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Automatic operation of the stabilator control unit has failed, or manual
control has been selected.
Intermediate gearbox temperature is above 274°- 294°F (135° - 145
°C).
Utility system hydraulic oil pressure is below 1250 psi.
An engine anti-ice subsystem has failed.
KY-58 is operating.
Main transmission chip detector has detected metal fragments.
When light comes on, about 260 to 300 pounds of fuel remain in the
forward fuel cell at cruise attitude.
When light comes on, about 210 to 270 pounds of fuel remain in the aft
fuel cell at cruise attitude.
One or more components of the automatic stabilization equipment is
inoperative, or one or more of the SAS channels is inoperative or has
been selected OFF.
One or a combination of the following: engine oil pressure low, engine
oil filter in bypass, engine chips, engine fuel filter bypass, engine fuel
pressure low, nose gearbox chips, nose gearbox oil pressure low, nose
gearbox oil temperature high.
One or a combination of the following: transmission oil temperature
high, oil pressure low.
The selected bus controller has malfunctioned and the other bus
controller has assumed control of the multiplex bus. Light will
extinguish when the operating bus controller is selected with the MUX
switch on the CPG fire control panel.
Intermediate or tail rotor gearbox vibration level is excessive.
Tail rotor gearbox temperature is above 274°-294 °F (135° - 145°C).
TM 1-1520-238-10
Table 2-5. CPG Caution/Warning Light Segments - continued
Word Segment Color
FUEL XFER AMBER
Illumination Parameter or Fault
TRANS switch is in the TO FWD or TO AFT position and fuel transfer
is not occurring.
FUEL XFR
Modified C/W panel
GREEN TRANS selected, transfer is occurring.
FUEL XFR
Modified C/W panel
AMBER TRANS selected, transfer is not occurring.
X FEED
Modified C/W panel
GREEN CROSSFEED selected, fuel valves are correctly positioned.
X FEED
Modified C/W panel
AMBER CROSSFEED selected, fuel valves are incorrectly positioned.
ADS AMBER Failed system.
2.53 HEADSET AUDIO WARNING SYSTEM. rapid recognition of critical conditions. These audio sig-
Table 2-6. Audio Warning Signals
In addition to the visual cues to help crewmembers
nals are described in table 2-6.
identify faults, audio signals are provided as an aid in
Tone
Rising frequency
Rising frequency
Steady tone
Steady, amplitude modulated
Falling frequency
Dependent on threat radar
Intermittent
Signal
ENGINE OUT
ROTOR RPM LOW
STAB FAIL
IFF
MISSILE ALERT
RADAR WARNING ALERT
RADIO IN SECURE MODE
Change 2 2-85
TM 1-1520-238-10
Section XV. SERVICING, PARKING, AND MOORING
2.54 SERVICING.
This section describes servicing information and procedures
for various systems and components. Servicing
points for fuel, engine oil, main transmission oil, nose
gearbox. and APU oil are illustrated in figure 2-45.
Fuel, lubricants, specifications, and fuel capacities are
listed in table 2-7.
2.64.1 Fuel System Servicing. The helicopter has
two crash-resistant self-sealing fuel cells located forward
and aft of the ammunition bay in the center fuselage
section. Each cell is serviced through gravity filler
receptacles or pressure-filled through closed-circuit or
single-point adapters (fig 2-45). Provisions are also
made for as many as four external fuel tanks to be carried
on the stores pylons. Table 2-7 lists individual tank
capacities.
a. Fuel Types. Fuels are classified as primary,
commercial equivalent, or emergency. Primary fuels
are JP-4, JP-5, and JP-8. Commerical equivalent oils
are listed in table 2-8. There are no emergency fuels
authorized.
b. Use of Fuels. There is no special limitation on
the use of primary fuel, but limitations in table 2-8 apply
when commercial fuels are used. For the purpose of
recording, fuel mixtures shall be identified as to the
major component of the mixture.
c. Interchangeable Fuels. Fuels having the same
NATO code number are interchangeable. Jet fuels
(table 2-8) conforming to specification ASTM D-1655
may be used when MIL-T-5624 fuels are not available.
This usually occurs during cross-country flights where
aircraft using NATO F-40 (JP-4) are refueled with
NATO F-44 (JP-5) or commercial ASTM type A fuels.
Whenever this occurs, the engine operating characteristics
may change because of lower operating temperatures.
Slower acceleration, lower engine speed, harder
starting, and greater range may be experienced. The
　
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