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pressed and either CMD SEL switch is pressed, the helicopter
will automatically turn to and capture the heading
bug on the selected HSI. In addition, the ENGAGED
legend will illuminate. The switch is disengaged by pressing
it again.
Heading intercept will be at standard rate of 3
per second
up to a bank angle limit of 20
at 133 knots. The
helicopter must be trimmed before engaging the mode
and cyclic stick control inputs should be avoided except
for longitudinal AFCS trim inputs to adjust airspeed.
Figure 2-5-3. Advanced Flight Control System
Panel
Heading select is disengaged if either CENTERING DEVICE
RELEASE switch is pressed.
(2) BARO ALT and RAD ALT Switches. The
BARO ALT and RAD ALT are used to select altitude hold
mode. An interlock prevents both switches from being
engaged at the same time. When pressed, the ENGAGED
legend will illuminate. RAD ALT hold is used
below 1,500 feet AGL. BARO ALT hold is used in forward
flight to maintain a constant cruise altitude or may be
used in HOGE.
b. SYSTEM SEL Switch. The SYSTEM SEL switch
is a five position rotary switch labeled OFF, 1 BOTH, 2
OFF. Normally, the switch is at BOTH. In this position,
both AFCS are operating at one-half gain. If one system
should fail, the good system is selected and that system
operates at 3/4 gain. At OFF, both systems are inoperative
except for CYCLIC TRIM.
c. CYCLIC TRIM Switches. The AUTO and MANUAL
switch selects the mode of cyclic trim operation. The
FWD and AFT switches are used to extend or retract the
appropriate cyclic trim actuator.
(1) AUTO and MANUAL switch. A two-position
switch which is normally placed in AUTO.
(a) AUTO Mode. In this mode, No. 1 AFCS
controls the forward actuator and the No. 2 AFCS controls
the aft actuator.
(b) MANUAL Mode. In this mode, the actuator
can be controlled with separate FWD and AFT
actuator control switches, using the airspeed indicator
and CYCLIC TRIM indicators.
(2) FWD and AFT switched. Three- position
switched that can be placed in the EXT (extend) or RET
(retract) position. These switches are spring-loaded to
the center off position. If the cyclic trim actuators fail to
extend or retract as indicated on the CYCLIC TRIM indicators,
MANUAL mode can be selected.
2-5-16. Cyclic Trim Indicators.
WARNING
If the longitudinal cyclic trim actuators fail
at the full retract position or are manually
selected to the full retract position, do not
exceed the airspeed limitations shown in
fig. 5-7-1.
The FWD and AFT CYC (cyclic) TRIM indicators (fig.
2-5-4) are on the center instrument panel. The indicators
are labeled 60 RET, GND, 150 EXT. The indicators display
position of the forward and aft LCT actuators relative
to airspeed. During ground operations, the pointer will be
at GND to indicate activation of the landing gear proximity
switches.
2-5-17. AFCS OFF Caution.
Two AFCS OFF caution capsules are on the master caution/
advisory panel ( 712 ,fig. 2-14-5, 714A , fig.
2-14-6). They are labeled 712 NO. 1 AFCS OFF and
NO. 2 AFCS OFF, 714A AFCS 1 and AFCS 2. These
cautions will illuminate when the associated AFCS is
manually shutoff or has failed or the associated DASH is
in a low rate condition. Refer to Chapter 8 AFCS Off Flight
Characteristics.
TM 1-1520-240-10
2-5-6
2-5-18. Command Select Switch.
The CMD SEL switch is on the pilot and copilot HSI
MODE SELECT panel (Chapter 3). The switches are
used to select the HSI which will provide the refenced
heading when the HDG switch is engaged. Only one
CMD SEL switch may be selected at a time. If the other
CMD SEL switch is selected during heading select operations,
the HDG switch on the AFCS panel will disengage
and heading select will be disabled until the HDG
switch is again pressed. When selected, the SEL legend
on the switch illuminates.
Figure 2-5-4. Forward and Aft Cyclic Trim
Indicators
TM 1-1520-240-10
2-6-1
SECTION VI. HYDRAULIC SYSTEMS
2-6-1. Hydraulic Power Supply System.
The hydraulic power supply system consists of three
separate systems. They are the No. 1 flight control system,
No. 2 flight control system, and a utility system.
Each system includes a variable delivery pump and reservoir
cooler. In addition, each flight control system has
a power control module, and the utility system has a
pressure control module. Each flight control system is
connected to the utility system by a Power Transfer Unit
(PTU). All systems are serviced by a common fill module
and are pressurized to prevent pump cavitation.
　
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