*TM 1-1520-237-10 25 SEPTEMBER 2009 SUMMARY OF CHANGES

Overview The 25 September 2009 Operator’s Manual is a new revision. The following brief itemizes the significant changes. It does not capture smaller changes that comprise of editing fixes or verbiage corrections that did not change the original meaning of the subject. New specific verbiage is highlighted in blue font throughout the brief.

Chapter 1 No changes

Chapter 2 2.3 UH-60A WITH T700-GE-701D/CC ENGINES. Added Paragraph: H−60A+ Some UH-60A helicopters have been modified by replacing the T700-GE-700 with T700-GE-701D/CC engines. This modification also added upgraded Inlet Anti-Ice valves, cross bleed shutoff valves and couplings that withstand the higher bleed air temperatures of the new engine. An additional Nr sensor mounted on the accessory gearbox and a third potentiometer installed on the mixing unit provide transient droop improvement. Automatic relight is provided by the addition of relays in the cabin overhead. The Central Display Unit (CDU) has been replaced with a UH-60L CDU to provide T700-GE-701D/CC engine parameters.

Chapter 2 Emergency override should only be used Added new warning and paragraph verbiage: 2.70.2 APU Fuel Control System (Helicopters equipped with *T-62T-40-1 APU). Emergency override should only be used under actual emergency conditions. APU Faults must be corrected as soon as possible after discovery. * This paragraph also includes new verbiage on the Hamilton Sundstrand APU T-62T-40 series and its two different types of controllers (ESU vs. DESU).

Chapter 2 To avoid damage to packings and seals in Added new caution: 2.89 ENGINE OIL SYSTEM SERVICING. To avoid damage to packings and seals in the engine oil system, MIL-PRF-23699 HTS (High Thermal Stability) oil shall not be used in the engine oil tank.

Chapter 2 Added a 9th note: Table 2-4. Fuel and Lubricants, Specifications, and Capacities Notes: 9. To avoid damage to packings and seals in the engine oil system, MILPRF-23699 HTS (High Thermal Stability) oil shall not be used in the engine oil tank.

Chapter 3 Added AN/ASN 128D Equipment Information to Table 3-1: Table 3-1. Communication/Navigation Equipment (Cont) Provides present position or destination navigation information in latitude and longitude (degrees and minutes) or Military Grid Reference System (MGRS) coordinates. Combined Mode is prime (default) mode of operation where the GPS updates Doppler present position. Doppler ONLY or GPS ONLY navigation is selectable from CDU. These modes of operation may also be selected manually. This system also provides Position, Velocity, Time (PVT) and steering data to the Pilot and Copilot’s Horizontal Situation Indicator (HSI) and Vertical Situation Indicator (VSI), during Instrument Flight Rules (IFR), Visual Flight Rules (VFR) or Instrument Meteorological Conditions (IMC). During en route, terminal flight or non-precision approaches. External connector on the SDC allows for GPS HOT-START from a Precision Lightweight GPS Receiver (PLGR). Doppler/GPS Navigation Set AN/ASN-128D Navigation UH Added AN/ASN 128D Equipment Information to Table 3-1:

Chapter 3 Comprehensive AN/ASN-128D section added to Chapter 3: 3.18 DOPPLER/GPS NAVIGATION SET (DGNS) AN/ASN-128D. See -10 pages 3-79 through 3-119

Chapter 4 4.18.5 Cable Shear System. 4.18.6.1 Preflight (if use is anticipated).* *Preflight detailed procedures removed from paragraph NOTE For preflight PMCS, refer to TM 1-1680-320-13&P.

Chapter 5 T700 & 701C/701D/CC Engine Oil Temp and Engine Oil Press limitations consolidated on one page (P 5-5) T700 & 701C/701D/CC TGT and Engine % TRQ limitations consolidated on one page (P 5-6) UH60A/EH60A/HH60A/UH60+ & UH60L/HH60L Main XMSN Oil Temp and Main XMSN Oil Press limitations consolidated on one page (P 5-7)

Chapter 5 T700

Chapter 5 T701C or 701D/CC

Chapter 6 No changes

Chapter 7A Associates the term UH60A+ to any area in the chapter that uses the term UH60L. Example – 7A.7 PERFORMANCE DATA BASIS - CLEAN. The data presented in the performance charts are primarily derived for a clean UH-60L or H−60A+ helicopter and are based on U. S. Army test data …….

Chapter 8 A new requirement that TR Driveshaft sections I, II, III, and IV are inspected during pre-flight and thru-flight checks. This new requirement is from a concern that FOD in the TR driveshaft area or damage to the TR driveshaft could cause it to be sheared. A Maintenance Engineering Call (MEC) has been issued waiving the “Section IV driveshaft – Check for Damage, Debris or FOD” step for Fort Rucker UH60A/L/M and EH60A aircraft. This MEC shall function as a 30 day waiver to the requirement for inspection beginning on 22 FEB 2010.

Chapter 8 8.12 CABIN TOP (AREA 3) 3. APU compartment - Check for damage, debris or FOD. 4. Section I driveshaft - Check for damage, debris or FOD. O 5. APU IPS – Check.

Chapter 8 8.14 FUSELAGE - LEFT SIDE (AREA 5) j. Antennas - Check. k. Tail landing gear - Check. 2. Section II driveshaft - Check for damage, debris or FOD. 3. Section III driveshaft - Check for damage, debris or FOD. *4. Intermediate gear box - Check; oil level.

Chapter 8 8.15 TAIL PYLON (AREA 6) 1. Section IV driveshaft - Check for damage, debris or FOD. 2. Tail pylon - Check. a. Stabilator - Check.

Chapter 8 8.19 BEFORE STARTING ENGINES. Doppler/GPS – Program has renamed Doppler/GPS – On and Program and moved up from step 13 to step 5.

Chapter 8 8.19 BEFORE STARTING ENGINES. *3. APU generator switch - ON. *4. EXT PWR switch - OFF and cable disconnected. *5. Doppler/GPS - On and program. NOTE Only use map datums WGS-84 and NAD-27. Other map datums were not verified using the Aviation Mission Planning System (AMPS), and should not be used.

Chapter 8 8.18 BEFORE STARTING ENGINES. 19. Flight Controls – Check first helicopter flight of the day. Substeps h. and i. have been changed.

Chapter 8 8.18 BEFORE STARTING ENGINES. 19. Flight Controls – Check first helicopter flight of the day. NOTE During steps h. and i., check for not more than 1.5 inches of freeplay in control. h. Collective both sides - Move through full range in no less than 5 seconds. There should be no binding. i. Pedals both sides - Move both pedals through the full range in no less than 5 seconds. There should be no binding.

Chapter 8 8.18 BEFORE STARTING ENGINES. Attitude Reference – Check has been renumbered from step 24.1 to step 26 *24. GPS/DPLR NAV MODE selector - OFF. 25. Barometric altimeters - Set. 26. Attitude reference - Check. O. 27. Blade deice system - Test as required.

Chapter 8 8.20 STARTING ENGINES. * 6. Engine(s) - Start. Added new NOTE. 8.20 STARTING ENGINES. * 6. Engine(s) - Start. If start is attempted with ENGINE IGNITION switch OFF, do not place switch ON. Abort the start. NOTE During engine start, the #1 or # 2 FUEL PRESS cautions may appear briefly during an engine start. The FUEL BOOST PUMP CONTROL switches shall not be used to extinguish the #1 or # 2 FUEL PRESS cautions during an engine start sequence.

Chapter 8 8.20 STARTING ENGINES. Added new Step. 8.20 STARTING ENGINES. * 21. FUEL BOOST PUMP CONTROL switches – Check before every flight to determine operability. Leave on if required

Chapter 9 9.5 EMERGENCY EXITS. Warning was replaced: Old Warning: New Warning: The cyclic shall be held at all times with the rotor turning. In cases where emergency exit is required prior to rotor coasting to a stop, make sure that the cyclic stick is centered until the last crewmember can depart the cockpit. Since the main rotor shaft has a 3° forward tilt, an exit to the right rear or left rear will provide the greatest rotor clearance safety. For helicopters with a non-operational roll-trim actuator, the cyclic shall be continuously held while on the ground with rotor turning. In cases where emergency exit is required prior to rotor coasting to a stop, make sure that the cyclic stick is centered until the last crewmember can depart the cockpit. Since the main rotor shaft has a 3° forward tilt, an exit to the right rear or left rear will provide the greatest rotor clearance safety.

Chapter 9 9.22 ROTORS, TRANSMISSIONS, AND DRIVE SYSTEMS. Tail Rotor Malfunctions - General Four comprehensive paragraphs describing in detail both Loss of Thrust and Fixed Pitch TR malfunctions has been added to this section. The next slide will cover an outline of the main points in the verbiage but all crewmembers must read the section in detail.

Chapter 9 Two general categories of tail rotor malfunctions: 1. Loss of Tail Rotor Thrust 2. Fixed Pitch 1. Loss of Tail Rotor Thrust: a. Caused by failure of TR gearbox, INT gearbox, or TR driveshaft b. Aircraft behavior (right yaw and nose pitch down attitude rates) depending on low or high airspeeds c. Autorotation considerations d. Danger of large sideslip angles e. Headwind and quartering crosswind considerations for heading control.

Chapter 9 Two general categories of tail rotor malfunctions: 1. Loss of Tail Rotor Thrust 2. Fixed Pitch 2. FIXED PITCH: a. Caused by Jam, Binding, Failure of TR quadrant b. Aircraft behavior depending on the amount of anti-torque applied ,GWT, forward airspeed, altitude c. Fixed Right Pedal/Decreased Power condition d. Fixed Left Pedal/Increased Power condition e. Headwind and quartering crosswind considerations for heading control.

Chapter 9 9.22.1 Loss of Tail Rotor Thrust in Cruise Flight. If autorotation entry is delayed, large sideslip angles can develop causing low indicated airspeed with the stabilator programming down. This will make it more difficult to establish or maintain adequate autorotative airspeed. 1. Airspeed - Adjust to 80 KIAS or above. 2. AUTOROTATE - Maintain airspeed at or above 80 KIAS. 3. ENG POWER CONT levers - OFF (during deceleration when intended point of landing is assured).

Chapter 9 9.22.2 Loss of Tail Rotor Thrust or TAIL ROTOR QUADRANT Caution Appears with Loss of Control at Low Airspeed/Hover (Right Rotation). Loss of tail rotor thrust at low airspeed may result in extreme yaw angles and uncontrolled rotation to the right. Immediate collective pitch reduction must be initiated to reduce the yaw and begin a controlled rate of descent. If the helicopter is high enough above the ground, initiate a power-on descent. Collective should be adjusted so that an acceptable compromise between rate of turn and rate of descent is maintained. At approximately 5 to 10 feet above touchdown, initiate a hovering autorotation by moving the ENG POWER CONT levers - OFF.

Chapter 9 9.22.2 Loss of Tail Rotor Thrust or TAIL ROTOR QUADRANT Caution Appears with Loss of Control at Low Airspeed/Hover (Right Rotation). CON’T: 1. Collective - Reduce. 2. ENG POWER CONT levers – OFF (5 to 10 feet above touchdown.

Chapter 9 If the helicopter is shut down and/or 9.22.3 TAIL ROTOR QUADRANT Caution Appears in Cruise Flight. If the helicopter is shut down and/or hydraulic power is removed with one tail rotor cable failure, disconnection of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will displace the cable and boost servo piston enough to unlatch the quadrant cable.

Chapter 9 9.22.3 TAIL ROTOR QUADRANT Caution Appears in Cruise Flight. CON’T: a. Loss of one tail rotor cable will be indicated by appearance of the TAIL ROTOR QUADRANT caution. No change in handling characteristics should occur if only one cable fails. b. If both tail rotor control cables fail, a centering spring will position the tail rotor servo linkage to provide 101⁄2 degrees of pitch. This will allow trimmed flight at about 25 KIAS up to 145 KIAS (these speeds will vary with gross weight). At airspeed below 25 and above 145 KIAS, right yaw can be controlled by reducing collective. Between 25 and 145

Chapter 9 9.22.3 TAIL ROTOR QUADRANT Caution Appears in Cruise Flight. CON’T: 1. Collective – Adjust to determine controllability (Fixed Right or Left). 2. LAND AS SOON AS PRACTICABLE.

Chapter 9 9.22.4 TAIL ROTOR QUADRANT Caution Appears or Loss of Control at Low Airspeed/Hover (Left Rotation). CON’T: 1. ENG POWER CONT lever(s) – Retard to begin a partial power descent). 2. Collective – Adjust to preserve RPM R. 3. ENG POWER CONT levers – OFF (5 to 10 feet above touchdown. 4. Collective – Adjust for landing. 9.22.4 TAIL ROTOR QUADRANT Caution Appears or Loss of Control at Low Airspeed/Hover (Left Rotation). CON’T: 1. ENG POWER CONT lever(s) – Retard to begin a partial power descent). 2. Collective – Adjust to preserve RPM R. 3. ENG POWER CONT levers – OFF (5 to 10 feet above touchdown. 4. Collective – Adjust for landing.

Chapter 9 9.22.5 Pedal Bind/Restriction or Drive With No Accompanying Caution. A malfunction within the yaw boost servo or tail rotor servo can produce much higher force at the pedals and the affected servo must be turned off. A hardover failure of the yaw boost servo will increase control forces as much as 250 pounds on the pedals. 1. Apply pedal force to oppose the drive. 2. Check other pedals for proper operation. 3. TAIL SERVO switch – BACKUP. If normal control authority is not restored:

Chapter 9 9.22.5 Pedal Bind/Restriction or Drive With No Accompanying Caution. CON’T 4. TAIL SERVO switch – NORMAL. 5. BOOST switch - OFF. If normal control authority is not restored:

Chapter 9 9.22.5 Pedal Bind/Restriction or Drive With No Accompanying Caution. CON’T 6. BOOST switch - ON. 7. Collective – Adjust to determine controllability for landing. 8. LAND AS SOON AS PRACTICABLE.

9.25.4 #1 or #2 FUEL PRESS Caution Appears. Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears. Consideration must be given to any suspected fuel system compromise. If a compromise is suspected, the pilot must make every attempt to avoid or reduce the possibility of an ignition source. A fuel leak occurring in the oil cooler access area may result in fuel and/or fumes accumulating in or around the APU/engine compartments. In such cases, APU/engine operation may result in fire.

Chapter 9 make rapid collective movements. Critical situations are 9.25.4 #1 or #2 FUEL PRESS Caution Appears. CON’T a. If the caution appears, flameout is possible. Do not make rapid collective movements. Critical situations are those where single engine flight is not possible, and the potential for fire resulting from a fuel leak is secondary to engine flameout.

Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears. CON’T If the caution appears and the situation is critical: 1. ENG FUEL SYS selector on affected engine - XFD. 2. FUEL BOOST PUMP CONTROL switches - NO. 1 PUMP or NO. 2 PUMP - ON (As applicable). 3. LAND AS SOON AS POSSIBLE. 4. EMER ENG SHUTDOWN after landing.

Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears. CON’T b. Non-critical situations are those where single engine flight is possible.

Chapter 9 9.25.4 #1 or #2 FUEL PRESS Caution Appears. CON’T If the caution appears and the situation is not critical: 1. ENG FUEL SYS selector on affected engine - XFD. 2. FUEL BOOST PUMP CONTROL switches - NO. 1 PUMP or NO. 2 PUMP - ON (As applicable). 3. LAND AS SOON AS PRACTICABLE.

QUESTIONS?