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to the forward fuel cell.
2.38.9 Fuel System Electrical Power Sources. Electrical
power for the fuel system is controlled by the following
circuit breakers (fig 2-39):
a. FUEL FILL Circuit Breaker. The refuel panel
receives 24 vdc power directly from the battery through
the FUEL FILL circuit breaker on the pilot overhead
circuit breaker panel.
b. FUEL BST, FUEL TRANS, and FUEL XFEED Clrcult
Breakers. Circuits controlled from the pilot and
CPG FUEL control panels receive 28 vdc from the
emergency dc bus through the FUEL BST, FUEL
TRANS, and FUEL XFEED circuit breakers on the pilot
overhead circuit breaker panel. The EXT EMP light
on the pilot caution/warning panel receives 28 vdc from
the No. 2 essential dc bus through the FUEL TRANS
circuit breaker on the pilot overhead circuit breaker
panel.
c. FUEL BST and APU HOLD Circuit Breakers.
Fuel supply system components, automatically
controlled by the APU control switch, receive 28 vdc
from the emergency dc bus through the FUEL BST
and APU HOLD circuit breakers on the pilot overhead
circuit breaker panel and the APU circuit breaker in
the aft avionics bay.
d. ENG INST Circuit Breakers. All fuel system
gauges and caution/warning lights (except those on the
refueling panel and the pilot EXT EMP caution light),
receive 28 vdc from the emergency dc bus through the
ENG INST circuit breakers on the CPG No. 1 circuit
breaker panel and pilot overhead circuit breaker panel.
e. ENG START Circuit Breaker. Fuel Supply system
components, automatically controlled by the automatic-
engine start circuits, receive 28 vdc from the
emergency dc bus through the ENG START circuit
breaker on the pilot overhead circuit breaker panel.
f. JETT Circuit Breaker. External tank jettison
circuits receive 28 vdc from the No. 2 essential dc bus
through the JETT circuit breaker on the pilot overhead
circuit breaker panel.
2-41
CAUTION
TM 1-1520-238-10
Section V. FLIGHT CONTROL SYSTEM
2.37 FLIGHT CONTROL SYSTEM.
The flight control system (fig 2-25) consists of hydromechanical
flight controls, augmented by digital automatic
stabilization equipment (DASE), and an automatically
or manually controlled stabilator. The flight
control system establishes vertical, longitudinal, lateral,
and directional flight of the helicopter. The flight
controls provide a cyclic stick, collective stick, and
directional pedals in each crew station, connected in
tandem, to provide control inputs to the main and tail
rotor hydraulic servo actuators. A mixing unit combines
inputs from the servoactuators, and transmits
them to a non-rotating swashplate. The swashplate
changes the linear motion from the mixer unit to rotating
motion. The swashplate provides pitch changes for
the four main rotor blades. Pedal inputs are transmitted
in a similar manner to the tail rotor blades, except
the mixer unit is not required. Description and operation
of the main and tail rotor systems is in Section
VIII.
NOTE
Helicopters with operable BUCS have
shear pins installed in the SPADS in place
of steel pins. They also have servos
equipped for BUCS operation.
Each mechanical flight control linkage has a shear
pin actuated decoupler (SPAD) installed. The SPADs
allow backup control system (BUCS) engagement by
means of a microswitch inside each SPAD if a jam occurs
in the mechanical flight controls. The shear pins in
the pilot SPADs shear at a force lower than those in the
CPG SPADs. The SPADs are continuously monitored
by the FD/LS. A single microswitch failure in one or
more axes will cause a FD/LS message to appear.
l     Do not move flight controls without
hydraulic power. You may damage
or shear pins in the SPADs.
l Care shall be exercised in extending
or folding down the CPG cyclic
stick when the rotors are turning.
Cyclic control system inputs may
occur. It is recommended that the
pilot hold his cyclic stick steady
while the CPG is extending or folding
his cyclic stick.
2.37.1 Cyclic Sticks. The cyclic sticks, one in each
crew station, provide for helicopter movement about
the pitch and roll axes. The CPG stick has a lockpin release
mechanism at the base of the stick. This allows
the CPG to fold the stick down while viewing the headsdown
display and provides greater ease for ingress/
egress. The cyclic stick remains functional in this position
and is returned to the extended position by pulling
aft on a lever in front of the stick grip. Both cyclic stick
grips (fig 2-26) have switches for weapons firing, DASE
　
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