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TM 1-1520-238-10
Figure 2-2. General Arrangement (Sheet 2 of 2)
2-4
TM 1-1520-238-10
Figure 2-3. Principal Dimensions
2-5
TM 1-1520-236-10
Figure 2-4. Turning Radius and Ground Clearance
2-6
TM 1-1520-238-10
APU EXHAUST AREA AND TAIL ROTOR AREA
HELLFIRE AND ROCKET AREA
ENGINE EXHAUST AND ROTOR DISC AREA
CANOPY JETTISON AREA
M01-113B
Figure 2-5. Danger Areas
Change 4 2-7
TM 1-1520-238-10
2.9 LANDING GEAR.
The main landing gear (fig 2-2) supports the helicopter
during ground operation (taxiing, take-off, and towing).
The landing gear system is a three-point system consisting
of the main landing gear, tail landing gear, and
main landing gear brake system. The landing gear system
provides for ease of maneuvering when taxiing and
towing, has shock struts to absorb normal and high impact
landings, and kneels to facilitate transport of the
helicopter.
2.9.1 Main Landing Gear. Each main landing gear
support consists of a trailing arm and a nitrogen/oil
shock strut. The trailing arms transfer the helicopter
landing and static loads to the airframe, and the shock
struts absorb vertical loads. The upper ends of the left
and right trailing arms attach to a cross tube which
passes through the fuselage and is supported by fuselage-
anchored pivot bearings. The upper ends of the
shock struts are attached to mounts on the fuselage
structure. In addition to its normal energy-absorbing
function, each shock strut has a one-time high impact
absorbing feature: shear rings are sheared and a rupture
disk bursts causing a controlled collapse of the
strut.
2.9.2 Tail Landing Gear. The tail landing gear consists
of two trailing arms, nitrogen/oil shock strut, fork,
axle, and wheel. The shock strut has an impact-absorbing
capability similar to that of the main landing gear
shock strut. The tail wheel is 360° free swiveling for
taxiing and ground handling. The tail landing gear system
incorporates a spring-loaded tail wheel lock. However,
the tail landing gear is hydraulically unlocked
from the pilot crew station or manually unlocked by a
ground crewmember using a handle attached to the actuator.
The tail wheel lock system is actuated by
hydraulic pressure from the utility hydraulic system.
Pressure is routed to the actuator through a control
valve located in the tail boom. The valve is controlled by
the tail wheel switch (fig 2-6) at the pilot station. When
the tail wheel switch is placed in the UNLOCK position,
pressure is applied to the actuator to retract the
lock pin. A proximity switch will cause the advisory
light above the switch to illuminate. When the tail
wheel LOCK/UNLOCK switch is placed in the LOCK
position, a valve shuts off hydraulic pressure and opens
the line to the actuator. This relieves the pressure on
the lock. Spring force will then move the lock pin to the
lock position. If the tail wheel is unlocked manually, it
can be locked from the pilot crew station by placing the
2-8
tail wheel switch in the UNLOCK position, then returning
the switch to the LOCK position. The tail
wheel shall be locked to:
a. Absorb rotor torque reaction during rotor brake
operation.
b. Prevent shimmy during rolling takeoffs and
landings.
c. Prevent swivel during ground operation in high
winds.
d. Prevent swivel during operation on slopes.
Figure 2-6. Tail Wheel Lock Panel
2.9.3 Landing Gear Brakes.
NOTE
It is necessary to maintain pressure on
the brake until the PARK BRAKE handle
is pulled out to lock the parking
brakes. If the PARK BRAKE handle is
pulled out without pressure applied to the
brake pedals, the PARK BRAKE handle
may remain out and the brakes will not be
set.
The brake system affects only the main landing gear
wheels. The main landing gear system consists of two
independent hydromechanical systems, one left and
one right. Braking action is initiated from either crew
station by applying foot pressure at the top portion of
the directional control pedals. This activates a master
cylinder attached to each brake pedal (fig 2-7 and 2-8).
The master cylinders pressurize hydraulic fluid in the
master cylinder system components. This pressure is
TM 1-1520-238-10
transmitted through tubing to the transfer valves, and
the parking brake valve, to the wheel brake assemblies.
It actuates pistons in each wheel brake assembly causing
friction linings to move against a floating brake
disk to stop wheel rotation. When the helicopter is
parked, the pilot or CPG applies and maintains pressure
　
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