UH-60 SLIDE SHOW

CW3 Nick NicklesB/2-25 Aviation

Updated

17 March 98

EMERGENCY SHUTDOWN

ENG POWER CONT lever(s) - OFF

ENG FUEL SYS selector - OFF

FUEL BOOST PUMP CONTROL switch(es) - OFF

EMERGENCY APU START

FUEL PUMP switch - APU BOOST

APU CONT switch - ON

SINGLE ENGINE FAILURE

Collective - Adjust to maintain RPM R

External cargo/stores - Jettison (if required)

IF CONT FLT IS NOT POSS: LAND AS SOON AS POSSIBLE

IF CONT FLT IS POSS: – Establish single engine airspeed– LAND AS SOON AS PRACTICABLE

DUAL ENGINE FAILURE

AUTOROTATE WARNING: DO NOT RESPOND TO ENGINE OUT AUDIO AND WARNING LIGHTS UNTIL AFTER CHECKING TGT AND RPM R

INCREASING % RPM R ENG PWR CONT lever -Retard high power/TGT

engine, maintain TRQ approximately 10% below other engine.

LAND AS SOON AS PRACTICABLE If the affected engine does not respond to ENG

POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally

If this occurs:– Establish single engine airspeed– Perform EMER ENG SHUTDOWN (affected

engine).

DECREASING %RPM R

Collective - Adjust to control RPM R

ENG PWR CONT LEVER - LOCKOUT low power/TGT engine. Maintain TRQ approximately 10% below other engine.

LAND AS SOON AS PRACTICABLE

CAUTION: When engine is controlled with engine power control lever in lockout, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping % RPM R and % RPM 1 and 2 in operating range

ENG COMPRESSOR STALL

Collective - Reduce

If condition persists

ENG PWR CONT lever (affected engine) - RETARD

ENG PWR CONT lever (affected engine) - FLY

If stall condition recurs

EMER ENG SHUTDOWN (affected engine)

Refer to single engine failure emergency procedure

ENG HIGH SPEED SHAFT FAILURE

Collective - Adjust

EMER ENG SHUTDOWN (affected engine) Do not attempt to restart

Refer to single engine failure emergency procedure

LIGHTNING STRIKE

ENG PWR CONT levers - Adjust as required to control RPM

LAND AS SOON AS POSSIBLE

WARNING: LIGHTNING STRIKES MAY RESULT IN LOSS OF AUTOMATIC FLIGHT CONTROL FUNCTIONS, ENGINE CONTROLS, AND/OR ELECTRIC POWER.

LOSS OF TAIL ROTOR THRUST

AUTOROTATE

ENG PWR CONT levers - OFF (when intended point of landing is assured).

It is important to note that the EP describes placing the ENG POWER CONT levers - OFF during deceleration !

LOSS OF TAIL ROTOR THRUST AT LOW AIRSPEED/HOVER

Collective - Reduce

ENG POWER CONT levers - OFF (5 to 10 feet above touchdown)

TAIL ROTOR QUADRANT CAUTION LIGHT ON WITH

LOSS OF T/R CONTROL Collective - Adjust

LAND AS SOON AS PRACTICABLE

10.5 DEG, T/R PRESET. GIVES CONTINUAL T/R THRUST.

25 AND 145 KTS ACFT IN TRIM.

SHALLOW APPROACH/ROLL ON LANDING.

PEDAL BIND/RESTRICTION OR DRIVE WITH NO

ACCOMPANYING CAUTION LIGHT

Apply pedal force to oppose the drive TRIM switch - Off If normal control forces are not restored: BOOST switch - OFF If control forces normal for boost off flight

are not restored: BOOST switch - ON TAIL SERVO switch -BACKUP, if tail rotor is

not restored...

MAIN XMSN OIL PRESS, XMSN OIL PRESS LOW/XMSN OIL TEMP HIGH OR

XMSN OIL TEMP Caution Light On

LAND AS SOON AS POSSIBLE

If time permits: Slow to 80 KIAS EMER APU START GENERATORS NO.1 and NO.2 switches -

OFF

CHIP INPUT MDL LH OR RH LIGHT

ENG PWR CONT lever on affected engine - IDLE

LAND AS SOON AS POSSIBLE

CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH OR RH, CHIP TAIL XMSN OR

CHIP INT XMSN/TAIL XMSN OIL TEMP OR INT XMSN OIL TEMP

LAND AS SOON AS POSSIBLE

ENG/FUSELAGE FIRE ON GROUND

ENG PWR CONT levers - OFF

ENG EMER OFF handle - Pull if applicable

FIRE EXTGH switch -MAIN/RESERVE as required

APU COMPARTMENT FIRE

APU fire T-handle - Pull

FIRE EXTGH switch -MAIN/RESERVE as required

ENG FIRE IN FLT

ENG PWR CONT lever (affected engine) - OFF

ENG EMER OFF handle - Pull

FIRE EXT switch MAIN/RESERVE as required

LAND AS SOON AS POSSIBLE

WARNING: ATTEMPT TO VISUALLY CONFIRM FIRE BEFORE ENG SHUTDOWN OR DISCHARGING EXTINGQUISHING AGENT

ELECTRICAL FIRE IN FLT

BATT and GENERATORS switches -OFF

LAND AS SOON AS POSSIBLE

#1 AND #2 FUEL FLTR BYPASS LIGHT ON

LAND AS SOON AS POSSIBLE

1 OR 2 FUEL PRESS LIGHT

If the light illuminates and the situation is critical:

FUEL BOOST PUMP CONTROL switches NO.1 PUMP AND NO.2 PUMP _ ON

LAND AS SOON AS PRACTICABLE

1 AND 2 HYD PUMP LIGHT

LAND AS SOON AS POSSIBLE. Restrict control movements to moderate rates

1 or 2 HYD PUMP LIGHT AND BACK UP PUMP ON ADVISORY LIGHT OFF

Airspeed - Adjust to a comfortable airspeed

BACKUP HYD PUMP switch -ON

If BACKUP PUMP ON advisory light remains off:

FPS and BOOST switches -OFF (for #2 HYD PUMP caution light)

LAND AS SOON AS POSSIBLE

A ROLL ON LANDING 40 KIAS OR ABOVE IS REQUIRED.

LOSS OF BOTH THE NO.2 HYD PUMP AND THE BACKUP PUMP RESULTS IN THE LOSS OF PILOT-ASSIST SERVOS.

1 or 2 PRI SERVO PRESS CAUTION LIGHT

ON LAND AS SOON AS

POSSIBLE BEFORE INITIATING

EP ACTION, THE PILOTS SHOULD CHECK THAT BOTH SVO OFF SWITCHES ARE CENTERED.

COLLECTIVE BOOST SERVO HARDOVER/POWER PISTON

FAILURE BOOST SWITCH

OFF

LAND AS SOON AS PRACTICABLE

COLLECTIVE BOOST SERVO FORCES WILL INCREASE AS MUCH AS 150 LBS.

EMER LANDING IN WOODED AREAS POWER OFF

AUTOROTATE Decelerate helicopter to stop all forward speed at treetop level

COLLECTIVE ADJUST to maximum before main rotor contacts tree branches

DITCHING PWR OFF AUTOROTATE

Cockpit doors jettison and cabin doors open prior to entering water

Cyclic Position in direction of roll

Exit when main rotor has stopped

MAINTAIN A LEVEL ATTITUDE AS THE HELICOPTER SINKS AND UNTIL IT BEGINS TO ROLL; THEN APPLY CYCLIC IN THE DIRECTION OF THE ROLL. EXIT WHEN THE MAIN ROTOR IS STOPPED.

FLT CONTROL/MAIN ROTOR SYSTEM MALFUNCTION

LAND AS SOON AS POSSIBLE

EMER ENG(S) SHUTDOWN after landing

WARNING: DANGER EXIST THAT THE MAIN ROTOR SYSTEM COULD COLLAPSE OR SEPARATE FROM THE AIRCRAFT AFTER LANDING. EXIT WHEN MAIN ROTOR HAS STOPPED

STABILATOR MALFUNCTION - AUTO

MODE FAILURE CYCLIC SLEW switch -

Adjust if necessary to arrest nose down pitch rate

AUTO CONTROL switch -press ON once

WARNING: IF ACCEL IS CONT OR COLLECTIVE IS DEC WITH THE STAB IN A TRAILING EDGE DOWN POS, LONG. CONTROL WILL BE LOST. THE STAB SHALL BE SLEWED TO 0 DEG ABOVE 40 AND FULL DOWN A/S LESS THAN 40.

IF STAB AUTO MODE REPEATEDLY DISENGAGES DURING FLT. FLT ABOVE 70 IS PROH WITH STAB IN AUTO

WARNING: PRESSING THE AUTO CONTROL RESET AFTER A FAILURE OCCURS RESULTS IN THE AUTO MODE COMING ON FOR ONE SEC. IF A HARDOVER SIGNAL TO ONE ACT IS PRESENT, THE STAB COULD MOVE 4 TO 5 DEG IN THAT SEC. SUBSEQUENT RESET COULD RESULT IN STAB TO AN UNSAFE POS.

UNCOMMANDED NOSE DOWN PITCH ATT

CHANGE Cyclic - Adjust as

required Collective - Maintain

or increase Cyclic slew up switch

- Adjust as required to arrest nose down pitch rate

MAN SLEW switch - Adjust 0 degrees above 40KIAS, full down below 40 KIAS

THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH AFT CYCLIC. MAINTAINING OR INCREASING COLLECTIVE POSITION MAY ASSIST IN CORRECTING FOR A NOSE DOWN PITCH ATTITUDE.

UNCOMMANDED NOSE UP PITCH ATTITUDE

Cyclic - Adjust as required

Collective - Reduce as required

MAN SLEW switch - Adjust to 0 degrees above 40 KIAS and full down below 40 KIAS.

LAND AS SOON AS PRACTICABLE

THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH FORWARD CYCLIC. AT AIRSPEEDS ABOVE 140 KIAS, A COLLECTIVE REDUCTION OF APPROX 3 INCHES, SIMULTANEOUSLY WITH FORWARD CYCLIC WILL ARREST THE NOSE UP PITCH RATE.

MAX WIND FOR ROTOR START FROM ANY DIR:

45 KTS

MAIN TRAN MODULE LIMIT

Oil Pressure 45-60 Range For Most Conditions. 45-55 (A)

Fluctuation In Steady State Below 45 Psi, Make -13 Entry

Pitch Attitude >6 Deg Will Cause Press Fluctuation (30 psi, normal)

MAIN ROTOR OVERSPEED

127%137%142%

MAIN ROTOR RPM POWER ON

Min Except For Idle And Trans 91%

Continuous 95 - 101%Transient 101 - 107%

MAIN ROTOR RPM POWER OFF

NORMAL 90 - 105%TRANSIENT 105 - 110%MAXIMUM 110%

ENGINE RPM

Min 91 Except Idle And TransContinuous 95-101Trans 101-10512 Sec Trans 105-107Avoid 20-40 And 60-90 Except

During Start And Shutdown

FUEL QUANTITY (UH-60L)

PRECAUTIONARY 0 - 200 LBSNORMAL 200 - 1500 LBS

AIRSPEED

Maximum 193 Kts Section V For Additional Limits One Engine Inop 130 Kts Max For Auto 16825> 150 Kts Max For Auto 16825< 130 Kts One Sas Inop 170 Kts Two Sas Inop 150 Kts Two Sas Inop, Imc 140 Kts

FLIGHT LIMIT

Sideward/rearward • >45 Knots, > 35 Efrs

ProhibitedConbined Flt And Windspeed >

45kts, >35 Efrs Prohibited

AIRSPEED ADDITIONAL

1 Hyd Sys Inop 170 Kts 2 Hyd Sys Inop 150 Kts 2 Hyd Sys Inop, Imc 140 Kts Max Airspeed For Extending And

Extended: Landing Light 130 KIAS 180 KIAS Search Light 100 KIAS 180 KIAS

STABILATOR POSITION INDICATOR

0 DEG 150 KIAS 10 DEG 100 KIAS 20 DEG 80 KIAS 30 DEG 60 KIAS 40 DEG 45 KIAS

ENGINE NG

Continuous 0 - 99%30 Min Limit 99 - 102%10 Sec Transient 102 -

105%

ENGINE OIL PRESSURE

Minimum 22 PSI 20@35psi

Idle 22 - 26 PSIContinuous 26 - 100 PSI 20-1005 Minute Lim100-120 PSIMaximum 120 PSI 100

ENGINE % TORQUE 10 Second Transient Dual Engine 100-125

– Above 80 Kias 100-144 %– 80 Kias Or Below 120-144%

Single Engine 135-144% 110-135

Max Continuous Dual Engine 0-100

– Above 80 Kias 0-100%– At Or Below 80 Kias 0-120%

Single Engine 0-135% 0-110

TGT

Normal 0-810 Deg 0-775 Start Abort 851 Deg 850 30 Min Limit 810-851 Deg 775-850 10 Min Limit 851-878 Deg 2.5 Minutes Transient 878-903 Deg 10 Sec Transient 903-949 Deg 850-886

ENGINE OIL TEMPERTURE

Continuous -50-135 Deg 30 Minute Limit 135-150 Deg Maximum 150 Deg

MAIN TRANSMISSION OIL TEMERATURE

Continuous -50-105 Deg Precautionary105-140 Deg 105-120 Maximum 140 Deg 120

MAIN TRANSMISSION OIL PRESSURE

Minimum 20 Psi Idle And Transient 20-30 Psi Continuous 30-65 Psi Precautionary 65-130 Psi Maximum 130 Psi

ENGINE STARTER LIMITS

15 Deg and below - 2 Cycles, Followed By 3 Min. Rest, 2 Additional Cycles, Then 30 Min. Rest.

15 Deg to +52 Deg - 2 Cycles, 30 Min. Rest.

PNEUMATIC SOURCE INLET LIMITS

Source Temp PsigPpm

Min Ground Air 149 40 30Max Ground Air 249 50 -

ENG START LIMITS

No Crossbleed Starts Unless Ant-ice Is Off, > 90 % Ng, 100 Rotor Rpm R.

>14,000, Press Start Sw, Pwr Lever Off, Max Motoring 24%, Before Going To Idle.

ENG OVERSPD CHECK LIMIT

Eng Overspeed Check In Flight Is Prohibited

Eng Overspeed On The Ground Are Authorized By Maint Personnel

FUEL LIMITATIONS

When using all fuels both fuel boost pumps shall be on and operational. Otherwise, engine flame out may result

WEIGHT LIMITATION

Max gross weight 22,000 lbs. Max with provisions 22,000, external cargo hook load operations in excess of 8000 lbs is 23,500 lbs (l).

Cargo floor maximum capacity of 300 lbs per sq. ft.

Stowage, cabin ceiling and cargo hook limit– Storage compartment 125 lbs– 4 cabin ceiling tiedown 4000 lbs– Cargo hook 8000 lbs 9000 lbs

CABIN DOOR/WINDOWS OPEN

Cabin Door Fully Open 100 Kias With Sound Proofing Aft Of 379

Cabin Door Fully Open 145 Kias With Soundproofing Rem Or Secured Properly Aft Of Station 379

Cockpit Sliding Windows Will Not Be Opened, Except Hover

Gunner Door Open -170 Kias Flight With Cockpit Door(s) Removed Is

Prohibited.

AIRSPEED LIMITS STABILATOR AUTO

MODE FAILUREStab Full Down < 40 Kias Zero > 40 KiasAuto Shall Be Limited To 120

Kias All WeightsManual Control Not Available.

Placard Limit Will Be Observed Auto Limit Will Not Exceed 120

Kias

MANUEVERING LIMIT

Hovering Turns > 30 Deg Per Sec, +- 30 Pitch, +- 60 Roll

Simultaneous Moving Of Both PCLs To Idle/Off In Flight

Rearward Ground Taxi is Prohibited

MANUEVER LIMIT CONT

Prolong rearward flight and downwind hover avoid to prevent accumulation of exhaust fumes in cockpit and heat damage to windows or open cabin doors

Flight resulting in severe blade stall and significant increase in 4 per rev vibration prohibited

MANEUVER LIMIT CONT

>80 kias, avoid abrupt full pedal inputs to prevent excess tail rotor sys load

Sling load limited to 30 deg angle of bank

Rearward flt with hoist load limited to 35 kts

MANEUVER LIMIT CONT

Side flt is limited by bank angle and is dec. As airspeed inc.

Bank angle shall be limited to 30 deg when pri servo press caution light is on.

80 kts recommend for auto, chart 9-4

LANDING GEAR LIMITATION

WEIGHT SLOPE LEVEL 16825 > 360 FPM 540 FPM 16825< 180 FPM 300 FPM

LANDING SPEED LIMITATION

Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain.

SLOPE LANDING LIMIT 15 degrees nose up (30 min. Limit

with pressure fluctuations) , right/left wheel upslope

Reduced 2 degrees for every 5 knots of wind

6 degree downslope, > 15 knots tailwind, not conducted

Low frequency oscillation may occur when landing down on a slope with the cyclic near aft stop

FLIGHT IN ICING

Helicopters not equipped with engine inlet anti-ice modulating valve, insulated ambient air sensing tube, blade de-ice kit prohibited.

Installed: forecast or known moderate icing

Blade erosion kit: prohibited

ENGINE INLET ANTI-ICE LIMITATION

Avoid ops under conditions of extreme low power requirement such as: high rate of descent 1900 fpm. Or ground ops below 100 % rpm, during icing condition

Temp +4 degree C, visible liquid, icing may occur

BACKUP HYD PUMP HOT WX LIMIT(ROTOR

STATIC)FATOperation Time Cooldown -54 - +32 Continuous none+33 - +38 24 min 72 min+39 - +52 16 min 48 min

APU OPERATION LIMIT

>43 degree C with engine/rotor operating APU is limited to 30 minutes

Not operating, continuously up to +51 degrees C

WINDSHIELD ANTI-ICE CHK

FAT > 21 DEG C

TURBULENCE/THUNDER STORM

Severe turbulence is prohibited

Thunderstorm prohibitedTurbulence with slingload

attached and inop collective friction is prohibited

ALTERNATOR PROVIDES

Ng Signal To CockpitPower IgnitionPower To The DEC

HMU Fuel pumping Fuel flow metering Accel/decel limiting Ng limiting/ng shutdown @110%. Vg and anti-ice start bleed valve positioning Torque motor (DEC input) to trim IAW Ng

output (yellow wire) TGT limiting, load sharing, Ng governor

LDS (coll input) to match Ng output to main rotor load demands.

PAS (power control lever input) to set max power available and override to DEC (lockout in a malfunction)

Vapor vent for priming

ODV

Sequence Main FuelPurge Start/main FuelProvides Np Overspeed

Protection (Muscle), Needs The DEC.

AFCS IS MADE UP OF

SAS (1 And 2)FPSTrimStabilator

FPS

Below 60 Kias AboveAtt Hold Pitch Att Hold/a/sAtt Hold Roll Att HoldHdg Hold Yaw Hdg

Hold/turn Note: Fps Must Have SAS 1 Or

2, Yaw Boost And Trim System

FUEL SYS FLOW Pump (Submerged) Prime Boost Pump (#1 Eng/apu) Pump (Eng. Driven) Filter Bypass 18-22 Psid HMU Liquid To Liquid Cooler ODV Engine

THE FOUR ITEM ON REAR OF THE ENG (L TO

R)Particle Sep BlowerODV Valve (Blue Wire-Np

Solenoid)HMUStarter DriveNote: Actuator Under The HMU

Is For Vg Link

FRONT OF ACCY SECTION(L TO R)

Oil Temp Sensor (150)Oil Press Sensor(<20 Degrees)AlternatorOil FilterFuel Boost PumpOil CoolerFuel Filter

STABILATOR

The angle of incidence is changed by two electric actuators

5 FUNCTIONS OF THE STABILATOR: SCALP

Streamlines Stabilator <30 Kts Collective Coupling:compensates

For Aircraft Movement Angle Of Incidence:level Fuselage

As Aircraft Increases Speed Lateral Excursions:input From

Accelerometers: Right, Stab Down, Left Stab Edge Up

Pitch Rate Feedback:pitch Gyro

WOW SWITCH (ITABUSH) IFF MODE 4

THERMAL SWITCH - B/U PUMP AUDIO WARNING: LOW RPM BACKUP PUMP-AUTO IS REMOVED UNDERFREQENCY PROTECTION-

GEN 95%RPM R SAS/FPS DISABLED HYD LEAK SYS ACTIVATED (HYD LEAK

TEST SWITCH)

LOAD SHARING

Low engine increases power because of load sharing and the high engine will decrease power because of Np governing

PCL LOCKOUT

Engine response is much faster and TGT limiting is inoperative. Care must be taken not to exceed TGT limits and keep % RPM R and % RPM 1 and 2 within operating range

4 MECHANICAL MIXES

Collective To Pitch: DownwashCollective To Yaw: TorqueCollective To Roll: Translating

TendencyYaw To Pitch: Vertical ThrustNote: Minimizes Intercontrol

Coupling.

BACKUP PUMP OP’S

Backup Pump With Reservoir (Micro Sw 60% Remain, Ac Motor, Depressurization Valve Operates At 700 Psi

Util Module, Backup Pump Adv Light ,Slam Valve (Velocity Fuse) 1.5 Gpm.

2nd Stage T/r Servo And #2 T/r Light Apu Accumulator: Hyd Fluid With A Return

Line And Nitrogen To The Gauge With Accum Low Light For 2800 Psi And Below.

B/U PUMP ACTIVATION

#1 Res Low#1 Hyd Pump#1 T/r Servo#2 Hyd PumpApu Accum Low

LEAK ISOLATION

LDI- Is Used In #1 T/r Servo And Pilot Assist Area

Trans Mod-in The Hyd PumpsPilot-primary ServoNote: The Hyd Leak Test

Switch Controls The LDIs Through The Logic Module For 1 And 2 Hyd Sys

#1 HYD SYS OP’S

1 Hyd Pump With Return And Press Filter Res Low Sw (60%)

Trans Module With Press Sw (2000 Psi) Trans Valve For B/u Sys And LDI For 1t/r Servo

1st Stage Servo L-r Is For,aft,lat With Prim Servo Press Sw Light

1 Stage T/r Servo(inside Gear Box) With 1 T/r Light

PILOT ASSIST AREA

Collective Boost Servo(power Steering) (Grunt Factor)

Pitch Boost Servo (Dampens SAS Feedback) Pitch SAS Actuator (stability) Pitch Trim Actuator (Long Axis And Attitude,

Controlled By Fps And Trim Button) 1000 Psi Roll SAS Actuator (Stability) Yaw SAS Actuator (Stability) Yaw Boost Assembly (power steering) (Grunt Factor) Roll/yaw Trim Actuator (Elect) Note: Coll/yaw Boost Have Press Sw For Seg Light

#2 HYD SYS OP’S 2 hyd pump with return and press filter

reservoir low switch (60%) Trans module with press switch (2000

psi) transfer valve for b/u sys and LDI for pilot assist module/area,primary servos

2nd stage servo l-r is for, aft, lateral with prim servo press switch light

Pilot assist module has shut off valves to boost servo, SAS and pitch/trim actuator and SAS off, boost servo, fps, trim fail press switch

GLIDE SLOPE DEV POINTER

.25 DEG PER DOT

PROCESSED INFORMATION

Roll command barPitch command bar (airspeed)Collective position indicatorNote: all processed information

has yellow indicatorsNote: CIS mode select with hdg,

nav and alt gives this!!

RULE OF 5 FOR CIS#1 Pointer - Doppler#2 Pointer-ADF and VORCourse Deviation Bar (HSI) -

Doppler, VOR and LocalizerCourse Deviation Pointer (VSI)

Doppler , VOR, Localizer, FM Home.

Roll Command Bar(VSI)- Doppler VOR, Localizer, FM Home, HDG

HDG AND NAV SEL

If your heading and NAV are selected you will be in HDG mode.

Note: NAV switch ops, commands 45 deg intercept of selected course (HSI course window. When HDG mode is not selected, within 10 degrees of VOR course, 2.5 degrees localizer center, causes heading mode to drop out automatically when within capture zone.

ENGINE STARTS

Air assisted (pneumatic)Engine air inlet is open at 4

degrees and closed at 13 degrees

APU start - hydraulic assisted

MISCELLANOUS INFO Torque q1 and q2 within 5% Low rotor audio 95% Ng engine out 55% Min engine oil psi 22 psi TGT limiting 866+/- 6 degrees, 896 +/- 5

degrees Best cockpit indications RPM R and TGT Engine correlation: TGT - Ng - TQ and % RPM R

with eng 1 and 2 100% Oil tank 1.7 gal, bypass cooler below 71 deg c. 1 quart per 6.5 flt hr

ENGINE SECTIONS

Cold section moduleAccessory sectionHot section inserted in the

center of the cold sectPower turbine section

PNEUMATIC SYS

4% less max torq avail dual eng/ heater

18% max torq avail single eng/ anti ice

INTERCONNECTING HARNESSES

Yellow: supplies power from engine alternator (engine functions)

Blue: overspeed signalGreen: cockpit instrument

signalsBlack: ignition. 2 ignitors

MISCELLANOUS INFO

Design weight 16,825, max 22,000 modified Deck load limit 300 lbs per sq ft Transitions section 2 main tanks 180 gal

each 1 on left 2 on right Tail pylon mounting for intermediate

gearbox 58 degrees and tail gearbox 105 degrees

Main rotor fully articulated T/R canted 20 degrees, 400 lbs lift at

16,250, 2.5 percent of gross weight

MISCELLANOUS INFO

Stabilator 14.4 ft long one pieceAngle of incidence change by 2

electrical actuatorsLanding gear 11.25 gAirframe sect nose(crew), mid

(pax), aft (transition)(fuel), tail cone, tail rotor pylon, horizontal stab, main rotor pylon