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and second fan activation.
2-3-42. EAPS Bypass Doors.
The EAPS is provided with a by-pass mechanism which
enables the engine to continue run in the event of a
blockage of the EAPS unit due to airborne debris blocking
the separator. Two by-pass doors resembling curved
rectangular panels (fig. 2-3-9) are mounted flush with the
outer surface of the EAPS and opened by electronic
actuators. The door mechanism includes two tubular
guide rods per door to achieve a smooth transitional
movement along with structural strength and stiffness.
When the EAPS ENG 1 or 2 DOORS switch is placed in
the OPEN position, the two bypass doors for that side are
activated, bypassing engine air around the separator
inlet. In snow and icing conditions the by-pass doors
must be kept in the closed position, otherwise ice may be
injected into the engine. Power to operate the by-pass
doors are supplied from No. 1 and No. 2 28-volt DC
buses through the EAPS 1 and EAPS 2 BYPASS
DOORS circuit breakers.
CAUTION
The by-pass door must be kept closed
during snow and icing conditions otherwise
ice may be injected into the engine
causing possible damage or failure.
CAUTION
With EAPS installed and the bypass panels
open FADEC primary channel may fail
when rearward airspeed exceeds 40 knots
airspeed or 40 knots tailwind. These conditions
should be avoided.
2-3-43. EAPS Control Boxes.
EAPS control boxes (fig. 2-3-10) are installed in the cabin
RH side at station 415 and LH side at station 390. Each
box contains press-to-test lights labeled EAPS NO. 1
BYPASS DOORS OPEN and EAPS NO. 2 BYPASS
DOORS OPEN. They illuminate when their respective
TM 1-1520-240-10
2-3-17
EAPS control switch located in the EAPS control panel
is in the OPEN position and the doors are fully open, and
will extinguish when the switch is in the CLOSE position
and the doors are fully closed.
2-3-44. Differential Pressure Switch.
Each separator is equipped with a differential pressure
switch to determine the air passages of the EAPS unit are
blocked. The switch senses the pressure difference between
the inside and outside of the curved panels of the
EAPS unit. When a differential pressure is detected, the
EAPS 1 FAIL or EAPS 2 FAIL caution lights illuminated.
2-3-45. EAPS Switches.
There are four, 2 position toggle switches located on the
EAPS control panel (fig. 2-3-8) situated on the overhead
switch panel.
a. The ENG 1 and ENG 2 FAN ON/OFF switches
operate the control circuit to provide AC power for the
EAPS fans. The switches receive power from the No. 1
and No. 2 28 volt DC buses through circuit breakers
marked EAPS 1 and EAPS 2 FAN CONT.
b. The ENG 1 and ENG 2 DOORS CLOSE-OPEN
switch electrically positions the by-pass doors, open pr
closed. The switches receive power from the No. 1 and
No. 2 28-volt DC buses through circuit breakers marked
EAPS 1 and EAPS 2 BYPASS DOORS.
Figure 2-3-8. EAPS Control Panel
1. EAPS fan exhaust
2. EAPS rails and slides.
TM 1-1520-240-10
2-3-18
Figure 2-3-9. EAPS 1 Shown With Bypass Doors Open
TM 1-1520-240-10
2-3-19/(2-3-20 blank)
Figure 2-3-10. EAPS Control Boxes

TM 1-1520-240-10
2-4-1
SECTION IV. FUEL SYSTEM
2-4-1. Fuel Supply System.
The fuel supply system furnishes fuel to the two engines,
the heater, and the APU. Two separate systems, connected
by crossfeed and a pressure refueling lines are
installed. Provisions are available within the cargo
compartment for connecting Extended Range Fuel System
(ERFS) and ERFS II to the two fuel systems.
Each fuel system consists of three fuel tanks contained
in a pod on each side of the fuselage. The tanks are
identified as forward auxiliary, main, and aft auxiliary
tanks. During normal operation, with all boost pumps
operating, fuel is pumped from the auxiliary tanks into the
main tanks, then from the main tanks to the engine. A
simplified fuel flow diagram is engraved on the FUEL
CONTR (control) panel on the overhead switch panel
(fig. 2-4-1).
When the fuel is consumed in an auxiliary tank, the fuel
pump is automatically shut off and a check valve closes
to prevent fuel from being pumped back into that tank.
Should a fuel pump fail in an auxiliary tank, the fuel in that
tank is not usable. However, should both boost pumps
fail in a main tank, fuel will be drawn from the main tank
as long as the helicopter is below 6,000 feet Pressure
Altitude (PA).
Fuel is delivered to the APU from the left main tank and
to the heater from the right main tank. Fuel system
　
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