFF

MODE. THE JETTISON MODE, WHEN ENGAGED, OVERRIDES THE OFF MODE,
EXCEPT WHEN EXTERNAL SAFETY SYSTEMS (E.G., WOW, GROUND SAFETY
SWITCHES, PIN/FLAG SAFETY SWITCHES, MASTER ARMAMENT SWITCHES,
OR CONTROL CIRCUIT BREAKERS) ARE APPLIED.

THE CDU JETTISON SWITCH IS INDEPENDENT OF THE MODE SWITCH. IF

SAFETY INTERLOCKS ARE MET (WOG=AIR, SAFETY PIN REMOVED), SYSTEM
WILL FIRE EXPENDABLES IF SWITCH IS PLACED IN JETT EVEN IF MODE IS
OFF

NOTE
If switch is in JETT before system power is applied, jettison will be
inhibited until first cycled OFF then to JETT.

2. Countermeasures Armed (CM ARM) PBA –OFF

NOTE
The CM ARM PBA is located on the Pilot’s Instrument Panel. Its
positions are off and ARMED. When the PBA is pressed, the CM ARM
will illuminate to indicate the system is Armed.

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 3. Weight on Gear (WOG) PBA – GROUND
NOTE
The WOG PBA is located on the Pilot’s Instrument Panel. Its positions
are GROUND and AIR.

4.4.2.3 Power Up

1. Place the CDU mode switch to STBY. Upon initial power on, the system automatically
initiates the PBIT (power-up BIT) function within 5 seconds. The following items will
display on the status annunciator:

a. The annunciator lamps display "GO", "NO GO", and "DISP RDY" for 5 seconds.
b. All pixels in the annunciator lamps illuminate (4 segments of 4 characters each, or
16 total characters) for 5 seconds.
c. The nomenclatures of the currently loaded OFP and MDF are displayed for 10
seconds (OFP XXXX MDF XXXX).
d. If a fault is detected, PFL (pilot fault list) messages are displayed for 5 seconds.
Refer to specific aircraft appendices for PFL messages.
e. The payload inventories will be displayed. "Lo 0" is displayed for MDF defined
categories that have empty magazines. Displays are blank if expendables are not
loaded under that category.
f. If a critical fault is detected, "NO GO" will be displayed on the annunciator
lamps.
g. If no critical faults are detected, "GO" will be displayed on the annunciator lamps.

NOTE
Electrical power is not available in the Standby mode (except for
reprogramming) to any cartridge electrical squib except for inventory
purposes. From Standby, squibs may be fired in the Jettison mode.

NOTE
If critical faults are detected during the initial BIT, "NO GO" will be
displayed on the annunciator lamps.

2. Next Display queries ?RESET INVENTORY.

NOTE
Inventory should only be reset when magazines have been reloaded.
Resetting Inventory with partially expended magazines can result in a
false inventory reading.

a. To continue without resetting inventory, wait 5 sec. for timeout. To reset inventory,
turn PRGM switch to 2 (Display will read (?RESET INVENTORY)) then turn switch
back to 1.

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 b. The payload inventories will be displayed. "0" is displayed for MDF defined
categories that have empty magazines. Displays are blank if expendables are not
loaded under that category. If a critical fault is detected, "NO GO" should be
displayed on the annunciator lamps. If no critical faults are detected, "GO" will be
displayed on the annunciator lamps on the CDU.

NOTE
Electrical power is not available in the Standby mode (except for
reprogramming) to any cartridge electrical squib except for inventory
purposes. From Standby, squibs may be fired in the Jettison mode.

3. The system may now be set to the desired operational mode.

NOTE
If critical faults are detected during the initial BIT, "NO GO" will be
displayed on the annunciator lamps.

4.4.2.4 Before Take Off Checks

THE ALE-47 SHOULD BE IN THE STBY MODE DURING TAKEOFF AND LANDING
TO PREVENT INADVERTENT DISPENSING.

1. AN/ALE-47 safety switch pin -Removed.

2. CDU switches-Set as follows:
a. MODE-STBY
b. RWR, JMR and MWS switches-ON
c. 01, 02, CH. and FL switches- ON.

4.4.2.5 In Flight Setup

The AN/ALE-47 CDU must be set up for mission operation. The setup can be done anywhere
during flight. The mode must be set and manual program 1, 2, 3, or 4 needs to be selected. Routine
operations include triggering expendables dispensing, observing expendables inventory status and
overriding 'BINGO' levels.
NOTE
Program settings are based on the ALE-47 Mission Data File provided
by the US Air Force.

1. Countermeasures Armed (CM ARM) PBA - ON

2. Weight on Gear (WOG) PBA - AIR
3. CDU Mode Switch -Set to AUTO:

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 NOTE
Above 200' AHO the preferred setting of the AN/ALE-47 is to set the
CDU Mode Switch to AUTO to allow for automatic dispensing of flare
munitions in response to missile approach warnings.

FOR FLIGHT ALTITUDES LESS THAN 200' AGL OVER POPULATED AREAS, IT IS
RECOMMENDED THE CDU MODE SWITCH BE PLACED TO STBY OR MAN TO
PREVENT INADVERTENT AUTOMATIC LAUNCH OF FLARES. FLARE LAUNCHES
BELOW 200' AGL WILL RESULT IN FLARE CONTACTING THE GROUND PRIOR
TO BURN-OUT RESULTING IN POSSIBLE COLLATERAL DAMAGE FROM FIRE.

NOTE
It is recommended RWR, JMR and MWS switches be place to the ON
position for all operations regardless of installed equipment. In addition,
01, 02, CH and FL switches should be placed in the ON position to
ensure proper munitions dispensing.

4.4.2.6 Dispensing Expendables

The only mode of operation that does not require a pilot or crewmember operated trigger is the
automatic mode. This trigger is supplied by the MAWS. To initiate flare dispense, after MODE
switch is set to MAN, SEMI, or AUTO, press FLARE DISP switch on the pilot's collective grip
or near gunners collective. If the ALE-47 is in the STANDBY mode, no dispensing (except
jettison) is possible. If the ALE--47 is in automatic, semi-automatic or manual operating modes,
normal operating mode dispensing will be allowed.

Figure 4-59: Pilot’s Collective Dispse Switch

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 Figure 4-60: Co-Pilot's Collective Dispense Switch

1. Changes in inventory status are displayed on the CDU. Changes in inventory status
inform the pilot that a dispense action has occurred as well as remaining expendables.

2. Bingo (low Stores) Levels. The ALE-47 MDF may be programmed with a "BINGO"
(minimum remaining inventory) value. When the remaining inventory reaches this value,
further dispensing in SEMI or AUTO mode is inhibited until the aircrew acknowledges
the inventory status. When the "BINGO" level is reached, the message "Lo" appears in
the inventory display next to the inventory number. To reinstate SEMI or AUTO
dispensing, the dispense enable switch for the category at "BINGO" must be cycled to the
OFF position and back to the ON position. In SEMI mode, the aircrew must consent to
continue dispensing. If the system is in the AUTO mode, dispensing will continue after
the category switch is cycled to OFF and back to ON.

4.4.2.7 Before Landing Tasks

THE CDU MODE SWITCH SHOULD BE PLACED TO OFF OR STBY FOR LANDINGS.

1. CDU MODE switch -STBY or OFF

2. Countermeasures Armed (CM ARM) PBA - OFF

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4.4.2.8 After Landing Tasks

1. Weight on Gear (WOG) PBA - GROUND

2. Safety pin installed

4.4.2.9 Routine Operations, Mode Selections

1. Manual Mode (MAN). The CDU provides the capability to manually dispense
expendable countermeasures programs as selected by the operator. Upon receipt of the
signal from a manual dispense switch, the CDU dispenses the corresponding selected
manual program. Manual programs are full dispensing programs, capable of dispensing
all payload types. Semiautomatic and automatic modes are disabled in this mode. The
ALE-47 may be programmed with a total of six discrete MAN programs. MAN programs
1 through 4 are selected using the MODE and PRGM switches on the CDU. Manual
programs are dispensed using the aircraft switches (collective and cabin switches). MAN
programs 5 and 6 are available to be dispensed using the collective dispense switches. To
operate the system manually, complete the following:

a. Verify that inventory is available by reading the inventory count display.

b. Place the mode switch to MAN.
c. Select programs 1 through 4 by placing PRGM switch to one of the four positions
1, 2, 3, or 4. Alternatively.
d. Activate the appropriate countermeasures dispensing switch for MAN programs 1
through 4, or the collective dispensing switch to select MAN programs 5 or 6.
Dispensing may be verified by monitoring the inventory display for the category
dispensed.

2. Semiautomatic Mode (SEMI). For SEMI dispensing, the ALE-47 inputs from the
AN/AAR-47 to calculate the appropriate expendable program. Alternatively, the data is
used to "lookup" which predetermined program to dispense based on threat and avionic
scenarios. When the program is ready for dispensing, the "DISPENSE RDY" will
illuminate on the CDU STATUS annunciator. The operator must consent to each
dispense using the appropriate aircraft dispense switch. With the AN/AAR-47 threat
sensor switch in the OFF position, the data from the threat sensor is ignored and only
MAN programs 1 through 6 can be dispensed. To operate the ALE-47(V) in the SEMI
mode, complete the following:

a. Verify that no SEMI FAIL messages are displayed on the annunciator lamps.
b. Place the expendable enable switch for the category to be dispensed to ON.
c. Verify that inventory is available by reading the inventory count display.
d. Verify that the appropriate threat sensor switches are ON.

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 e. Place mode switch to SEMI.
f. Monitor the CDU for the "DISPENSE RDY" message.
g. When the "DISPENSE RDY" is displayed, activating the semi consent switch will
dispense the program.
h. Dispensing may be verified by monitoring the inventory display for the category
dispensed.
i. Dispensing is inhibited when the "BINGO" level (minimum remaining inventory)
is reached and "Lo", followed by the remaining inventory (e.g., "Lo12") is
displayed.
j. If dispensing past "BINGO" level is required, the dispense enable switch for the
category at "BINGO" must be recycled to OFF and back to ON.

3. Automatic Mode (AUTO). For AUTO dispensing, the TAD algorithm uses AN/AAR-47
MAWS inputs to calculate the appropriate expendable program. Alternatively, the data is
used to "lookup” which predetermined program to dispense based on threat and avionic
scenarios. If the ALE-47(V) system is in the AUTO mode, the system will automatically
initiate dispensing when a threat is determined to be lethal. The CMOS receives and
processes all threat alert data inputs as appropriate. The operator is able to initiate manual
dispensing in this mode. When the threat sensor switch is in the ON position and the
ALE-47(V) is in the AUTO mode, data from the AN/AAR-47 is processed by the
programmer. When the threat sensor switch is in the OFF position, the data from the
threat sensor is ignored. If the AN/AAR-47 is in the OFF position, only MAN programs
1 through 6 can be dispensed. To operate the ALE-47(V) in the AUTO mode, complete
the following steps:

DO NOT PLACE THE ALE-47(V) INTO THE AUTO MODE UNLESS THE AIRCRAFT
IS IN AN AREA AUTHORIZED FOR DISPENSING EXPENDABLES AND
DISPENSING IS APPROVED. IN THE AUTO MODE WITH THREAT SENSOR
SWITCHED IN THE ON POSITION, THE ALE-47(V) WILL DISPENSE
EXPENDABLES WITHOUT AIRCREW CONSENT.

a. Verify that no AUTO FAIL messages are displayed on the annunciator lamps.
NOTE
If an AUTO fault message has been displayed and cleared, the AUTO
mode is still inoperable and no AUTO FAIL message is displayed. MAN
programs are still available.

b. Place the dispense enable switch for the category to be dispensed to ON (labeled
01, 02, CH, FL).
c. Verify the expendables are available by reading the inventory count display.

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 d. Verify that the appropriate threat sensor switches are ON (All ON).
e. Place the mode switch to AUTO.
f. Dispensing is verified by monitoring the inventory display for the category
dispensed or by specific aircraft control or display.
g. Dispensing terminates when the threat sensors no longer report a lethal threat, the
dispensing system is disabled, changes occur in the mode of the ALE-47(V), or
the "BINGO" level is reached.
h. If dispensing past the "BINGO" level is required, the dispense enable switch for
the category at the "BINGO" level must be cycled to OFF and back to ON.

4.4.2.10 Jettison Or Bypass Operating Modes And Procedures

JETTISON OVERRIDES ALL OPERATING MODES AND FUNCTIONS EVEN IF THE

ALE-47(V) MODE SELECTOR SWITCH IS IN THE OFF POSITION. THE JETTISON
SWITCH IS WIRED DIRECTLY TO AIRCRAFT POWER IN PARALLEL WITH THE
MODE SWITCH. IF JETTISON IS SELECTED WITH CDU MODE SWITCH OFF AND
DISPENSING IS NOT INHIBITED BY THE SAFETY SWITCH OR WOW (WEIGHT ON
WHEELS) SWITCHES, JETTISON WILL OCCUR. JETTISON APPLIES A FIRE
PULSE TO ALL SQUIBS, INCLUDING PREVIOUSLY MISFIRED SQUIBS, SQUIBS
THAT HAVE NOT POLLED AND PREVIOUSLY FIRED SQUIBS.

DO NOT CYCLE THE JETTISON SWITCH ON THE ALE-47(V) CDU UNLESS

EXPENDABLES DISPENSING IS APPROVED AND THE AIRCRAFT IS OPERATING
IN AN AREA CLEARED FOR DISPENSING. WHEN THE JETTISON MODE IS
SELECTED, ALL EXPENDABLES PROGRAMMED AS JETTISONABLE WILL BE
DISPENSED WITHIN 2 SECONDS. JETTISON WILL FUNCTION WITH THE SYSTEM
POWER SWITCH IN THE OFF POSITION. ONCE JETTISON IS INITIATED, IT
CANNOT BE STOPPED.

NOTE
If jettison is selected before power is applied to the system or before the
safety switches have been bypassed, jettison will not occur until the
jettison switch is placed in the OFF position, then moved back to the
jettison position.

NOTE
If jettison is selected when there is no squib power present and weight is
off wheels, the inventory display decrements to zero, but expendables are
not dispensed.

4-134
 IF JETTISON IS ATTEMPTED AND NO EXPENDABLES JETTISON, SET JETTISON
SWITCH TO OFF, AND RESET CMDS SYSTEM BY TURNING THE CDU MODE
SWITCH TO OFF, THEN TO STBY, MAN, SEMI, OR AUTO. REATTEMPT JETTISON
BY SETTING JETIISON SWITCH TO ON.

NOTE
Jettison is inhibited with safety pin installed in safety switch.

1. Jettison Mode (jettison). Jettison is used to jettison all remaining expendables. Payloads
that are jettisonable are identified to the sequencer during system initialization. If an in-
flight emergency is evident and payload jettison is required:
JETTISON switch - Raise switch guard, set switch to ON. All expendables should jettison.
2. Bypass Mode (BYP). If the programmer fails, BYP is used to dispense a predetermined
number of expendables from each sequencer. The BYP switch on the CDU is wired
directly to the sequencer and physically bypasses the programmer. The BYP quantity is
defined in the MDF and can dispense any category of expendable. It is possible to have
no payloads dispense in bypass, or have one or more dispenses from each category. The
BYP function is limited to simultaneous dispenses of the selected expendables with a
maximum of four simultaneous dispenses per category. The BYP function is
downloaded to the sequencer during system power-up. In BYP, the dispense must be
initiated by a dispense switch actuation. To execute bypass dispensing, use the following
procedures:

a. Place the CDU mode select switch to BYP.

NOTE

IF THE PROGRAMMER FAILS, THE DISPENSING MAY BE CONTINUED

USING THE BYP MODE. THE INVENTORY DISPLAYS WILL BE BLANK WHILE
IN THE BYP MODE. IF THE PROGRAMMER IS STILL OPERATING,
RETURNING THE MODE SWITCH TO ANY MODE EXCEPT BYP WILL CAUSE
THE CURRENT INVENTORY TO BE DISPLAYED.

b. Activate the appropriate switch to dispense the bypass program.

c. To determine the remaining inventory during training or testing, place the mode
select switch in STBY, MAN, SEMI, or AUTO.

4.4.2.11 Emergency Procedures

1. Emergency Operations. There are two emergency operational modes. Bypass mode
permits limited operation of the CMDS with manual dispensing, and Jettison mode which
permits immediate dispensing of hazardous dispenser payloads.

4-135
 2. Emergency Shutdown. In the event of an emergency, set the MODE switch on CDU to
OFF (same as in normal operation). Confirm jettison has not been selected.

4.4.2.12 Post Flight Inspection

The post flight inspection consists of verifying that magazines remain secure in their housings after
the aircraft landing. Verify that no expendable is hung in any of the magazines

HANDLE THE IMPULSE CARTRIDGES WITH CARE. IF EXPENDABLES ARE HUNG

OR IF THE PYROTECHNIC LOAD IS VISIBLE, THE DISPENSER SHALL BE
UNLOADED BY EOD PERSONNEL. ANY FLARES WITH VISIBLE DAMAGE OR
WHICH WERE UNSUCCESSFULLY EJECTED SHALL BE DISPOSED OF BY EOD
PERSONNEL.

AIRCRAFT MUST BE PROPERLY SAFED BEFORE PERFORMING

ORGANIZATIONAL LEVEL MAINTENANCE.

Figure 4-61: AN/ALE-47 CMDS Control and Display Indication

4-136
 Table 4-12. AN/ALE-47 Countermeasures Dispenser System
MODE DESCRIPTION
RWR ON/OFF This switch allows the operator to inhibit expendables from being dispensed as a result of an input
from the Radar Warning Receiver (RWR).
JMR ON/OFF This switch allows the operator to inhibit expendable from being dispensed as a result of an input
from the Jammer (JMR).
MWS ON/OFF This switch allows the operator to inhibit expendables from being dispensed as a result of an input
from the Missile Warning System (MWS).
01 ON/OFF This switch allows the operator to inhibit expendable type Other 1 from being dispensed. Note:
Switch should stay on regardless of munitions installed for AH-1F(U) applications.
02 ON/OFF This switch allows the operator to inhibit expendable type Other 2 from being dispensed. Note:
Switch should stay on regardless of munitions installed for AH-1F(U) applications.
CHON/OFF This switch allows the operator to inhibit expendable type Chaff from being dispensed. Note:
Switch should stay on regardless of munitions installed for AH-1F(U) applications.
FL ON/OFF This switch allows the operator to inhibit expendable type Flare from being dispensed. Note:
Switch should stay on regardless of munitions installed for AH-1F() applications.
JETTISON The jettison mode is initiated upon activation of a guarded toggle switch on the CDU. The jettison
mode overrides all other modes of operation if selected with the Weight on Gear (WOG) PBA in
the AIR position. The activation of the Weight on Gear (WOG) PBA to GROUND position
prevents dispensing of payload expendables in all modes. In the event of low or no voltage on
squib power lines at the time a jettison is attempted, the AN/ALE-47(V) will not jettison
expendables programmed for jettison, but will indicate inventory reduction as though it had
jettisoned. If squib power is subsequently re-established at proper levels jettison can be
accomplished. To perform Jettison, place the Jettison switch and the Mode switch to the Off
position. If the Jettison switch is again selected the AN/ALE-47(V) system will jettison all
expendables programmed to Jettison.
PRGM PROGRAM KNOB - Has five positions BIT, 1, 2, 3, and 4
BIT Position: When the MODE Switch is in the STBY position, the BIT switch allows the
operator to initiate a Built In Test (BIT). During the performance of BIT, the displays indicate
the failure words for each failed CMOS WRA. The BIT test capability includes the following:
Cockpit Display Unit functions, Sequencer functions, Dispenser functions, Squibs, power, and
Programmer functions. The system provides Power-up BIT (PBIT), operator Initiated BIT
(IBIT), and Continuous BIT (CBIT). PBIT verifies the system functionality prior to normal
operation and identifies system WRA failures and/or degradation. IBIT shall perform a sub-set
of PBIT when operator initiated. CBIT performs a sub-set of PBIT continually checking
operational status of the CMOS. CBIT runs in the background on a non-interference basis and
will be interrupted by any operator action. The CDU performs a Lamp Test during power-up.
During these BIT activities the display pixels, the READY lamp, the NO GO lamp, and the
INHIBIT Indicators are illuminated for approximately 1.5 seconds. Illumination intensity
during lamp test as well as during normal operation, is controlled by an analog input from the
lower console lighting controls.
1-2-3-4 Position: Switch positions 1-4 are used to select one of four preset programs.
The selected dispense program is initiated by a command from the designated Dispense
Switch.
OFF OFF -The CMOS is completely de-energized (no power applied) upon selection of the
OFF mode on the CDU. Only the jettison (JETT) mode, when engaged, overrides the OFF
mode, except when the external sating switches are applied.
STBY STANDBY - Upon selection of the STBY mode on the CDU, the CMOS is powered on and
performs the BIT to the maximum extent possible, including stores inventory. The Power- Up
BIT (PBIT) will be performed in any mode except BYP. In STBY mode, electrical power is
not applied to any electrical squib except for inventory purposes, and during jettison. Only the
JETI mode overrides the STBY mode, except when the external sating devices are applied.

4-137
MAN MANUAL - The CMOS contains six (6) preprogrammed manual dispense programs
capable of dispensing different payload types. The MAN mode provides the aircrew with
the capability to manually dispense expendables. The PRGM switch on the CDU selects
manual programs 1 through 4. Dispensing is initiated by cockpit or crews dispense
SEMI SEMI-AUTOMATIC - In the SEMI Mode, the AN/ALE-47 responds to inputs from the
remote sensor Missile Warning System by preparing an appropriate dispense program.
However, the SEMI mode prevents dispensing until the pilot or co-pilot consents to dispensing
using a separate dispense switch. "DISPENSE READY" will illuminate on the CDU Status
Annunciator when the program is ready for dispensing. The dispense program resulting from a
MWS dispense request is the same as Manual Programs 1-4. It is determined by the setting on
the PRGM switch.
AUTO AUTOMATIC - When the MWS Sensor Enable Switch on the CDU is turned on, the CMDS
provides an automatic (AUTO) mode which will dispense a program automatically as a threat
is detected by the MWS. The dispense program resulting from a MWS dispense request is the
same as Manual Programs 1-4. It is determined by the setting on the PRGM switch.
BYP BYPASS - Used when the programmer fails. When BYP is selected on the CDU, the CMDS
is capable of dispensing expendables from selected payload categories (Chaff, Flare, Other 1,
and Other 2). The aircrew must initiate the dispense by selecting MAN 1-4 on the collective
or one of the crew dispense switches. The bypass dispense program is programmable via the
MDF. The CDU display goes blank when the Bypass mode is selected.

4-138
 TM 1-1520-236-10

CHAPTER 5

OPERATING LIMITS AND RESTRICTIONS

SECTION I. GENERAL

5-1. PURPOSE. 5-3. EXCEEDING OPERATIONAL LIMITS.

This chapter identifies or refers to all important a. Anytime an operational limit is exceeded, an ap-
operating limits and restrictions that shall be observed propriate entry shall be made on DA Form 2408-13-1.
during ground and flight operations. Entry shall state what limit or limits were exceeded,
range, time above limits, and any additional data that
5-2. GENERAL. would aid maintenance personnel in the maintenance
action that may be required.
The operating limitations set forth in this chapter are the
direct results of design analysis, tests, and operating ex- b. The instruments in the pilot’s station are the pri-
periences. Compliance with these limits will allow the pilot mary reference for determining aircraft operating limits.
to safely perform the assigned missions and to derive 5-4. MINIMUM CREW REQUIREMENTS.
maximum utility from the helicopter. Limits concerning
maneuvers, weight, and center of gravity limitations are The minimum crew requirement consists of a pilot
also covered in this chapter. whose station is in the aft cockpit.

SECTION II. SYSTEM LIMITS

5-5. INSTRUMENT MARKINGS (Figure 5- The white tick marks on the bar correspond to the
1). limits for that respective system. For example, the
a. Systems Top Page. Operating limitations first white tick mark on the Torque (Q) bar represents
88% Torque. NR is shown as a half circle in the
and ranges are shown as an analog representation of
upper right corner of the FLT Page. It behaves the
the dial faces with a colored arc and pointer for the
same as on the SYS page.
engine, flight, and utility system instruments. Each
instrument also has a boxed number. The color outline . DFD. The DFD will show Torque (Q) and
of the box and the color of the arc match the range of Airspeed as digital numbers only with no color code.
the value for that system. RED markings on indicate the
limit above or below which continued operation is likely . Airspeed. The airspeed indicator is located on
to cause damage or shorten life. The GREEN markings the left side of the ADI on the FLT Page. Calibrated
indicate the safe or normal range of operation. The airspeed is displayed in a white box that points to the
YELLOW indicates the range when special attention right to indicate the position on the airspeed scale. The
should be given to the operation covered by the current airspeed readout has a box above and below
instrument. Operation is permissible in the yellow range, the single units to indicate the next knot value above or
provided no other operating limit is exceeded. TGT and below the current indication. The scale is vertically
N1 are enlarged during engine start. The color band is oriented, indexed in 5−knot intervals and labeled at 10
twice as thick for the zone in which the system is −knot intervals. The scale reflects 25 knots above and
operating. below the current airspeed. In the event of an SADC
b. Flight Page. TGT, N1, Torque (Q), N2 and NR failure, three dashes will be displayed in the box, and
are displayed at the top of the flight page. TGT, N1, the scale will move upward until zero is displayed at the
Torque and N2 are represented by colored bars with a bottom of the scale. When the airspeed is equal to or
digital boxed readout at the top of the FLT Page. The greater than VNE the airspeed tape scale, current
color of the bar and the outline of the box match the airspeed readout box and next knot value box will
range in which the system is operating. As the value for display in red.
a respective system increases, the length of the bar will
increase. 5-1
TM 1-1520-236-10

NOTE
When generator initially comes on line after start, Ammeter
may show as a yellow box and gauge with three dashes for up to
30 seconds provided WOG=GND.

>300 Red

Figure 5-1. Instrument Markings (Sheet 1 of 3)

5-2
 TM 1-1520-236-10

Digital Range 0-1000 °C Digital Range 0-110% Digital Range 0-120%

Analog Range
st
0-1000 °C Analog Range
st
0-110% Analog Range
st
0-120%
ꞏ 1nd Tick 0 ꞏ 1nd Tick 0 ꞏ 1nd Tick 0
ꞏ 2rd Tick 400 ꞏ 2rd Tick 10 ꞏ 2rd Tick 88
ꞏ 3th Tick 750 ꞏ 3th Tick 15 ꞏ 3th Tick 100
ꞏ 4th Tick 820 ꞏ 4th Tick 68 ꞏ 4 Tick 120
ꞏ 5th Tick 880 ꞏ 5th Tick 72 ꞏ Green 0-88
ꞏ 6th Tick 950 ꞏ 6th Tick 106 ꞏ Yellow 80-100
ꞏ 7 Tick 1000 ꞏ 7 Tick 110 ꞏ Red 100-120
ꞏ Whit < 400 ꞏ Green 0-106
ꞏ Green 400 – 820 ꞏ Red 106-110
ꞏ Red > 820

Figure 5-1. Instrument Markings (Sheet 2 of 3)

5-3
TM 1-1520-236-10

N2 NR
ꞏ Digital Range 0-110% Digital Range 0-110%
ꞏ Analog
st
Range 90-110% Analog Range 86-110%
ꞏ 1nd Tick 90 ꞏ White 86-91
ꞏ 2rd Tick 91 ꞏ Green 91-100
ꞏ 3th Tick 97 ꞏ Yellow 100-105
ꞏ 4th Tick 100 ꞏ Red 105-110
ꞏ 5th Tick 101.5 14 Torque
ꞏ 6th Tick 104.5 15 Digital Heading
ꞏ 7 Tick 110 16 Heading Tape
ꞏ White 0- <91 17 Radar Altitude
ꞏ Yellow 91- <97 18 Rotor RPM
ꞏ Green 97-100
ꞏ Yellow >100-101.5
ꞏ Red 101.5-100

Figure 5-1. Instrument Markings (Sheet 3 of 3)

5-6. ROTOR LIMITATIONS

a. Normal Operating Range. Refer to Figure 5-1.
b. Wind Limitations. The helicopter can be
started in a maximum wind velocity of 30 knots
or a maximum gust spread of 15 knots. Gust
spreads are not normally reported. To obtain
spread, compare minimum and maximum wind
velocity.

SECTION III. POWER LIMITS

b. Maximum oil consumption is 0.3 gal. (2.4
5-7. ENGINE LIMITATIONS (Figure 5-1). pints) per hour.
a. Engine Overspeed: An engine overspeed exists under c. Maximum starter energize time is 35
the following conditions: seconds with a one-minute cooling time
(1) When N1 exceeds 106 percent. between start attempts with three
(2) When N2 exceeds 104.5 percent. attempts in any one hour.
(3) When N2 is between 101.5 percent and 104.5 d. Maximum TGT for environmental control
percent for more than ten seconds with TGT above 750°C. system
NOTE operation is 820°C.
The red line at 100 percent on the engine tachometer e. 91 to 97 percent N2 transient
(Figure 5-1) represents the power-on rotor speed limit.
Even though an engine write-up is not required unless
the rpm limits of paragraph 5-7a (2) and (3) are
exceeded, willful operation shall not be conducted with
engine rpm above the redline limit of 100 percent.
Maintenance test flights and operational checks IAW
the ap-propriate test flight/maintenance manuals are
not affected and will continue as required.
 TM 1-1520-236-10

SECTION IV. LOADING LIMITS

5-8. CENTER OF GRAVITY LIMITATIONS. 5-9. TURBULENCE RESTRICTIONS.

Intentional flight into severe or extreme turbulence is
prohibited.
Center of gravity limits for the aircraft to which this
manual applies and instructions for computation of the 5-10. WEIGHT LIMITATIONS.
center of gravity are contained in Chapter 6. a. The maximum gross weight for this helicopter is
10,000 pounds.
b. Aircraft with single hydraulic system capability
NOTE (collective authority check results) of less than 85 percent
torque but more than 70 percent torque may be operated
The lateral cg limits are 2.0 Inches (2 with restrictions. The aircraft configuration and gross
inches to the right and left of centerline weight shall be limited such that, in the event of a hydraulic
of helicopter). These limits can not be system failure, a gross weight is achievable (jettisoning
exceeded due to normal weapon firing wing stores as appropriate) which does not exceed that
sequence and stores jettison proce- corresponding to a 5 feet IGE hover capability at the
dure. recorded torque value.

SECTION V. AIRSPEED LIMITS

5-11. AIRSPEED LIMITATIONS. condition. Additionally, high power setting above 60 per-
cent should be avoided when operating at airspeeds be
a. AH-1F Velocity Not to Exceed (VNE) is tween 60 and 100 KIAS with inoperative roll and yaw
190 knots SCAS channel because of instability.
b. Sideward flight is 35 knots. e. Maximum steady-state autorotational airspeed is
120 knots.
c. Rearward flight limit is 30 knots.
f. Airspeed limit for indicated torque greater than
d. Maximum steady-state airspeed with SCAS OFF
88.0 percent is 100 KIAS. Airspeed limit for indicated
is 100 knots. With the SCAS inoperative and at an air-
torque greater than 62.5 percent is 150 KIAS.
speed in excess of 100 KIAS, uncommanded roll, pitch
and yaw oscillations will occur. The magnitude of the os- 5-12. CANOPY DOOR LIMITATIONS.
cillation will increase as airspeed increases. Due to the
nature of the oscillation, there is a tendency to introduce The canopy door can be opened only if engine RPM is
pilot induced oscillations which further aggravate the at ground idle.

5-5
TM 1-1520-236-10
 TM 1-1520-236-10

SECTION VI. MANEUVERING LIMITS

5-13. PROHIBITED MANEUVERS. e. Slope landing and take off limitation. Slope op-
erations shall be limited to slopes of 8 degrees or less.
a. Abrupt inputs of flight controls cause excessive
main rotor flapping, which may result in mast bumping
and must be avoided. CAUTION
b. No aerobatic maneuvers permitted or intentional Caution is to be exercised for slopes greater
maneuvers beyond attitudes of ±30 degrees in pitch or than 5 degrees since rigging, loading, terrain
±60 degrees in roll are prohibited. and wind conditions may alter the slope
landing capability.
c. Intentional flight below + 0.5 “g’s” is prohibited. f. Diving flight as defined in Chapter 8 is prohibited
Refer to “Low G Maneuvers”, chapter 8, paragraph 8-41. for aircraft equipped with B540 Main Rotor Blades. Main-
tenance test flight maneuvers IAW the appropriate test
d. The speed for any and all maneuvers shall not ex- flight manuals are not affected and will continue as re-
ceed the airspeeds as stated on the Airspeed Operating quired
Limit Chart, Figure 5-2.

SECTION VII. ENVIRONMENTAL RESTRICTIONS

5-14. ENVIRONMENTAL RESTRICTIONS. b. Environmental restrictions; refer to Section III and

V of Chapter 8.
a. This helicopter is not qualified for flight under in-
strument meteorological condition.

SECTION VIII. HEIGHT VELOCITY

5-15. AH-1 AIRCRAFT WITH MILES/AGES (4) Emergency training maneuvers such as tail
INSTALLED PER TM 9-1270-23-10 HAVE rotor loss simulation and hydraulic failures are not approved
with the AGES/AD installed.
THE FOLLOWING RESTRICTIONS:
c. Actual firing of armament systems with the AGES/AD
a. Airspeed Limitations. Maximum airspeed with the installed is prohibited.
Ages/Advanced Development (AD) installed will not exceed 160
d. Paragraph 8-50. Instrument flight with AGES/ AD
knots indicated airspeed. For density altitudes above 4400 ft.,
installed is prohibited.
maximum airspeed limit will be determined by the “GROSS
weights above 9500 lbs” line of Figure 5-2 of the operator’s e. Paragraph 8-58. First flight after installation shall be
manual, reference 1c. conducted during daylight. When night flying is planned, care
should be taken to adjust or modify the age/ad cockpit
b. Maneuvering Limits. indicators to be compatible with night vision devices.

f. Paragraph 9-51. Jettison of wing stores is permissible

(1) Simulated emergency procedures are not in coordinated level flights up to 130 knots (KIAS) and in
authorized. autorotative descent at 85 KIAS.

g. Operational task 1, exterior check and interior check,

(2) Practice touchdown autorotative landings with reference 1b, will be completed as daily preflight inspection. In
AGES/AD are prohibited. addition to these checks, inspection will ensure that detector
belt, wiring and components do not interfere with aircraft
(3) Aircraft shall be operated in balanced coor- equipment or antennas or cause damage to the aircraft.
dinated flight within one ball width on the turn and bank indicator.

5-7/(5-8 blank)
 TM 1-1520-236-10

CHAPTER 6
WEIGHT/BALANCE AND LOADING

SECTION I. GENERAL
6-1. GENERAL. work a loading problem for the helicopters to which this
manual is applicable.
Chapter 6 contains sufficient instructions and data so
that an aviator knowing the basic weight and moment of b. Use. From the figures contained in this chapter,
the helicopter can compute any combination of weight weight and moment are obtained for all variable load
and balance. items and are added to the current basic weight and mo-
ment to obtain the gross weight and moment.
6-2. CLASSIFICATION OF HELICOPTER.
(1) The gross weight and moment are
For the purpose of clarity, Army AH-1F helicopters are checked on Figure 6-9 to determine the approximate
in class 2. Additional directives governing weight and center of gravity (cg).
balance of class 2 helicopter forms and records are con- (2) The effect on cg by the expenditures in flight
tained in AR 95-3, DA PAM 738-751, and TM 55-1500- of such items as ammunition, etc., may be checked by
342-23. subtracting the weights and moments of such items from
6-3. HELICOPTER STATION DIAGRAM. the takeoff weight and moment and checking the new
weight and moment on the Loading Limits Chart.
Figure 6-1 shows the helicopter reference datum lines,
(3) If the weight and moment lines do not inter-
fuselage stations, buttlines, and waterlines. The primary
sect, the cg is not within the fight limits.
purpose of the figure is to aid personnel in the computa-
tion of the helicopter weight/balance and loading.
NOTE
6-4. LOADING CHARTS.
This check should be made to deter-
a. Information. The loading data contained in this mine whether or not the cg will remain
chapter are intended to provide information necessary to within limits during the entire flight.

6-1
TM 1-1520-236-10

Figure 6-1. Helicopter Station Diagram (Typical)

6-2
 TM 1-1520-236-10

SECTION II. WEIGHT AND BALANCE 6-

5. WEIGHT AND BALANCE RECORDS.
Weight and Balance forms are maintained in the helicop-
ter historical file. Refer to Section II, TM 55-1500-342-23
for additional information on DD Forms 365-1, -3 and -4.

SECTION III. PERSONNEL

6-6. PERSONNEL MOMENTS.
Refer to Figure 6-2 to compute pilot and gunner mo-
ments.

6-3
TM 1-1520-236-10

Figure 6-2. Personnel Moment Chart

6-4
 TM 1-1520-236-10

SECTION IV. MISSION EQUIPMENT

6-7. WEIGHT AND BALANCE LOADING
DATA.
Refer to Figure 6-3 through Figure 6-8 for the quantity, There rocket weight differences are primarily due to the
weight, and moment of each armament item up to maxi- various types to warheads that range in weight from
mum load. approximately 8.7 to 16.1 pounds. Also warhead weight
variation of the forward end of the rockets drastically
6-8. 2.75 ROCKETS/19 ROUND PODS charges the pitch and yaw inertias of the overall rocket.
OUTBOARD WING STATIONS. Refer to Figure 6-4 for outboard wing station loading.
The limitation is based on the increased weight of the
There are significant differences in the individual weights 19-shot LAU-61 G/A launcher and the increased weight
of available 2.75 rockets that can be installed. The weight of the APKWS rocket.
differences pose no structural concern on the inboard
wing stations. However, there is a limitation on the
outboard wing stations of 7 APKWS rockets due to
limited fatigue life predictions for the wing to fuselage
attachment lugs. There are no outboard station limita-
tions for the light warhead rockets.

6-5
TM 1-1520-236-10

LOCATION ON WING
LAUNCHER WEIGHT (POUNDS)
Inboard Moment/100 Outboard Moment/100

ADE-131-A 80 160.6 165.1

LAU-61 G/A 205 (est) TBD TBD

Figure 6-3. 2.75 Inch Rocket Launcher Moment Chart

APKWS Total No. Of

Rockets Light Warhead Rockets For
Rockets Each Combination

7 0 7
6 2 8
5 3 8
4 4 8
3 6 9
2 7 9
1 8 9

Figure 6-4. Combination of Light and APKWS 2.75 Rockets on Outboard Wing
Stations (19 Round Pod)

6-6
 TM 1-1520-236-10

M151 WARHEAD
M423 FUSE
MK66 ROCKET MOTOR
(10 POUND WARHEAD WITH POINT DETONATING FUSE)

LAU-61 G/A LAUNCHER

ROCKETS WEIGHT (POUNDS) TYPE LOCATION ON WING
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 23 44 45

2 46 88 91

3 69 132 136

4 92 176 181

5 115 220 227

6 138 264 272

7 161 308 317

8 184 352 363

9 207 396 408

10 230 440 453

11 252 484 499

12 275 528 544

13 298 572 589

14 321 616 635

15 344 660 680

16 367 704 725

17 390 747 771

18 413 791 816

19 436 835 861

ROCKETS 22.95 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 1 of 8)

6-7
TM 1-1520-236-10

M151 WARHEAD
M423 FUSE
MK66 ROCKET MOTOR
(10 POUND WARHEAD WITH POINT DETONATING FUSE)

ADE-131-A LAUNCHER TYPE

ROCKETS WEIGHT (POUNDS) LOCATION ON WING
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 23 45 47

2 46 90 93

3 69 136 140

4 92 181 186

5 115 226 233

6 138 271 280

7 161 316 326

ROCKETS 22.95 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 2 of 8)

6-8
 TM 1-1520-236-10

M257 WARHEAD
M442 FUSE
MK66 ROCKET MOTOR
ILLUMINATION WARHEAD WITH DELAY FUSE

LAU-61 G/A LAUNCHER TYPE

ROCKETS WEIGHT (POUNDS) LOCATION ON WING
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 24 48 49

2 48 96 99

3 72 144 148

4 96 192 197

5 120 240 246

6 144 289 295

7 168 337 344

8 192 385 393

9 216 433 442

10 240 481 492

11 264 529 541

12 288 577 590

13 312 626 639

14 336 674 688

15 360 722 737

16 384 770 786

17 408 818 835

18 432 866 885

19 456 914 934

ROCKETS 24.22 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 3 of 8)

6-9
TM 1-1520-236-10

M257 WARHEAD
M442 FUSE
MK66 ROCKET MOTOR
ILLUMINATION WARHEAD WITH DELAY FUSE

ADE-131-A LAUNCHER TYPE

ROCKETS WEIGHT (POUNDS) LOCATION ON WING
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 24 48 49

2 48 96 98

3 72 144 148

4 96 192 197

5 120 240 246

6 144 289 295

7 168 337 344

ROCKETS 24.22 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 4 of 8)

6-10
 TM 1-1520-236-10

WDU-4/A AND WDU-13/A WARHEADS

M113A FUSE
MK40 ROCKET MOTOR
FLECHETTE WARHEAD WITH DELAY FUSE

LAU-61 G/A LAUNCHER TYPE

ROCKETS WEIGHT (POUNDS) LOCATION ON WING
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 27 38 39

2 54 76 78

3 81 114 117

4 108 152 156

5 135 190 195

6 162 228 234

7 189 266 272

8 216 304 311

9 243 342 350

10 270 380 389

11 297 418 428

12 324 456 467

13 351 494 506

14 378 532 545

15 405 570 583

16 432 609 622

17 459 647 661

18 486 685 700

19 513 723 739

ROCKETS 20.2 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 5 of 8)

6-11
TM 1-1520-236-10

WDU-4/A AND WDU-13/A WARHEADS

M113A FUSE
MK40 ROCKET MOTOR
FLECHETTE WARHEAD WITH DELAY FUSE

ADE-131-A LAUNCHER TYPE

ROCKETS WEIGHT (POUNDS) LOCATION ON WING
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 27 38 39

2 54 76 78

3 81 114 117

4 108 152 156

5 135 190 195

6 162 228 233

7 189 266 272

ROCKETS 20.2 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 6 of 8)

6-12
 TM 1-1520-236-10

APKWS
MK66 ROCKET MOTOR

LAU-61 G/A LAUNCHER TYPE

LOCATION ON WING
ROCKETS WEIGHT (POUNDS)
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 32 54 55

2 65 108 111

3 97 162 166

4 130 216 221

5 162 270 276

6 194 324 332

7 227 378 387

8 260 433

9 292 487

10 324 541

11 356 595

12 389 649

13 421 703

14 454 757

15 486 811

16 519 865

17 551 919

18 583 973

19 616 1028

ROCKETS 32.4 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 7 of 8)

6-13
TM 1-1520-236-10

APKWS
MK66 ROCKET MOTOR

ADE-131-A LAUNCHER TYPE

LOCATION ON WING
ROCKETS WEIGHT (POUNDS)
(NUMBER) OF ROCKETS INDICATED INBD: MOM/100 OUTBD: MOM/100

1 32 54 55

2 65 108 111

3 97 162 166

4 130 216 221

5 162 270 276

6 194 324 331

7 227 378 387

ROCKETS 32.4 LBS. EACH

Figure 6-6. Folding Fin Aerial Rocket Moment Chart (Sheet 8 of 8)

6-14
 TM 1-1520-236-10

20MM LINKED
Weight (lbs)
For No. Moment/100
Rounds of Rounds
(Number) Indicated F.S. 113.0

50 34 38
100 67 76
150 101 114
200 134 151
250 168 190
300 201 227
350 235 266
400 268 303
450 302 341
500 335 379
550 369 417
600 402 454
650 436 493
700 469 530
750 503 568

20MM AMM (LINKED) @

0.67 LBS. EACH

Figure 6-7. Ammunition Moment Table

6-15
TM 1-1520-236-10

AGM-114R HELLFIRE MISSILE

OUTBOARD WING
WEIGHT POSITION ONLY
ITEM (POUNDS)
MOMENT/100

(1) M-310 Launcher 97 123

(1) AGM-114R Missile 109 102

Figure 6-8. Hellfire Missile Moment Chart

ALE-47
FLARE

FLARE CARTRIDGES 60 RDS

ARM = 196

(SINGLE FLARE = 0.40 LB)

WEIGHT - LB MOMENT/100

10 19.6

ALE-47 CHAFF

CHAFF CARTRIDGES 30 RDS

ARM = 490

(SINGLE CHAFF WEIGHT = 0.29 LB)

WEIGHT - LB MOMENT/100

10 49

Figure 6-9b. M 130 Chaff Moment Chart

6-16
 TM 1-1520-236-10

SECTION V. CARGO LOADING

(Not Applicable)

SECTION VI. FUEL/OIL

6-9. FUEL DATA. of approximately 0.1 lb/gal for each 15 degrees C
change. Specific weight may also vary between lots of
Refer to Figure 6-10 for fuel quantity, weight, and mo- the same type fuel at the same temperature by as much
ment. as 0.5 lb/gal. The following approximate fuel specific
weights at 15 degrees C may be used for most mission
For a given weight of fuel there is only a very small varia-
planning.
tion in fuel moment with change in fuel specific weight.
Fuel moments should be determined from the line on
Figure 6-8 which represents the specific weight closest
to that of the fuel being used. FUEL TYPE SPECIFIC WEIGHT
The full tank usable fuel weight will vary depending upon
fuel specific weight. The aircraft fuel gage system was
JP-4 6.5 LB/GAL
designed for use with JP-4, but does tend to compensate
for other fuels and provide acceptable readings. When JP-5 6.8 LB/GAL
possible the weight of fuel onboard should be determined JP-8 6.7 LB/GAL
by direct reference to the aircraft fuel gages.
The following information is provided to show the general
range of fuel specific weights to be expected. Specific 6-10. OIL DATA.
weight of fuel will vary depending on fuel temperature.
Specific weight will decrease as fuel temperature rises and For weight and balance purposes, oil is considered a
increase as fuel temperature decreases at the rate part of aircraft basic weight.

6-17
TM 1-1520-236-10

Figure 6-10. Fuel Moment Chart

6-18
 TM 1-1520-236-10

SECTION VII. ALLOWABLE LOADING

Refer to TM 55-1500-342-23.

6-19
TM 1-1520-236-10

Figure 6-11. Center of Gravity Limits Chart (Sheet 1 of 2)

6-20
 TM 1-1520-236-10

Figure 6-11. Center of Gravity Limits Chart (Sheet 2 of 2)

6-21/(6-22 blank)
 TM 1-1520-236-10

CHAPTER 8
NORMAL PROCEDURES

SECTION I. CREW DUTIES

8-1. CREW DUTIES/RESPONSIBILITIES. c. Flight route.

The minimum crew required to fly the helicopter is a pilot. (1) Doppler.
Additional crewmembers, as required may be added at the
discretion of the commander. The manner in which each (2) Time enroute.
crewmember performs his related duties is the re-
(3) Altitude and techniques of movement.
sponsibility of the pilot in command.
d. Performance data.
a. Pilot. The pilot in command is responsible for all
aspects of mission planning, preflight, and operations of
the helicopter. He will assign duties and functions to all e. Emergency actions.
other crewmembers as required. Prior to or during
preflight, the pilot will brief the crew on the mission, per- (1) Immediate action steps.
formance data, monitoring instruments, communica-
(2) Mayday call.
tions, emergency procedures, and armament proce-
dures. (3) Egress procedures.

b. Gunner. The gunner must be familiar with the (4) Rendezvous points.
pilot’s duties. The gunner will assist the pilot as directed. (5) Emergency equipment.
8-2. CREW BRIEF. f. Crew duties and responsibilities.
A crew briefing shall be conducted to ensure a thorough
(1) Transfer of controls (normal and emer-
understanding of individual and crew responsibilities. The
gency).
briefing should include, but not limited to, copilot, and
ground crew responsibilities and the coordination (2) Area of scan responsibilities.
necessary to complete the mission in the most efficient
manner. A review of visual signals is desirable when g. Pilot on the controls.
ground guides do not have direct voice communications
link with the crew. (1) Positive aircraft control (Primary focus
outside).
8-3. CREW BRIEFING.
(2) Avoid traffic and obstacles.
The following is a guide that should be used in accom-
plishing required crew briefing. Items that do not pertain (3) Announce all actions.
to a specific mission may be omitted.
h. Pilot not on the controls.
a. Mission.
(1) Announce traffic and obstacles.
(1) Mission brief.
(2) Navigate.
(2) NBC operations.
(3) Copy all required information.
(3) ASE equipmnt and use.
(4) Perform other duties as assigned.
(4) Actions on contact.
(5) Announce focusing “in and out of the
b. Weather. cockpit”.
Inadvertent IMC. (6) Acknowledge intentions.

8-1
TM 1-1520-236-10

i. Both crewmembers. 8-4. DANGER AREAS.

(1) Cross check instruments and systems.
Refer to Figure 8-1.
(2) Tune radios as required.
(3) Most conservative action. 8-5. MISSION PLANNING.
(4) Two challenge rule.
Mission planning begins when the mission is assigned
j. Armament procedures. and extends to the preflight check of the helicopter. It in-
cludes, but is not limited to, check of operating limits and
(1) Target priority. restrictions; weight/balance and loading; performance;
(2) Target handoff. publications; flight plan; and crew briefings. The pilot in
command shall ensure compliance with the contents of
(3) Ammo load. this manual that are applicable to the mission.
k. NVG considerations.
8-6. AVIATION LIFE SUPPORT EQUIPMENT
l. Refueling operations. (ALSE).

m. Required equipment. All aviation life support equipment required for mission
(e.g., helmets, gloves, survival vests, survival kits, etc.)
n. Additional information/questions. shall be checked.

8-2
 TM 1-1520-236-10

MS018191

Figure 8-1. Danger Areas

8-3
 TM 1-1520-236-10

SECTION II. OPERATING PROCEDURES AND MANEUVERS

8-7. OPERATING PROCEDURES AND checklist, omitting all explanatory text, is contained in the
MANEUVERS. Operators and Crewmembers Checklist, TM 1-1520-
236-CL.
This section deals with normal procedures and includes
all steps necessary to ensure safe and efficient operation 8-11. PREFLIGHT CHECK.
of the helicopter from the time a preflight begins until the Are a
The pilot’s walk-around and interior checks are outlined in
flight is completed and the helicopter is parked and se- the following procedures. The preflight check is not
cured. Unique feel, characteristics, and reaction of the intended to be a detailed mechanical inspection. The
helicopter during various phases of operation and the steps that are essential for safe helicopter operation are
techniques and procedures used for hovering, takeoff, included. The preflight may be made as comprehensive
climb, etc., are described, including precautions to be ob- as conditions warrant at the discretion of the pilot.
served. Your flying experience is recognized; therefore,
basic flight principles are avoided. Only the duties of the 8-12. BEFORE EXTERIOR CHECK.
minimum crew necessary for the actual operation of the
helicopter are included.

8-8. MISSION EQUIPMENT CHECKS. WARNING

Mission equipment checks are contained in Chapter 4, Do not preflight until armament systems are
MISSION EQUIPMENT. Descriptions of functions, op- safe. All ASE and pylon pins shall be
erations, and effects of controls are covered in Section IV, installed when the helicopter is on the
FLIGHT CHARACTERISTICS, and are repeated in this ground and removed before flight.
section only when required for emphasis. Checks that
must be performed under adverse environmental Personnel shall remain clear of hazardous
conditions, such as desert and cold weather operations, areas of loaded weapons. Personnel shall
supplement normal procedure checks in this section and remain clear of the gun and turret travel area
are covered in Section V, ADVERSE ENVIRONMENTAL when helicopter electrical circuits are
CONDITIONS. energized.

8-9. SYMBOLS DEFINITION. *1. Wing ejec to r r ack – Je ttis o n s af ety pi ns i n s t a l l e d .

*2. Hellfire launcher – Launcher ARM/SAFE switch - SAFE
The checklist includes items with annotative indicators
immediately preceding the check to which they are perti- *3. Rocket launchers – Launcher safety pin - INSTALLED.
nent. The “(O)” symbol indicates a requirement if the *4. CMDS safety switch - Safety pin installed
equipment is installed. The star “° ” symbol indicates that
*5. W2P1 – Disconnected if 20MM ammunition is loaded.
a detailed procedure for the step is located in the per-
formance section of the condensed checklist. When a *6. JETTISON SELECT switches – OFF.
helicopter is flown on a mission requiring intermediate *7. CMDS control panel - JETT and MODE switches - OFF
stops, it is not necessary to perform all of the normal
*8. DCU2 (or DCU1), TURRET STOW, ADS PWR, TURRET DRIVE
checks. The steps that are essential for safe helicopter MOTOR and TURRET GUN MOTOR, WPN CONTR, WPN FIRE,
operations on intermediate stops are designated as “thru- ARMT CONTR circuit breakers– OUT/OFF.
flight” checks. An asterisk “ * ” indicates that performance *9. Canopy removal arming/firing mechanism safety pins – IN.
of steps is mandatory for all “thru-flights” when there has
*10 . Publications – Check in accordance with DA PAM
been no change in pilot-in-command. The asterisk applies 738-751 and any local required forms and publications.
only to checks performed prior to takeoff.
(O) *11. HCU - Stowed.
8-10. CHECKLIST. 12. Area behind pilot seat – Check as follows:
a. First Aid Kit
Normal procedures are given primarily in checklist form b. Advanced Data Transfer Unit
c. Electronic Processing Unit
and amplified as necessary in accompanying paragraph d. Sensor Amplifier Unit
form when a detailed description of a procedure or ma-
13. Both Map Lights – OFF.
neuver is required. A condensed version of the amplified
14. Canopy – Check.

8-4
Figure 8-2. Exterior Check Diagram

8-5
 *10. Ammunition bay (right side) – Check
condition of door, and electrical
wiring/connections. Check the following if
installed.
8-13. EXTERIOR CHECK (Fig 8-2). (O) a. Ammunition box – Check condition,
security, and quick-release pins.
8-14. AREA 1 – FUSELAGE AND
MAIN ROTOR. (O) b. Ammunition chute – Check condition,
security, and ammunition if loaded.
Note: Minimize time battery is in START
(on) to conserve power for battery starts. (O) c. Boost motor – Check.
*1. Fuel – Check quantity and condition of *11. Hydraulic compartment – Check
grounding receptacle. Secure cap. condition of lines, reservoir, cap, and ECS.
Check electrical connectors and filter buttons.
2. Battery Voltages – Check as follows:
12. Landing gear – Check.
a. Press and hold the MAIN/STDBY
switch to MAIN; verify voltmeter indicates a 13. Area beneath transmission – Check
minimum of 23 volts if attempting battery start. condition of lines, controls, and electrical
connectors. Check emergency hydraulic cap,
b. Press and hold the MAIN/STDBY fluid level and filter indicator button.
switch in battery compartment to STDBY; verify
voltmeter indicates a minimum of 23 volts if 14. Wing – Check.
attempting battery start.
(O)*15. HELLFIRE – Check as follows:
3. BATTERY switch - START
a. Launcher ARM/SAFE switch - SAFE.
4. NON-ESNTL BUS switch – MANUAL.
b. Launcher mounting – Check launcher
5. Lights – Check if use is anticipated. aft and forward bomb lugs secured to helicopter
ejector rack. Swaybrace bolts firmly against
*6. Fuel sample – Check for contamination launcher.
before first flight of the day. If the fuel sumps
and filter have not been drained, drain and c. Electrical connectors – Check
check as follows: harnesses connected. Jettison quick disconnect
lanyard attached and not twisted.
a. Sumps – Drain
d. Missiles - Check each missile is
b. FUEL switch – FUEL. seated and hold-back latch is locked.
Check environmental covers.
c. Filter – Drain.
e. Rail latches - LATCHED (with or
d. FUEL switch – OFF. without missiles loaded).

(O)* 16. Rocket launcher – Check as follows:

7. Battery switch – OFF
*8. Main Rotor Blade – Check.
a. Launcher safety pin - INSTALLED
9. Fuselage – Check as follows:
b. All rockets in full aft position (latched).
a. Window Cutting Assembly – Check.
c. Launcher mode select switch - SET.
b. Static port – Check.
d. Launcher intervalometer switch - SET.
c. Airspeed and directional sensor –
Check. e. Launcher mounting – Check launcher
aft and forward bomb lugs secured. Swaybrace

8-6
bolts firmly against launcher but not denting 2. Electrical compartment – Check battery,
exterior. vents, tailboom attaching bolts for slippage
marks and circuit breakers in.
f. Electrical connectors – Check
harnesses connected to launcher. Jettison quick 3. Right side tailboom – Check as follows:
disconnect lanyard attached.
a. Air ejector area – Check.
g. Launcher – Check launcher exterior
and tube interiors for damage and corrosion. b. Skin – Check.

17. Countermeasure Dispenser - Check as c. Synchronized elevator – Check.

follows: d. Antennas – Check.
a. Dispenser mounting - Check dispenser e. Position light – Check.
and dispenser bracket hardware is secure.
f. Tail skid – Check.
b. Electrical connectors - Check
harnesses connected to dispenser and wing. *4. 42 degree gearbox – Check oil level and
cap secured.
c. Cover/expendables - Check cover
securely fastened (if installed). Payload flush *5. Main rotor blade – Check.
with face of dispenser (if loaded).
*6. Tail rotor – Check.
18. Engine and transmission cowlings –
Secure open.
8-16. AREA 3 – TAIL SECTION – LEFT
*19. Transmission area – Check hydraulic SIDE.
pumps, lines, servo mounting bolts for slippage
marks, servo, transmission oil level, filter buttons
*1. 90 degree gearbox – Check oil level, cap
in and main drive shaft.
secure.
*20. Pylon area – Check EGI and shroud,
2. Countermeasure Dispenser - Check as
engine oil reservoir, electrical connectors, and
follows:
drive links for slippage marks.
a. Dispenser mounting - Check dispenser
*21. Swashplate and support – Check.
and dispenser bracket hardware is secure.
*22. Main rotor system/root end
b. Electrical connectors - Check
fitting inboard surface – Check.
harnesses connected to dispenser and wing.
*23. Particle separator and scavenge
c. Cover/expendables - Check cover
ejector – Check for FOD and check area
securely fastened (if installed). Payload flush
beneath plenum.
with face of dispenser (if loaded).
24. Engine compartment – Check air intake,
condition of fuel and oil lines, and fire detector 3. Left side tailboom – Check as follows:
sensing elements. Close cowlings. a. Position light – Check.
25. Fuselage – Check. b. Tail rotor drive shaft – Check.
c. Skin – Check.

8-15. AREA 2 – TAILSECTION – d. Antennas – Check.

RIGHT SIDE. e. Synchronized elevator – Check.
1. Tailpipe/IR duct assembly – Check. f. Air ejector area – Check.
4. Oil cooler compartment – Check.

8-7
 8-17. AREA 4 – FUSELAGE – LEFT SIDE. c. Launcher mode select switch - SET.
d. Launcher intervalometer switch - SET.
(O)* 1. Engine and transmission cowling –
Secure open. Check engine air intake, condition e. Launcher mounting – Check launcher
of fuel and oil lines, fire detector sensing aft and forward bomb lugs secured. Swaybrace
elements, and electrical connectors. bolts firmly against launcher but not denting
exterior.
*2. Particle separator – Check for FOD and
area beneath plenum. f. Electrical connectors – Check
harnesses connected to launcher. Jettison quick
3. Tail rotor drive shaft – Check. disconnect lanyard attached.
4. Transmission area – Check lines, servo g. Launcher – Check launcher exterior
mounting bolts for slippage marks, servo, and lift and tube interiors for damage and corrosion.
link.
13. Countermeasure Dispenser - Check as
5. Swashplate and support – Check. follows:
6. Drive links – Check for slippage marks. a. Dispenser mounting - Check dispenser
7. Top of pylon – Check as follows: and dispenser bracket hardware is secure.

a. Anti-collision light – Check. b. Electrical connectors - Check

harnesses connected to dispenser and wing.
b. Pitot tube – Check.
c. Cover/expendables - Check cover
d. Upper cutter assembly – Check. securely fastened (if installed). Payload flush
with face of dispenser (if loaded).
8. Main rotor system – Check.
14. Area beneath transmission – Check
9. Engine and transmission cowling – Close. controls and condition of hydraulic, oil, and fuel
lines.
10. Wing – Check.
15. Landing gear – Check.
(O)* 11. HELLFIRE – Check as follows:
a. Launcher ARM/SAFE switch - SAFE. 16. Lower fuselage – Check as follows:

b. Launcher mounting – Check launcher a. NVG lighting – Check.

aft and forward bomb lugs secure to helicopter b. Searchlight – Check.
ejector rack. Swaybrace bolts firmly against
launcher. c. Lower cutter assembly – Check.
c. Electrical connectors – Check *17. Hydraulic compartment – Check
harnesses connected. Jettison quick disconnect condition of lines, reservoir cap, electrical
lanyard attached and not twisted. connectors, and ECS. Check fluid level and filter
buttons in.
d. Missiles - Check each missile is
seated and hold-back latch is locked. 18. Canopy – Check (If single pilot – perform
Check environmental covers. checks in paragraph 8-20).
e. Rail latches - LATCHED (with or 19. Fire extinguisher – Check.
without missiles loaded).
(O) *20. HCU - Stowed.
(O)* 12. Rocket launcher – Check as follows:
21. Map light – OFF.
a. Launcher safety pin - INSTALLED
22. Fuselage – Check.
b. All rockets in full aft position (latched).
23. Static port – Check.

8-8
 *24. Ammunition bay (left side) – Check *4. EMER HYDR PUMP switch – OFF.
condition of door, electrical connections. Check
the following if installed: *5. JTSN SEL – As desired.
*6. WPN JETT PBA – Cover down.
(O) a. Ammunition box – Check condition,
security and quick release pins in. *7. Avionics – As desired.
(O) b. Ammunition chute – Check condition, *8. Displays – Check condition and security
security and ammunition if loaded.
9. Standby compass – Full of fluid and
c. MX-15D Boresight Switch – OPNL. deviation card current.
*10.TUR SLEW switch – NORM.
8-18. AREA 5 – NOSE SECTION.
*11.LH and RH MFD MODE knob - AUTO (if
*1. Turret – Check as follows: occupied); otherwise OFF.
a. Left side – Check recoil adapter, *12.LH and RH MFD VIDEO knob - NORM.
gun drive motor, and elevation drive motor.
NOTE: If any 2 MFD mode switches are set
b. Gun mounting quick release pins – to TEST while MC is booting, all non-
Secure. volatile memory will be erased from MC
(incl stored WCAM data).
c. End and mid barrel clamps – Secure.
*13.Canopy removal arming/firing
d. Right side – Check slider assembly, mechanism safety pin – Remove and stow (if
feeder assembly, timing of feeder assembly to occupied).
gun assembly, ammunition chute, and azimuth
drive motor. NOTE: If canopy removal system is
unserviceable, confirm that breakout knife is
2. Target Sight System – Check. present and secure.
3. Windshield and rain removal nozzles – *14.Seat belt and shoulder harness –
Check. Check.

*8-19. WALK AROUND CHECK. 8-21. BEFORE STARTING ENGINE –

1. Cowling, doors, and panels – Secure.
PILOT STATION.
2. Covers, tiedowns, grounding cables, wing *1. LH and RH MFD MODE knob - AUTO.
store and rocket launcher safety pins,
*2. LH and RH MFD VIDEO knob - NORM.
countermeasures dispenser safety pin – Remove
and secure. Rotate main rotor 90 degrees. NOTE: If any 2 MFD mode switches are set
to TEST while MC is booting, all non-volatile
(O) 3. HELLFIRE launchers SAFE/ARM
memory will be erased from MC (incl stored
switches – SAFE.
WCAM data).
(O) 4. W2P1 – Connect.
*3. IGNITION switch – ON.
5. Crew briefing – Completed.
4. FAT indicator – Check condition.
*5. Collective friction and lock – OFF.
8-20. BEFORE STARTING ENGINE – *6. AC circuit breaker panel – As desired.
GUNNERS STATION.
*1. ENG DE-ICE switch – OFF. *7. BATTERY switch – START.

*2. GOV switch – AUTO.

*3. ELECT PWR - ELEC PWR.

8-9
 NOTE: System may take up to 3 minutes to *32.PBA TEST - ON. check CM ARM,
initialize and display data on MFDs. Proceed LASER ARM, MASTER ARM, L MODE, STBY,
with subsequent steps as available. WPN JETT, TORQUE, FIRE, RPM, WCA
ALERT, WOG, DEPR LT lights illuminated (all
PBA segments).
*8. STBY BATT switch – OFF. 33. WOG PBA – set to G. Confirm WOG
*9. RPM SWITCH – OFF. status = GROUND on MFD.

*10. GEN switch – OFF. 34. DEPR LT - Set.

*11. ALTNR switch – OFF. 35. FIRE DET TEST switch – TEST.

*12. NON ESNTL bus switch – As desired. *36.WCA list - Review.

*13. FORCE TRlM switch – FORCE TRIM. *37. Altimeter – Set.

*14. HYD TEST switch – Centered. *38. Canopy removal arming/firing

mechanism safety pin – Remove and stow.
*15. ENG OIL BYP switch – AUTO.
*16. ENG DEICE switch – OFF. NOTE: If canopy removal system is
unserviceable, confirm that breakout knife is
*17. GOV switch – AUTO. present and secure.
18. SCAS POWER – OFF.
19. EMER HYDR PUMP switch – OFF. *8-22. STARTING ENGINE.
20. JETTISON SELECT switches: WARNING
a. OUTBD - OFF When helicopter is armed with rockets, make
start with battery only, because it is
b. INBD - OFF hazardous to place GPU (or any electrical
*21.Avionics/mission equipment - OFF; set generating equipment) in close proximity
as desired. due to danger of accidental firing of rockets.

*22.Radar altimeter – Off. 1. GPU – Connect if GPU starting. A

minimum of 22 volts is required for battery start.
23. HEAT/VENT AIR PULL knob – Set
and vents adjusted. 2. Fireguard – Posted if available.

*24.LTG panel switches – Set as required. 3. Rotor blades – Check clear and untied.

*25.ECS panel switches – Set as required 4. Throttle – Check and set for start.

*26.DC circuit breakers – In. 5. STBY BATT switch – set to STBY ON

27. MFDs - Select SYS and WCA pages. CA UTION

È

28. DFD - Select FLT page. Failure to set STBY BATT to START during
battery starts will cause mission computer
*29.FUEL switch – ON (both boost pump to drop offline when main battery drops
caution messages disappear). below approximately 21 Volts. This will
cause MFDs to blank, preventing the ability
*30.Systems/flight instrument – Check
to monitor the systems instruments which
static indications.
could lead to an unmonitored hot start
*31.WCA ALERT and RPM WARNING condition. If not able to monitor start, abort
lights – Check illuminated. start. Ensure STBY BATT switch is set to
START for subsequent attempts.

8-10
If STBY BATT has insufficient power to run 13. STBY BATT switch – set to
mission computer and MFDs during battery CHARGE
starts then mission computer will go offline
and MFD display will blank. Abort start in NOTE
this event due to inability to monitor TGT. Leaving STBY BATT in START will power the
*6. Engine – Start as follows: MC via STBY BATT power only. When STBY
BATT voltage drops below approximately 21
a. Start switch – Press and hold (start volts, the MC will go off line and the MFDs
time) will blank. If this occurs, set STBY BATT
b. DC voltmeter – Check switch to CHARGE. MFD should resume
indications. Battery start can be made provided function after MC reboots (approximately 3
the voltage is not below 14 volts when cranking minutes). The DFD can be used for flight
through 10 percent N1 speed. information while the MC is rebooting.
c. Main rotor – Check turning as
N1 reaches 15 percent. If not, abort the start. CA UTION
È

d. IGNITION SW – OFF, at 750 degrees Do not leave turret stow circuit breaker
C TGT. closed for more than 10 seconds if turret
fails to move to stow position. Damage to
e. Starter switch – Release at 40 emergency stow control may occur.
percent (N1) or after 35 seconds, whichever
occurs first. 14. TURRET STOW circuit breaker –
f. Throttle – Slowly advance to 75 percent IN/ON.
(N1). Check stop by attempting to roll throttle off.
15. Turret stowed check – Perform.
g. N1 – Check 68 percent to 72 Confirm Aircraft State Indicator shows
percent. Hold a slight pressure against the GUN STOWED.
idle stop during this check.
*16. Gunnery Checklist – Perform if
h. IGNITION switch – ON after applicable.
TGT has stabilized.
7. GEN switch – ON, check ammeter Refer to Chapter 4, paragraph 4-25.
indication and DC GEN WCA message off.
8. GPU – Disconnected (EXT PWR DOOR 8-23. ENGINE RUNUP.
OPEN Advisory message removed once door
is secure). CA UTION
È

9. BATTERY switch – RUN.

Minimize movement of the cyclic during
CA UTION
È
ground runup to preclude damage to the
input quill seal and the main driveshaft.
Oil pressure may exceed maximum on low
ambient temperature starts. Do not exceed *1. Avionics/mission equipment – On as
engine idle until engine oil pressure is below desired.
100 PSI. *2. SCAS POWER switch – POWER. Check
10. Engine and transmission oil pressures – NO–GO lights extinguish prior to 30 seconds.
Check. NOTE
11. WCA messages – Review (RECT FAIL, If the mechanically dimmable NO-GO lights
ALTERNATOR FAIL, and RECT AND ALT are dimmed, a false indication could result in
FAIL WCA messages are present). engagement of SCAS with an out-of-null
condition.
12. Ammeter – Check less than 200 amps.

8-11
 *16. STBY PBA – STBY.
NOTE 17. TSS – As desired.
NO-GO lights may flicker slightly in the roll
and yaw channels when the throttle is at *18. RECOIL COMPEN switch – OFF (ON
flight idle. If lights do not extinguish, this is for live fire).
an indication of a SCAS deficiency. *19. Avionics/mission equipment – Check
and set as desired.
*3. Ammo Doors – Closed. *20. IAS SYS Status - Check.
*4. Canopy doors – Secure. *21. Altimeter – Set current barometric
*5. Throttle – 100%. As throttle is increased, pressure.
the low rpm audio and warning light should *22 – Radar Altimeter – Test and set.
reset and the ROTOR NR RPM LOW, ENG Set RADALT value on FLT Page.
NT RPM LOW warning messages should
deactivate at 94+/-1% engine and rotor rpm. *23. Heading Tape/HSI heading –
Throttle friction as desired. Compare to standby compass.
*6. ALTNR switch – ON (ALTER and RECT 24. VOR - algin as follows:
messages off).
NOTE
Alignment requires that VOR receive a
NOTE valid signal from a VOR station or test set.
Alternator should be left off during any
maneuvers (emergency training tasks)
requiring multiple cycles through 91% a. NAV VOL control - On and Adjust
RPM. b. MB VOL control - On and Adjust
c. Tune VOR to desired station and verify
signal
*7. ENG DEICE switch – Check as required. d. Select FLT Page on MFD (HVSI and
compass rose). Verify EGI is on and heading
*8. Fuel Quantity – Check. Set BINGO Fuel tape displayed
value. e. Select VOR as Nav Source at R6
*9. Engine and Transmission instruments – f. Enter Course as 315 at R5
g. VOR/MB Test Switch to Test. Press
Check. and Hold. Verify needle centers on FLT Page
compass rose and double lined cyan VOR
*10. DC voltmeter – Check approximately at needle points to 315. If bar is not
28 volts. centered/needle pointing to 315, rotate
Synchronizing Control knob on Compass Control
*11. Pitot heater – Check as required.
panel until needle is centered and needle points
*12. SCAS – Check on first flight of day to 315. This test can be performed on the
ground or in flight.
a. NO–GO lights – Check out. h. Release VOR/MB Test Switch.
i. Frequency Selectors - As required.
b. Engage PITCH, ROLL, and YAW j. MB SENS switch - As required.
channels one at a time and visually check k. FLT Page - R6. Select VOR or ILS.
around the helicopter. Have hand on the cyclic l. FLT Page - R5 - set course to desired
stick, and be prepared to immediately press the course.
SAS REL switch if any abnormal tip path or m. Interphone control panel NAV switch –
control fluctuations are noted. On.
*13. TURRET DRIVE MOTOR circuit n. Interphone control panel VOL Control -
breaker – IN. Adjust

*14. GUN DRIVE MOTOR circuit breaker * 25. Armament–Systems – Check as

- IN follows: (Refer to Chapter 4, paragraph 4-24).

*15. ADS PWR circuit breaker – IN.

8-12
26. Health Indicator Test (HIT) – Check. 8-26. BEFORE LANDING.
Perform as required. Refer to HIT/ENG log in
helicopter log book. Check not required if 1. MASTER ARM PBA – OFF.
utilizing In-Flight HIT check unless maintenance
2. STBY PBA – STBY or OFF.
on engine has taken place since last return
flight. 3. TURRET DRIVE MOTOR and GUN
DRIVE MOTOR circuit breakers – Out. Verify
GUN ELEV STOWED WCA state.
*8-24. BEFORE TAKE OFF CHECK.
1. HELLFIRE launchers – ARM/SAFE NOTE
switch - SAFE. For multiple landings and takeoffs
crewmembers may leave the TURRET DRIVE
2. Wing ejector rack jettison safety pins
MOTOR switch in the OFF position (training
– Removed.
only).
3. Rocket launcher safety pins - Removed.
3. Avionics/mission equipment – Set as
4. CMDS safety pin - Removed. required.

5. RPM – 100 percent. 8-27. ENGINE SHUTDOWN.

NOTE
6. Systems – Check engine, transmission, When reducing throttle, electrical power
electrical, and fuel systems indications. switchover will cause momentary blanking
7. WPN Select - As required. of RH MFD (3-5 sec is normal) and interrupt
the TAL2 radio.
8. TURRET DRIVE MOTOR circuit breaker– In.
1. FORCE TRIM switch – FORCE TRIM.
9. GUN DRIVE MOTOR circuit breaker - In.
2 TSS – Note Boresight Status, Stow then
NOTE OFF.
For multiple takeoffs and landings
crewmembers may leave the TURRET DRIVE 3. ADS PWR circuit breaker – Out.
MOTOR and GUN DRIVE MOTOR circuit
4. TURRET STOW circuit breaker – Out.
breakers in the OFF position (training only).
5. STBY BATT switch – OFF.
10. Avionics, armament and other mission
equipment – Set as desired 6. Throttle – Reduce to idle. Allow TGT to
11. WOG PBA – set to A. Confirm WOG stabilize for two minutes.
status = AIR on LH MFD. 7. MASTER ARM PBA – OFF.
8. TUR SLEW switch –SLOW.
*8-25. HOVER CHECK.
9. LASER ARM PBA – OFF.
1. Flight controls – Check for correct position
and response. 10. DEPR LIMIT PBA - ON. ((Lower half of
PBA is not illuminated)
2. Engine and transmission instruments
– Check. 11. WOG PBA - G

3. Flight instruments – Check as required. 12. SCAS POWER switch – OFF

4. Hover power check – Perform. The power 13. Gunnery checklist – Perform if
applicable. Refer to Chapter 4, paragraph 4-26.
check is performed by comparing the indicated
torque required to hover with the predicted 14. Engine, transmission, and electrical
values from performance charts. indications – Check.
15. Avionics/mission equipment -OFF.

8-13
 16. ECS panel switch – OFF 8. Forms and Records – Make entries on DA
Form 2408-13-1 if any of the following conditions
17. Lights – Set as required. were experienced:
a. Flown in a loose grass
CAUTION environment.
If a rapid rise in TGT is noted, ensure that the b. Operated within 10 nautical
GEN switch is OFF. Press the starter switch miles of salt water.
to motor the engine (throttle closed) c. Operated within 200 nautical
stabilizing temperature within limits. miles of volcanic activity.
14. Throttle – Off. d. Exposed to radioactivity.

15. FUEL switch – OFF. 9. Helicopter - Secure.

16. ALTNR switch – OFF RESET.

17. GEN switch – OFF.
18. BATTERY switch – START.
19. IGNITION switch – As required.
20. Canopy removal arming/firing
mechanism safety pins – In.
21. Collective friction and lock – ON.
22. BATTERY switch – OFF.

8-28. BEFORE LEAVING HELICOPTER.

WARNING
When helicopter is to be parked where
ambient temperature equals or exceeds
32 degrees C, the fire extinguisher shall
be removed until the next mission.
1. Walk around – Check for damage,
fluid levels and any leaks.
2. Mission equipment – Secure.
3. Wing ejector rack jettison safety pins
– Installed.
4. HELLFIRE ARM/SAFE switch - SAFE
(if missiles are installed).
5. Rocket launcher safety pins - Installed.

WARNING
Rocket igniter arms must remain in contact
with rockets to reduce possibility of ignition
from EMI (electromagnetic interference).
6. Rocket igniter arms – In contact
with rockets.
7. CMDS dispenser system safety pin –
Insert.

8-14
 TM 1-1520-236-10

SECTION III. INSTRUMENT FLIGHT

8-29. INSTRUMENT FLIGHT PROCE- strument flight. Flight characteristics and range are the
DURES. same during instrument flight conditions as operations
in visual flight conditions. Refer to FM 1-240, FM 1-300,
This helicopter is not certified for operation under instru- AR 95-1, and FAR Part 91 for instrument flight rules and
ment meteorological conditions although adequate navi- weather information.
gation and communications equipment installed for in-

SECTION IV. FLIGHT CHARACTERISTICS

8-30. OPERATING CHARACTERISTICS. (b) Reducing airspeed.

The flight characteristics of this helicopter, in general, (c) Increasing operating rpm.
are similar to other singIe rotor helicopters. (d) Reducing altitude.
8-31. ROLLOVER CHARACTERISTICS. 8-33. CONTROL FEEDBACK.
Refer to FM 1-203, Fundamentals of Flight.
a. Feedback in the cyclic stick or collective stick is
caused by high loads in the control system. These loads
8-32. BLADE STALL.
are generated during severe maneuvers and can be of
sufficient magnitude to overpower or feed through the
a. General. In forward flight, some portions of the
main boost cylinders and into the cyclic and/or collective
rotor disk swept by the retreating blade are always
stick. The pilot will feed this feedback as an oscillatory
stalled. How this stalled area affects the performance
“shaking” of the controls even though he may not be
and flying qualities depends on the size of the stalled
making control inputs after the maneuver is established.
area. The size of the stalled area increases with in-
This type of feedback will normally vary with the severity
creases of gross weight, airspeed, density altitude, “g”
of the maneuver. The pilot should regard it as a cue that
Ioading, or with a decrease in rpm. The rolling and pitch-
high control system loads are occurring and should im-
ing motion which is often associated with rotor stall will
mediately reduce the severity of the maneuver.
not occur.
b. The gunner station side arm flight controls are
b. Stall Recognition. The pilot will notice a pro-
designed for emergency conditions and have a reduced
gressive increase in vertical vibration level, mostly at 2 per
mechanical advantage. Because of this reduced me-
rev, as more of the rotor disk becomes stalled. An increase
chanical advantage of the gunner’s cyclic and collective
in any of the above stall-inducing factors will result in higher
control, severe maneuvers should be avoided while fly-
2 per rev vibration, and eventually the onset of control force
ing from the gunner station.
feedback. Both the 2 per rev vibration and feedback forces
will be progressively greater as blade stall affects more of
8-34. DIVING FLIGHT.
the rotor area. Because of the progressive nature of blade
stall with this rotor system, there is no abrupt threshold or a. Diving flight presents no particular problems in the
onset of rotor stall, and therefore no meaningful “stall Iimit” helicopter; however, the pilot should have a good un-
exists. derstanding of such things as rates of descent versus air-
speed, rate of closure, and rates of descent versus power.
c. Stall Reduction. The helicopter gains airspeed quite rapidly in a dive and it
is fairly easy to exceed VNE. Rates of descent of 3500
(1) The amount of stall and associated vibra- ft./min. to 4800 ft./min. are not uncommon during high-
tion encountered may be reduced by reducing collective. speed dives. High rates of descent coupled with high flight
(2) Reducing the g loading of the maneuver path speeds require that the pilot monitor both rate of
may be accomplished by applying: closure and terrain features very closely and plan his dive
recovery in time to avoid having to make an abrupt
(a) Forward cyclic. recovery.

8-15
TM 1-1520-236-10

maneuvers, the rotor blades cone upward. Most of the

WARNING inherent bending action is absorbed by the flexible yoke
assembly. As the hub bends, the pitch change horns exert
If an abrupt recovery is attempted at a downward pressure on the pitch control tubes. The
speeds near VNE, “mushing” of the he- control tubes, however, are fixed through the control sys-
licopter can occur. If mushing is experi- tem and are unable to move. As pressure continues to be
enced, do not increase collective, as applied, the leading edge of the blade begins to rotate
this will aggravate the condition. Figure downward via the feather bearing. This directly reduces
8-3 depicts the altitude lost during a pitch in the blades which in turn acts to increase rotor rpm.
pullout rate of descent for various G As the rotor rpm begins to increase, the N2 governor
loadings. senses the change and begins to decrease engine power,
resulting in a corresponding decrease in torque and N1.
b. Mushing occurs when the aircraft is flying in a
When performing g maneuvers, maintaining a constant
partly stalled condition with controls ineffective to regain
torque setting is of prime importance in preventing
altitude. It is a transient condition that results in an in-
overspeeding of the rotor.
creased loss of altitude in dive recoveries or in an in-
creased turning radius. Sometimes it may be difficult to
differentiate between settling due to the inertia created at 8-37. TRANSIENT TORQUE.
higher rates of descent or settling due to mushing.
a. Transient torque, although evident in all semirigid
c. To avoid mushing, entry into any G maneuver single-rotor system helicopters, is a phenomenon which is
must be a progressive and smooth entry to effect a quite pronounced in the AH-1F. With a rapid application of
quicker and more efficient recovery. Enough time must left lateral cyclic, a rapid torque increase followed by a
be allowed for the recovery by avoiding target fixation in decrease will be evidenced. This condition occurs as a
dives or in excessive turns. A good understanding of result of temporary increased induced drag being placed
blade stall and stall reduction is required. on the rotor system by the additional pitch in the
advancing blade.
8-35. POWER DIVES.
At speeds above the maximum level flight speed, the b. With a rapid application of right lateral cyclic, a
rate of descent will increase approximately 1000 ft./min. rapid torque decrease followed by an increase will be evi-
for every 10 knots increase in airspeed for the full power denced. This condition occurs as a result of drag being
condition. reduced in the rotor system due to the reducing of pitch in
the advancing blade, which temporarily decreases the
8-36. PITCH CONE COUPLING. blade’s resistance to the airflow. Increasing and de-
creasing rotor system drag will produce corresponding
a. Pitch cone coupling is the characteristic of the ro- torque changes due to the fact that the rotor system’s re-
tor to inherently reduce blade pitch with increasing coning quirement for an increase or decrease in power is sensed
under loading which aids to maintain rpm and retard blade and subsequently supplied by the fuel control system. As
stall. With severe rotor loading, the rotor rpm may airspeed and severity of the maneuver are increased, the
overspeed above the red line unless collective pitch is in- transient torque effect is also increased. The pilot should
creased. become familiar with this characteristic and form a natural
tendency to compensate with collective control to avoid
b. When g load is placed upon the rotor system exceeding the helicopter torque and rotor rpm limitations.
through steep turns, dive recoveries, or other high stress

8-16
 TM 1-1520-236-10

DIVE RECOVERY
DISTANCE

ALTITUDE LOST DURING PULL-OUT FEET MS018613

Figure 8-3. Dive Recovery Distances

8-17
TM 1-1520-236-10

8-38. MANEUVERING FLIGHT. 8-40. ROTOR RPM – POWER OFF.

During left rolling maneuvers or high power dives, The following steps list the factors which affect power-
torque increases occur. To prevent main transmission off rotor rpm.
overtorque, care must be exercised in monitoring torque a. Airspeed. In autorotation, rotor rpm varies with
pressure to enable the pilot to reduce power as required airspeed. Maximum rotor rpm is achieved at a steady
to prevent overtorque. state of 60 to 80 knots (Figure 8-4). Rotor rpm de-
creases at stabilized airspeeds above or below 60- to
8-39. LOW G MANEUVERS. 80-knot range. When changing airspeeds, cyclic move-
ment will produce a rotor rpm other than that produced
under steady-state conditions as follows:
WARNING (1) From low airspeed. Example: From a
stabilized 30-knot autorotative condition, a positive for-
ward cyclic movement to increase airspeed will cause
Intentional flight below +0.5g is prohib- the rotor rpm to decrease initially and then increase
ited. Abrupt inputs of the flight controls when the helicopter is stabilized at the higher speed.
cause excessive main rotor flapping,
which may result in mast bumping and (2) From high airspeed. Example: From a
must be avoided. If an abrupt right roll stabilized 120 KIAS autorotative condition, a positive aft
should occur when rapidly lowering the cyclic movement to decrease airspeed will cause the ro-
nose, PULL IN AFT CYCLIC to stop the tor rpm to increase initially and then decrease when the
rate and effect recovery. Left lateral cy- helicopter is stabilized at the lower speed.
clic WILL NOT effect recovery from a b. Gross Weight. The power-off rotor rpm varies
well-developed right roll during flight at significantly with gross weight. A low gross weight will
less than one g, and it may cause severe produce a low rotor rpm. A high gross weight will produce
main rotor flapping. DO NOT move col- a high rotor rpm. With the collective system correctly rigged
lective or directional controls or disen- to a minimum blade angle (full down collective stick), the
gage the SCAS during recovery. pilot must manually control rpm with the collective stick in
order to prevent overspeed of the rotor when at high gross
a. Because of mission requirements, it may be nec- weight.
essary to rapidly lower the nose of the helicopter in order
to (1) acquire a target; (2) stay on target; or (3) recover 8-41. AUTOROTATION CHARACTERIS-
from a pullup. At moderate to high airspeeds, it becomes TICS.
increasingly easy to approach zero or negative load fac- a. The K747 main rotor blades have a greater ten-
tors by abrupt forward cyclic inputs. The helicopter may dency to overspeed in autorotation than the B540 main
exhibit a tendency to roll to the right simultaneously with rotor blades.
the forward cyclic input; this characteristic being most
pronounced when roll SCAS is disengaged. b. Refer to FM 1-203, Fundamentals of Flight,
Section IV, Autorotation.

b. Such things as sideslip, weight and location of

wing stores and airspeed will affect the severity of the WARNING
right roll. Variances in gross weight, longitudinal cg, and
rotor rpm may affect the roll characteristics. The right roll
occurs throughout the normal operating airspeed range 8-42. MAST BUMPING.
and becomes more violent at progressively lower load
factors. Abrupt inputs of the flight controls
cause excessive main rotor flapping,
NOTE which may result in mast bumping and
must be avoided.
When it is necessary to rapidly lower the a. Mast bumping (flapping-stop contact) is the main
nose of the helicopter, it is essential that rotor yoke contacting the mast. It may occur during slope
the pilot monitor changes in roll attitude landings, rotor start-up/coast-down, or when the approved
as the cyclic is moved forward. flight envelope is exceeded. If mast bumping is
encountered in flight, land as soon as possible.

8-18
 TM 1-1520-236-10

(1) If mast bumping occurs during a slope Variance in such things as sideslip, airspeed, gross
landing, reposition the cyclic control to stop the bumping weight, density altitude, center of gravity, and rotor speed
and re-establish a hover. may increase main rotor flapping and increase the proba-
bility of mast bumping. Rotor flapping is a normal part of
(2) If mast bumping occurs during start-up maneuvering and excessive flapping can occur at greater
or shut-down, move cyclic to minimize or eliminate than 1g flight; but, flapping becomes more excessive for
bumping. many given maneuvers at progressively lower load
(3) If mast bumping occurs during rearward factors.
or sideward flight, move cyclic slightly toward center
(1) In the event of loss of all engine power at
position and apply pedal to bring the nose into a relative
high speed, aft cyclic must be applied to maintain rotor
wind.
rpm and to avoid mast bumping during autorotation entry.
b. Because of mission requirement, it may be nec- (2) If the flight envelop is inadvertently ex-
essary to rapidly lower the nose of the helicopter with cyclic ceeded by low g flight (below +0.5g), move the cyclic aft
input or make a rapid collective reduction. At moderate to to regain positive thrust on the rotor before correcting
high airspeeds, it becomes increasingly easy to approach rolling tendencies.
less than +0.5g by abrupt forward cyclic inputs.

8-19
TM 1-1520-236-10

MS018193

Figure 8-4. Main Rotor RPM Versus Airspeed (Power Off)

8-20
 TM 1-1520-236-10

SECTION V. ADVERSE ENVIRONMENTAL CONDITIONS

8-43. GENERAL. CAUTION

At temperatures of -35 degrees C (-31
This section provides information relative to operation
degrees F) and lower, the grease in the
under adverse environmental conditions (snow, ice and
spherical couplings of the main and tail
rain, turbulent air, extreme cold and hot weather, desert
rotor transmission driveshafts and tail-
operations, mountainous and altitude operation) at
rotor driveshalt coupling may congeal
maximum gross weight.
to a point that the couplings cannot op-
erate properly. If temperature is -44 de-
8-44. TEMPERATURE LIMITATION (HUB grees C (-47 degrees F) or below, the pi-
MOMENT SPRING AIRCRAFT ONLY). lot must be particularly careful to
monitor engine instruments for high oil
Remove elastomeric spring prior to operating aircraft pressure.
when OAT is below -25 degrees Fahrenheit or if this tem-
b. Transmission. Check for proper operation by
perature is anticipated to occur during flight. If however,
turning the main rotor opposite to the direction while an
sub -25 degrees Fahrenheit temperatures are encoun-
observer watches the driveshaft to see that there is no
tered during flight with the elastomeric springs installed,
tendency for the transmission to “wobble” while the drive-
change altitude in an attempt to find warmer OAT. Elas-
shaft is turning. If found frozen, apply heat (do not use
tomeric springs shall be reinstalled when the OAT is ex-
open flame and avoid overheating boot) to thaw the
pected to remain above -25 degrees Fahrenheit or the
spherical couplings before attempting to start engine.
threat of sub -25 degrees Fahrenheit temperatures no
longer exists. c. Checks.

8-45. COLD WEATHER OPERATIONS. (1) Before exterior check 0 degrees C (32
degrees F) and lower. Perform check as specified in
Section II.
Operation of the helicopter in cold weather or an arctic
environment presents no unusual problems if the opera- (2) Exterior check 0 degrees C (32 degrees F)
tors are aware of those changes that do take place and to -54 degrees C (-65 degrees F). Perform exterior check
conditions that may exist because of the lower tempera- as outlined in Section II, plus the following checks.
tures and freezing moisture. (a) Surfaces and controls – Check free
of ice and snow. Deicing fluid or heat should be used to
a. Inspection. The pilot must be more thorough in the remove ice.
walk-around check when temperatures have been at or (b) Fluid levels – Check contraction of
below 0 degrees C (32 degrees F). Water and snow may the fluids in the helicopter system at extreme low tem-
have entered many parts during operations or in periods perature causing indication of low levels. A check made
when the helicopter was parked unsheltered. This just after the previous shutdown and carried forward to
moisture often remains to form ice which will immobilize the walk-around check is satisfactory if no leaks are in
moving parts or damage structure by expansion and wiIl evidence. Filling when the system is cold-soaked will re-
occasionally foul electric circuitry. Protection covers afford veal an over-full condition immediately after flight, with
majority protection against rain, freezing rain, sleet, and the possibility of forced leaks at seals.
snow when installed on a dry helicopter prior to pre-
cipitation. Since it is not practical to completely cover an (c) Engine Air Inlet – Remove all loose
unsheltered helicopter, those parts not protected by covers snow that could be pulled into and block the engine in-
and those adjacent to cover overlap and joints require take during starting.
closer attention, especially after a blowing snow or freezing (3) Interior check – All flights 0 degrees C (32
rain. Accumulation of snow and ice should be removed degrees F) to -54 degrees C (-65 degrees F). Perform
prior to flight. Failure to do so can result in hazardous flight check as specified in Section II.
due to aerodynamic and center of gravity disturbances as
well as the introduction of snow, water, and ice into internal (4) Interior check – Night flights 0 degrees C
moving parts and electrical systems. The pilot should be (32 degrees F) to -54 degrees C (-65 degrees F).
particularly attentive to the main and tail rotor systems and Perform checks as specified in Section II.
their exposed control linkages.

8-21
TM 1-1520-236-10

(5) Engine starting check -0 degrees C (32 8-48. TURBULENCE AND THUNDER–
degrees F) to -54 degrees C (-65 degrees F). STORMS.
CAUTION Flight in thunderstorms and heavy rain which accompa-
nies thunderstorms should be avoided. If turbulence and
thunderstorms are encountered inadvertently, use the
following procedures:
As the engine cools to an ambient tem-
perature below 0 degrees C (32 degrees a. Check that safety belts and harnessers are
F) after engine shutdown, condensed tightened.
moisture may freeze engine seals.
Ducting hot air from an external source b. PITOT HTR – ON.
through the air Inlet housing will free a
frozen rotor. Perform check as outlined c. Power – Adjust to maintain a penetration speed
in Section II. During cold weather, start- of 100 KIAS or VNE whichever is slower.
ing the engine, oil pressure gage will in-
dicate maximum (100 psi). The engine d. Radios – Turn volume down on any radio
should be warmed up at engine idle until equipment badly affected by static.
the engine oil pressure indication is
below 100 psi. e. At night – Turn interior lights to full bright to mini-
mize blinding effect of lightning.
(6) Hydraulic filter indicators – Reset if
popped out. f. Maintain a level attitude and constant power set-
(7) Engine runup check. Perform the check ting. Airspeed fluctuations should be expected and dis-
as outlined in Section II. regarded.

g. Maintain the original heading, turning only when

WARNING necessary.

h. The altimeter is unreliable due to differential baro-

Control system checks should be per- metric pressures within the storm. An indicated gain or loss
formed with extreme caution when heli- of several hundred feet is not uncommon and should be
copter is parked on snow and ice. There allowed for in determining minimum safe altitude.
is reduction as ground friction holding
the helicopter stationary, controls are 8-49. ICING CONDITIONS.
sensitive and response is immediate.
WARNING
d. Engine Starting without External Power Sup-
ply. If a battery start must be attempted when the heli- Intentional flight into known icing condi-
copter and battery have been cold–soaked at tempera- tion is prohibited. If icing conditions are
tures between -26 degrees C to -37 degrees C (-15 encountered during flight, every effort
degrees F to -35 degrees F), preheat the engine and should be made to vacate the icing envi-
battery if equipment is available and time permits. ronment.
Preheating will result in a faster starter cranking speed Firing of aircraft weapons in icing condi-
which tends to reduce hot start hazard by assisting the tions is prohibited. The weapons covered
engine to reach a self-sustaining speed (40 percent N1) are: TOW missile, 2.75 inch FFAR, and 20
in the least possible time. MM gun. A very serious safety hazard ex-
ists if aircraft weapons are fired in icing
8-46. SNOW. weather conditions. The TOW missile
warhead can detonate in close proximity
Refer to FM 1-202, Environmental Flight. to aircraft. The warhead fuse is damaged
as missile is launched through ice in mis-
8-47. DESERT AND HOT WEATHER OP- sile launcher. Gun barrels and breeches
ERATION. can rupture if gun muzzles are clogged
with ice. The FFAR are held captive in the
Refer to FM 1-202, Environmental Flight. launcher tubes by the frozen ice.

8-22
 TM 1-1520-236-10

(3) An increase in torque required to main-

CAUTION tain a constant airspeed and altitude due to ice accu-
mulation on the rotor system.
When operating at FAT of 5°C ( 40°F) or (4) Possible degradation of the ability to
below, icing of the engine air particle maintain autorotational rotor speed within operating Iim-
separator and FOD screens can be ex- its.
pected. Continued accumulation of ice
will result in partial or complete power (5) Inability to increase torque due to block-
loss. age of the improved particle separator.

Continuous flight in light icing condi- c. Control activity cannot be depended upon to
tions is not recommended because the remove ice from the main rotor system. Vigorous control
ice shedding induces rotor blade vibra- movements should not be made in an attempt to reduce
tions, adding greatly to the pilot’s work low-frequency vibrations caused by asymmetrical shed-
load. ding of ice from the main rotor blades. These movements
may induce a more asymmetrical shedding of ice, further
a. If icing conditions become unavoidable, the pilot aggravating helicopter vibration levels.
should turn the PITOT HTR/ADS, ECS HTR and ENG
DEICE switches on. d. If a 9-percent (or greater) torque pressure
increase is required above the cruise torque setting used
b. During icing conditions one or all of the following prior to entering icing conditions, it may not be possible to
can be expected to occur: maintain autorotational rotor speed within operational
limits, should engine failure occur.
(1) Obscured forward field of view due to ice
accumulation on the canopy. If the ECS fails to keep the
canopy clear of ice, the side windows may be used for WARNING
visual reference during landing.
(2) One-per-rotor-revolution vibrations rang- Ice shed from the rotor blades and/or
ing from mild to severe caused by asymmetrical ice rotating components presents a hazard
shedding from the main rotor system. The severity of the to personnel during landing and shut-
vibration will depend upon the temperatures and the down. Ground personnel should remain
amount of ice accumulations on the blades when the ice well clear of the helicopter during
shed occurs. The possibility of an asymmetric ice shed landing and shutdown. Passengers/
occurring increases as the outside air temperature de- crew/members should not exit the air-
creases. Severe vibrations may occur as a result of main craft until the rotor has stopped turning.
rotor asymmetrical ice shedding. If icing conditions are 8-50. RAIN.
encountered while in flight, land as soon as practicable.
All ice should be removed from the rotor system before Rain removal system does not remove rain In flight.
attempting further flight.

8-23/(8-24) blank)
 TM 1-1520-236-10

CHAPTER 9
EMERGENCY PROCEDURES

SECTION I. HELICOPTER SYSTEMS.

9-1. HELICOPTER SYSTEMS. 9-3. DEFINITION OF EMERGENCY

TERMS.
This section describes the helicopter systems emergen-
cies that may reasonably be expected to occur and pres- For the purpose of standardization, these definitions
ents the procedures to be followed. Emergency op- shall apply.
eration of mission equipment is contained in this chapter
insofar as its use affects safety of flight. Emergency pro- a. The term “LAND AS SOON AS POSSIBLE” is
cedures are given in checklist form when applicable. A defined as landing at the nearest suitable landing area
condensed version of these procedures is contained in (e.g., open field) without delay. (The primary consider-
the condensed checklist, TM 1-1520-236-CL. ation is to ensure the survival of occupants.)

9-2. IMMEDIATE ACTION EMERGENCY b. The term “LAND AS SOON AS PRACTICABLE”

STEPS. is defined as landing at a suitable landing area. (The pri-
mary consideration is the urgency of the emergency.)
WARNING c. The term “AUTOROTATE” is defined as adjust-
ing the flight controls as necessary to establish an auto-
To obtain maximum protection from the rotational descent and landing.
restraint system during an emergency
landing, each crewmember should place 1. Collective – Adjust as required to maintain ro-
their shoulders against the seat back, tor RPM.
manually lock the shoulder harness, and
keep back straight. 2. Pedals – Adjust as required.

3. Throttle – Adjust as required.

NOTE
The urgency of certain emergencies re- 4. Airspeed – Adjust as required.
quires immediate and instinctive action by
the pilot. The most important single con- (O) 5. Wing stores – Jettison as appropriate
sideration is helicopter control. All proce-
dures are subordinate to this requirement. d. The term “EMER SHUTDOWN” is defined - as
The WCA PBA should be reset af-ter a engine shutdown without delay.
malfunction to allow systems to 1. Throttle – Off.
respond to subsequent malfunctions. If
time permits during a critical emergency, 2. FUEL switch – OFF.
transmit a MAY DAY CALL, set transpon-
der to emergency, jettison external stores 3. BATTERY switch – OFF.
(if appropriate), and lock shoulder har-
nesses. Those steps that must be per- 4. STBY BATT switch - OFF.
formed immediately in an emergency situ-
ation are underlined. These steps must be e. The term “EMER GOV OPNS” is defined as manual control
of the engine RPM with the GOV AUTO/EMER switch in the EMER
committed to memory and performed position. Because automatic acceleration, deceleration and
without reference to the checklist. Emer- overspeed control are not provided with the GOV switch in the
gency situations with non-underlined EMER position throttle and collective coordinated control move- ments
steps may be accomplished with use of must be smooth to prevent compressor stall, overspeed,
overtemperature, or engine failure.
the checklist.

9-1
TM 1-1520-236-10

ÈÈÈÈÈÈ
ÈÈÈÈÈÈ
CAUTION
9-4. AFTER EMERGENCY ACTION.
After a malfunction of equipment has occured, appropri-
No more than 78% torque is available in ate emergency actions have been taken and the helicop-
the EMER posItion due to Iimited fuel ter is on the ground, an entry shall be made in the Re-
flow and may be significantly reduced marks Section of DA Form 2408-13-1 describing the
based on ambient conditions. malfunction. Ground and flight operations shall be dis-
continued until corrective action has been taken.
1. GOV switch – EMER.
9-5. EMERGENCY ENTRANCE.
2. Throttle – Adjust as necessary to control
RPM. Crew removal is accomplished through the crew doors
or through the windows with crash rescue equipment.
3. LAND AS SOON AS POSSIBLE.
9-6. EMERGENCY EQUIPMENT.
f. The term “JETTISON CANOPY” is defined as
activation of the linear explosive canopy removal system Emergency equipment consists of a fire extinguisher,
to remove windows and separate doors from the helicop- first aid kit, and linear explosive canopy removal system
ter. Emergency exits are shown in Figure 9-1. (Refer to Figure 9-1). Wing store jettison capability is
provided by explosive cartridges installed at each wing
store pylon.
WARNING 9-7. MINIMUM RATE OF DESCENT.
The speed for minimum rate of descent is 60 KIAS.
Activation of the canopy removal sys-
tems when combustible fuel vapors are 9-8. MAXIMUM GLIDE DISTANCE.
present can result in an explosion/fire.
Crew members survival knife may be The speed for best glide distance is 100 KIAS (clean
used as an alternate means of egress. configuration) and 90 KIAS (wing stores).

9-9. ENGINE.
WARNING 9-10. ENGINE MALFUNCTION – PARTIAL
OR COMPLETE POWER LOSS.
Canopy removal system handle must
be pulled completely out of the arm/fire a. The indications of an engine malfunction, either
mechanism or the canopy removal sys- a partial or a complete power loss are left yaw, drop in
tern will not function. engine rpm, drop in rotor rpm, drop in N1, low rpm audio
alarm, illumination of rpm warning light, change in engine
1. Arming/firing mechanism handle – Turn 90 . noise.
2. Arming/firing mechanism handle – Pull.
WARNING
WARNING Do not respond to the rpm audio and/or
warning light illumination without first
Simultaneous or near simultaneous confirming engine malfunction by one
pulling of both the pilot’s and gunner’s or more of the other indications. Nor-
arming/firing mechanism handle may mal indications signify the engine is
result in injury to one or both of the functioning properly and that there is a
crewmemebers. The pilot must coordi- tachometer generator failure or an open
nate with the gunner prior to system fir- circuit to the warning system, rather
ing. than an actual engine malfunction.

9-2
 TM 1-1520-236-10

MS018194

Figure 9-1. Emergency Exits and Equipment (Typical)

9-3
TM 1-1520-236-10

b. Partial power loss. Under partial power con- (3) Through a speed range of 120 to 190 KIAS,
ditions, the engine may operate relatively smoothly at an engine failure will cause the nose of the helicopter to
reduced power or it may operate erratically with inter- pitch up as a result of its aerodynamic qualities. The
mittent surges of power. A stabilization of the N1 should SCAS system detects this airframe movement and will
indicate a partial power condition. In instances where a attempt to correct with a forward cyclic control input,
power loss is experienced without accompanying power thereby causing serious rotor flapping and possible mast
surging, the helicopter may sometimes be flown at re- bumping. To prevent SCAS from making this correction
duced power to a favorable landing area. Under these there must be pilot input. In a nose-low attitude or level
conditions, the pilot should always be prepared for a flight, the input should be aft cyclic movement. In a nose-
complete power loss. In the event a partial power condi- high attitude, such as dive pullout, the input should be a
tion is accompanied by erratic engine operation or power forward cyclic movement. During the recovery from a
surging, and flight is to be continued, perform EMER high-speed engine failure, the important point to remem-
GOV OPNS. If continued flight is not possible, AUTO- ber is to maintain the necessary rotor rpm and movement
ROTATE (throttle off). to keep the rotor system loaded. Speed should be re-
duced to successfully reach the intended landing area.
c. Complete power loss. After entering autorotation, follow standard autorotation
(1) Under a complete power loss condition, procedures. Do not exceed 120 KIAS in sustained auto-

ÈÈÈÈÈ
delay in recognition of the malfunction, improper tech- rotation.

ÈÈÈÈÈ
nique or excessive maneuvering to reach a suitable land-
ing area reduces the probability of a safe autorotational CAUTION
Ianding. Flight conducted within the caution area of the
height-velocity chart (Figure 9-2) exposes the helicopter Engine failure at 150 KIAS and greater
to a high probability of damage despite the best efforts requires a pilot recognition and reac-
of the pilot. tion time of less than one second to
place the aircraft in a trim condition and
(2) From conditions of low airspeed and low alti- to preclude unacceptable high left roll
tude, the deceleration capability is limited, and caution rates (greater then 28 degrees/sec).
should be used to avoid striking the ground with the tail Heavy buffeting of the tailboom and ver-
rotor. Initial collective reduction will vary after an engine tical fin and heavy control feedback
malfunction dependent upon the altitude and airspeed at during recovery are associated with en-
the time of the occurrence. For example, collective pitch gine failure at high speed and high pow-
must not be decreased when an engine failure occurs at er conditions.
zero airspeed and approximately 15 feet; whereas, dur-
ing cruise flight conditions, altitude and airspeed are suf- 9-11. ENGINE MALFUNCTION – HOVER.
ficient for a significant reduction in collective pitch, there- AUTOROTATE.
by, allowing rotor rpm to be maintained in the safe
operating range during autorotational descent. At high
9-12. ENGINE MALFUNCTION – LOW ALTI-
gross weights, the rotor may tend to overspeed and re- TUDE/LOW AIRSPEED OR CRUISE.
quire collective pitch application to maintain the rpm be- 1. AUTOROTATE.
low the upper limit. Collective pitch should never be ap- 2. EMER GOV OPNS.
plied to reduce rpm below normal limits for extending
glide distance because of the reduction in rpm available 9-13. ENGINE MALFUNCTION – 120 KIAS
for use during autorotational landing. AND ABOVE.
1. CYCLIC – Adjust.
2. AUTOROTATE.
3. EMER GOV OPNS.

9-4
 TM 1-1520-236-10

Figure 9-2. Height Velocity Diagram

9-5
TM 1-1520-236-10

9-14. DROOP COMPENSATOR FAILURE. 9-17. ENGINE OVERSPEED.

Droop compensator failure will be indicated when engine Engine overspeed will be indicated by a right yaw, rapid
rpm is no longer controlled by application of collective increase in both rotor and engine rpm, rpm warning light
pitch. The engine will tend to overspeed as collective illuminated, and an increase in engine noise. An engine
pitch is decreased and will underspeed as collective overspeed may be caused by a malfunctioning N2 gover-
pitch is increased. If the droop compensator fails, make nor or fuel control. If an overspeed is experienced:
minimum collective movements and execute a shallow 1. Collective – Increase to load the rotor in an at-
approach to the landing area. If unable to maintain the tempt to maintain rpm below the maximum operating lim-
operating RPM within limits: it.
EMER GOV OPNS. 2. Throttle – Reduce to normal operating rpm. If rpm
cannot be controlled:
9-15. ENGINE COMPRESSOR STALL.
3. EMER GOV OPNS.
Engine compressor stall (surge) is characterized by a
9-18. ENGINE OIL TEMPERATURE HIGH.
sharp rumble or loud sharp reports, severe engine vibra-
tion, and rapid rise in turbine gas temperature, depend- If the engine oil temperature exceeds the operating limits
ing on the severity of the surge. Maneuvers requiring as specified in Chapter 5, LAND AS SOON AS POS-
rapid or maximum power applications should be avoided. SIBLE.
Should this occur:
9-19.ROTORS, TRANSMISSION, AND
1. Collective – Reduce. DRIVE SYSTEMS.
2. All bleed air – OFF. 9-20. TAIL ROTOR FAILURE – FLIGHT.
3. LAND AS SOON AS POSSIBLE. Because of the many different malfunctions that can oc-
cur, it is not possible to provide a solution for every emer-
9-16.INLET GUIDE VANE ACTUATOR gency. The success in coping with the emergency de-
FAILURE. pends on quick analysis of the condition and selection of
the proper emergency procedure. The following is a dis-
a. If the guide vanes fail in the closed position, a cussion of some types of malfunctions, probable effects,
maximum of 35-44 percent of torque will be available. Al- and corrective actions.
though N1 may indicate normal, power applications a. Complete Loss of Thrust Components.
above 35-44 percent will result in deterioration of N2 and
rotor rpm while increasing N1. Placing the GOV switch (1) Complete Loss of Tail Rotor
in the EMER position will not provide any increased pow- Thrust. This is a situation involving a break in the drive
er capability and increases the possibility of an N1 over- system, such as a severed driveshaft, wherein the tail ro-
speed and an engine overtemperature. Should a failure tor stops turning and no thrust is delivered by the tail ro-
occur, LAND AS SOON AS PRACTICABLE to an area tor. A failure of this type in powered flight will usually re-
that will permit a run-on landing with minimum power ap- sult in the nose of the helicopter swinging to the right (left
plications. side slip) and usually a roll of the fuselage. Nose down
tucking will also be present. If powered flight is possible,
b. If the inlet guide vanes fail in the open position continue to a suitable landing area and AUTOROTATE
during normal flight, it is likely that no indications will be (throttle off), and coordinate the resulting maneuver with
experienced. As power applications are made from in- cyclic control. The most advisable procedure, if further
creasingly lower N1 settings, acceleration times will cor- flight is not possible, is to immediately AUTOROTATE
respondingly increase, and the possibility of a compres- (throttle off). The pilot should expect that some rotation
sor stall is likely. Should this failure occur, LAND AS will be present until touchdown. Touchdown should be
SOON AS PRACTICABLE to an area that will permit a in as level an attitude as possible and ground speed as
run-on landing. low as possible to minimize turnover.

9-6
 TM 1-1520-236-10

(2) Loss of Tail Rotor Components. Except 9-21. TAIL ROTOR FAILURE – HOVER.
for a more severe nose tuck due to the forward cg shift,
this situation would be quite similiar to a complete loss of a. If the tail rotor pitch is fixed in a left pedal posi-
thrust as discussed above. When a loss of components tion, simultaneously reduce throttle and gradually in-
is suspected, AUTOROTATE (throttle off). crease collective pitch to land the helicopter.
b. If total loss of tail rotor thrust/fixed right pedal is
b. Fixed Pitch Failure. experienced:
1. Throttle – Reduce.
(1) General. Failures of this type (wedged
control, jammed slider, etc.) are characterized by either 2. AUTOROTATE.
a lack of directional response when a pedal is pushed or
the pedals will be in a locked position. At approximately 9-22. MAIN DRIVESHAFT FAILURE.
100 KIAS and above, the cambered vertical fin will begin A failure of the main driveshaft will be indicated by a left
to become more effective and as a result, a left yaw con- yaw (this is caused by the drop in torque applied to the
dition will increase and conversely, a right yaw will de- main rotor), increase in engine rpm, decrease in rotor
crease. To aid in directional control, the rpm may be de- rpm, low rpm audio alarm, and/or illumination of the rpm
creased with the throttle until rpm is controlled manually. warning light. This condition will result in complete loss
Increasing the throttle and/or collective will move the of power to the rotor and a possible engine overspeed.
nose to the right, decreasing the throttle and/or collective If a failure occurs:
will move the nose to the left.
1. AUTOROTATE.
2. Throttle – Off.
WARNING
9-23. TRANSMISSION SPRAG CLUTCH
MALFUNCTION.
If the pedals cannot be moved with a
moderate amount of force, do not at- 9-24. CLUTCH FAILS TO DISENGAGE.
tempt a maximum effort since a more A clutch failing to disengage in flight will he indicated by
serious malfunction and set of circum- the rotor rpm decaying with engine rpm as the throttle is
stances could result. reduced to the engine idle position when entering auto-
rotational descent. This condition results in total loss of
(2) Left fixed pitch. If it has been determined autorotational capability. If a failure occurs, do the follow-
the tail rotor pitch is fixed in a left pedal applied position, ing:
an autorotative landing should not be attempted. The pi-
lot should use only that power necessary to produce a 1. Throttle – On.
controllable degree of side slip and continue to the near- 2. LAND AS SOON AS POSSIBLE.
est suitable landing area. To accomplish a landing, es-
tablish a powered approach with an airspeed that will al- 9-25. CLUTCH FAILS TO RE-ENGAGE.
low a desirable rate of descent without producing an
uncomfortable left yaw attitude and right sideslip condi- During recovery from autorotational descent, clutch mal-
tion. Just prior to landing, adjust throttle and collective function may occur and will be indicated by a reverse
as necessary to align the helicopter with touchdown. needle split (engine rpm higher than rotor rpm).
1. AUTOROTATE.
(3) Right fixed pitch. If the tail rotor be-
comes fixed during cruise flight or a reduced-power situ- 2. Throttle – Off.
ation, the helicopter will yaw to the right when power is 9-26. FIRE.
increased. For either of these situations, a running type
landing can be performed. If the right yaw becomes ex- The safety of the helicopter occupants is the primary
cessive when adding power at touchdown, reduce the consideration when a fire occurs. On the ground, it is es-
throttle and cushion the landing with collective. The sential that the engine be shut down, crew evacuated
greatest problem is the compromise that may have to be and fire fighting begun immediately. If the helicopter is
made between rate of descent and yaw attitude since the airborne when a fire occurs, the most important single
collective is the primary control for both of these parame- action that can be taken by the pilot is to land the helicop-
ters. ter.

9-7
TM 1-1520-236-10
1. BATTERY switch – START.
9-27. FIRE – ENGINE START. 2. STBY BATT switch - OFF.
The following procedure is applicable during engine 3. Electrical switches – OFF.
starting if TGT limits are exceeded, or if it becomes ap-
parent that they will be exceeded. Flames emitting from 4. NON-ESNTL BUS switch – NORMAL.
the tailpipe are acceptable if the limits are not exceeded.
5. LAND AS SOON AS POSSIBLE.
1. Starter switch – Press until TGT is in the nor-
6. EMER SHUTDOWN.
mal operating range.
If landing cannot be made as soon as possible and flight
2. Throttle – Off.
must be continued, the defective circuits may be identi-
3. FUEL switch – OFF. fied and isolated. Electrical switches should be turned
ON one at a time in the priority required. When malfunc-
9-28. FIRE – GROUND. tioning circuit is identified, turn switch off.

a. Pilot’s Station. 9-31. FUMES FROM ECS.

EMER SHUTDOWN. If fumes are emitted in the cockpit from the ECS System:
b. Gunner’s station. 1. ECU switch – OFF.

(1) IDLE STOP – RELEASE and hold. If fumes continue:

(2) Throttle – Off. 2. LAND AS SOON AS POSSIBLE.

(3) EMER ELEC PWR switch – EMERG OFF. 9-32. SMOKE AND FUME ELIMINATION.
9-29. FIRE – FLIGHT. 1. Vents – Open.

If the fire light illuminates and/or fire is observed during 2. LAND AS SOON AS POSSIBLE.
flight, prevailing circumstances (such as VFR, IMC, 9-33. FUEL.
night, altitude, and landing areas available), must be con-
sidered in order to determine whether to execute a pow- 9-34. SINGLE OR DUAL FUEL BOOST
er-on (max Vne), or a power-off landing (max - 120 PUMP FAILURE.
KIAS).
Continued flight below 6000 feet or less pressure altitude
a. Power-On is permitted.
1. LAND AS SOON AS POSSIBLE. Single or dual pump failure.
2. EMER SHUTDOWN. 1. FUEL switch – ON.
b. Power-Off. 2. FUEL BOOST circuit breaker(s) – OUT.
1. AUTOROTATE.
2. EMER SHUTDOWN. ÈÈÈÈÈ
3. LAND AS SOON AS PRACTICABLE.

ÈÈÈÈÈ
CAUTION
9-30. ELECTRICAL FIRE – FLIGHT.
Nose-down attitudes greater than 15 de-
Prior to shutting off all electrical power, the pilot must grees should he avoided because en-
consider the equipment that is essential to a particular gine failure may occur due to fuel
flight environment that will be encountered; e.g., flight in- starvation when the forward fuel boost
struments and fuel boost pumps. In the event of electri- pump is inoperable and with less than
cal fire or suspected electrical fire in flight: 320 pounds of fuel remaining.

9-8
 TM 1-1520-236-10

9-35. ELECTRICAL SYSTEM. 9-40. HYDRAULIC SYSTEM FAILURE.

9-36. DC GENERATOR FAILURE – If a hydraulic malfunction should occur below an air
speed of 40 KIAS, the pilot should turn on the emergency
GEN FAIL CAUTION ALERT DISPLAYED.
hydraulic pump (as appropriate) and land the aircraft as
NOTE soon as possible. If terrain does not permit a landing, ac-
celerate the aircraft to the best controllable airspeed
As battery voltage is depleted there is a above 40 KIAS and comply with the appropriate failure
possibility of activation of the RPM that has occurred.
warning light and RPM audio systems.

1. GEN BUS RESET/GEN FIELD circuit breakers – WARNING

IN.
The ability to increase collective (tor-
2. GEN switch – Move to RESET then to GEN posi- que) may be limited during a single sys-
tion. tem failure and will be limited during a
If generator is not restored, continue as follows: dual system failure. Collective once
lowered may not be able to be raised
3. GEN switch – OFF. again; if altitude cannot be maintained,
jettison wing stores as appropriate.
9-37. ALTERNATOR FAILURE – RECT
Generator and alternator/rectifier fail-
AND ALT FAIL WARNING ALERT ure combined with hydraulic failure will
DISPLAYED. allow not more than five minutes of op-
erating time of the emergency hydraulIc
1. ALTNR switch – OFF RESET, then ON. pump.
If alternator is not restored: During a single system failure, do not
move hydraulic test switch to failed sys-
2. ALTNR – OFF RESET.
tem position. Hydraulic pressure to
3. LAND AS SOON AS POSSIBLE. good system will be interrupted.

9-38. TRANSFORMER RECTIFIER UNIT 9-41. HYDRAULIC FAILURE – SINGLE

(TRU) FAILURE – RECT FAIL CAUTION SYSTEM.
ALERT DISPLAYED. Loss of system No.1 will result in loss of tail rotor servo
and the yaw SCAS actuator. Loss of No. 2 hydraulic sys-
1. ALTNR switch – OFF RESET. tem will result in loss of pitch and roll SCAS actuators.
Cyclic and collective control feedback may be evident
2. ALTNR switch – ON.
during abrupt maneuvers.
10-39. OVERHEATED BATTERY. 1. EMER HYDR PUMP switch – OFF (pilot and gun-
ner).
If overheated battery is suspected or detected proceed
as follows: 2. HYD CONTR circuit breaker – In.
1. BATTERY switch – OFF. 3. EMER HYD PUMP circuit breaker – In.

2. LAND AS SOON AS POSSIBLE. 4. SCAS – Disengage appropriate channels.

3. EMER SHUTDOWN. a. No. 1 system – Yaw channel.

b. No. 2 system – Pitch and roll channels.
WARNING 5. MASTER ARM switch – OFF.
6. LAND AS SOON AS PRACTICABLE. A run-on
Do not open battery compartment and landing at a speed of 50 KIAS or above is recommended.
attempt to disconnect or remove over-
heated battery, fluid will cause thermal 7. EMER HYDR PUMP switch - EMER HYDR
burns and may explode. PUMP (final approach).

9-9
TM 1-1520-236-10

9-42. HYDRAULIC FAILURE – DUAL SYS- 9-45. DITCHING – POWER ON.

TEM.
If it becomes necessary to ditch the helicopter, accom-
Loss of both hydraulic systems will result in loss of hy- plish an approach to an approximate 3-foot hover above
draulic pressure to the SCAS actuators, cyclic, collec- the water and proceed as follows:
tive, and tail rotor servos.
1. MASTER ARM – OFF.

WARNING 2. PLT ORIDE – OFF.

3. JETTISON CANOPY.
During power application above 60
percent, roll oscillations may become 4. Gunner – Exit.
unmanageable. If oscillations become
severe, reduce collective until oscilla- NOTE
tions are manageable. Below 40 KIAS
cycle feedback forces become unman- Correct for cg shift of 2.5 to 4.0 inches
ageable. when gunner exits helicopter.

1. EMER HYDR PUMP switch – OFF (pilot and gun- 5. Hover – Clear of gunner.
ner).

2. HYD CONTR and circuit breaker – In. WARNING

3. EMER HYD PUMP circuit breaker – In.
Life preserver should not be inflated un-
4. SCAS – Disengage all channels. til clear of helicopter.

5. MASTER ARM switch – OFF. 6. AUTOROTATE (Throttle – Off). Apply full collec-
tive pitch prior to the main rotor blades entering the water.
6. LAND AS SOON AS PRACTICABLE. A run-on Maintain a level attitude as the helicopter sinks and until
landing at a speed of 50 KIAS or above is recommended. it begins to roll, then apply cyclic in direction of the roll.
Pilot should exit when main rotor stops.
7. EMER HYDR PUMP switch – EMER HYDR
PUMP (final approach).
9-46. DITCHING – POWER OFF.
NOTE
If ditching is imminent, accomplish engine malfunction
When the collective pitch creeps down, emergency procedures. Decelerate to zero forward
turn the EMER HYDR PUMP switch on speed, level helicopter and jettison canopy just prior
and increase collective as required; to entering the water. Apply collective pitch as the heli-
then, turn the system off. This proce- copter sinks and until it begins to roll, then apply cyclic in
dure can be repeated as requIred. Dur- the direction of the roll. Exit when the main rotor is
ing emergency hydraulic pump opera- stopped.
tion, collective movement may be
slower than normal. NOTE

9-43. LANDING AND DITCHING. There may be a tendency to decelerate

too high over water due to depth per-
9-44. LANDING IN TREES. ception.

A landing in trees should be made when no other landing 9-47.FLIGHT CONTROL/MAIN ROTOR
area is available. Select a landing area containing the SYSTEM MALFUNCTIONS.
least number of trees of minimum height. Decelerate to
zero ground speed at tree-top level and descend into the a. Failure of components within the flight control
trees vertically, applying collective pitch as necessary for system may be indicated through varying degrees of
minimum rate of descent. Prior to the main rotor blades feedback, binding, resistance, or sloppiness. These
entering the tree, ensure throttle is off and apply all of the conditions should not be mistaken for hydraulic power
remaining collective pitch. failure.

9-10
 TM 1-1520-236-10

b. Imminent failure of main rotor components may 9-49. MAST BUMPING.

be indicated by a sudden increase in main rotor vibration
and/or unusual noise. Severe changes in lift characteris- If mast bumping occurs:
tics and/or balance condition can occur due to bIade 1. Reduce severity of maneuver.
strikes, skin separation, shift or loss of balance weights
or other material. Malfunctions may result in severe main 2. LAND AS SOON AS POSSIBLE.
rotor flapping. In the event of a main rotor system mal-
function, proceed as follows: 9-50. STABILITY AND CONTROL AUG-
MENTATION SYSTEM (SCAS) FAILURE.
A failure of the SCAS will be evident by an abrupt change
WARNING in pitch, roll, and/or yaw attitude which, when corrected
by the pilot, will result in an abnormal cyclic or pedal posi-
tion. When SCAS is disengaged, a second correction
Danger exists that the main rotor sys- may be required by the pilot to return level flight. Mast
tem could collapse or separate from the bumping may occur. SCAS off flight is limited to 100
aircraft after landing. A decision must KIAS MAXIMUM. Additionally, power settings above
be made whether occupant egress oc- 60% should be avoided when operating at airspeeds be-
curs before or after the rotor has tween 60 and 100 KIAS with inoperative roll and yaw
stopped. SCAS channel because of instability. If a failure occurs,
proceed as follows:
1. LAND AS SOON AS POSSIBLE.
1. SAS REL button – Press.
2. EMER SHUTDOWN. If condition persists:
2. SCAS POWER switch – OFF.
9-48. LOW G WARNING.
3. Unaffected SCAS channels – Re-engage only if
1. Cyclic – Aft to return rotor to positive thrust condi- power switch has not been turned off.
tion.
2. Reduce severity of maneuver. 4. LAND AS SOON AS PRACTICABLE.

SECTION II. MISSION EQUIPMENT

9-51. WING STORES EMERGENCY JETTI- 9-52. HELLFIRE MISSILEEMERGENCY

SON. PROCEDURES.
a. Unlatched Missile. Indicated by UL appear-
a. Pilot Wing Stores Jettison Procedures. ing in missile symbol.
1. JETTISON SELECT switches – As re- 1. Slow Helicopter, maintain level flight.
quired. 2. LAND AS SOON AS PRACTICAL.
2. Jettison switch or WPN JETT PBA - Press.
3. Accomplish Dearm checklist.
b. Gunner Wing Stores Jettison Procedures. 4. Ground crew/crew member - RELATCH
MISSILE.
1. JTSN SEL switch – As required.
If Missile cannot be latched:
2. WPN JETT PBA - Press.
5. Engine - SHUT DOWN
6. Alert Armament Personnel

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TM 1-1520-236-10

b. Misfire. A misfire occurs when the launch more 9-54. MISSION COMPUTER FAILURE.
does not light. MF legend will appear in missile symbol.
Steady - missile has failed (other than BIT) Indication:
Flashing - Missile misfire; flashes for 6 seconds then dis- 1. All MFDs will go black with NO VIDEO PRESENT
plays continuously.
2. MC 1 FAIL caution message and aural tone
Note 3. DFD switches to FLT display
All weapons firing is prohibited during the 6 second
flashing period. 1. MC PWR Circuit Breakker - Pull and Reset.

1. Land downrange Note

2. Accomplish Dearm checklist
It will take aprpoximately 2 to 2 1/2 minutes for the
3. Wait 30 minutes; download missile.
MC to come back on line and video to be restored to
4. No special Handling required.
the MFDs.

b. Hangfire.
2. If MC is not restored, Land as soon as practical.
Indication A:
1. Motor does not ignite 9-55. DATA CONCENTRATOR UNIT
2. HF legend appears in missile symbol flashing FAILURE.
for 6 seconds then displays continuously.
Indication:
Note DCU1 or DCU2 Fail Caution Segment Illuminates for
All weapons firing is prohibited during the 6 second active DCU.
flashing period.

Procedure A: Note
1. Land downrange OnIy one DCU should be ON at any one time. If crew
2. Accomplish Dearm checklist elects to switch from one DCU to the other, turn the
3. Wait 1 hour; download missile. active DCU off first and then turn the other DCU on
4. Special Handling required. via toggle circuit breakers.

Indication B: 1. Active DCU circuit breaker, toggle OFF then ON.

1. Motor ignites, missile does not seperate
2. Helicopter Yaws. If proper DCU Fail segment fails to extinguish or suspect
3. HF legend appears on missile display. system information is being displayed

Procedure B: 2. Active DCU circuit breaker - Toggle OFF.

1. Attempt to Maintain Helicopte Control. 3. Othe DCU Circuit Breaker - Toggle ON.
2. Follow yaw with Cyclic and Pedal inputs.
3. Jettison affected stores (if feasible).
After landing:
4. Hellfire launcehr ARM/SAFE - SAFE.

9-53. RUNAWAY GUN.

1. Weapons Select Switch - Aft to de-selct Gun.
2. MASTER ARM PBA (cover PBA) – OFF.
3. Continue to orient aircraft in a safe direction
until the Gun stops firing.

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 TM 1-1520-236-10

Table 9-1. Emergency Procedures for WCA Segments

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 TM 1-1520-236-10
Table 9-2. WCA Asdvisory Segments

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