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fuel. The system incorporates a closed circuit refueling stop fuel flow to the engine. The valve is operated with
receiver. Fuel grades and specifications are prescribed a fuel shutoff lever (7, fig. 2-5) on the forward right side
in Section XV of this chapter. of the overhead console, adjacent to the right
floodlight. The fuel valve is on when the lever is
forward (FUEL ON), and off when the lever is to the
2-30. CONTROLS AND INDICATORS. rear (FUEL OFF).
a. Fuel Quantity Indicator. The fuel quantity
indicator (FUEL QTY) is located on the MPD (fig. 2-6). d. Fuel Low Caution Message. A FUEL LOW
Fuel quantity is displayed by a vertical scale and a caution message will be displayed on the MFD when
selectable digital readout indicator. The indicator is there is a minimum of 97.5 pounds of fuel remaining.
powered by the battery emergency bus and protected When the fuel is at this low level, the fuel remaining
by the FUEL QTY circuit breaker, which is located on may not be available except when the helicopter is in
the overhead console circuit breaker panel (fig. 2-8). level or coordinated flight. The FUEL LOW caution
During a nosedown flight condition, the fuel quantity message in conjunction with a FUEL BOOST FAIL
indicator may indicate high. caution message may indicate impending fuel
starvation.
b. Fuel Boost Pump. A fuel boost (primer) pump is
located in the fuel cell. The pump is activated by
placing the FUEL BOOST switch (fig. 2-8) to FUEL e. Fuel Filter Bypass Caution Message. A FUEL
BOOST or by activation of the START switch. The FILTER BYP caution message will be displayed on the
system is powered by the battery emergency bus and MFD when there is an impending bypass condition of
protected by the FUEL BOOST circuit breaker. the fuel filter.
SECTION V. FLIGHT CONTROL SYSTEM
2-31. FLIGHT CONTROL SYSTEM. includes a cyclic control system, a collective control
system, a directional antitorque control system, force
The flight control system is a positive mechanical type, trim system, and a stability and control augmentation
actuated by conventional helicopter controls. Complete system (SCAS). Hydraulic servoactuators are employed
controls are provided for both crewmen. The system
2-32
TM 1-1520-248-10
in the control system to prevent feedback forces and collective (19, fig. 2-5) is removable. To install, place
reduce pilot fatigue. collective fitting in end of jackshaft and align slots of
throttle shaft and notches of collective tube so that
screw on throttle grip is up with throttle up. Tighten nut
2-32. CYCLIC CONTROL SYSTEM. on end of collective to fitting on jackshaft and install
The cyclic control stick is located forward of each retaining pin. The CPG collective incorporates only
crewmember seat and is the primary attitude control. throttle control. The CPG throttle rotation distance is
The pilot cyclic (4, fig. 2-5) is adjustable forward and approximately half that of the pilot throttle rotation
aft. It is adjusted to the desired position by turning the distance. Friction can be induced into both pilot and
adjustment knob (2, fig. 2-15). Cyclic position is CPG collectives by rotating the friction adjustment
indicated on the indicator (1) located at the base of the knob, located between the pilot and CPG seats.
cyclic.
2-34. TAIL ROTOR CONTROL SYSTEM.
CAUTION
The tail rotor control system is operated by pilot or
CPG antitorque pedals (3, 25, fig. 2-5). Pedal adjusters
To prevent possible inadvertent contact are provided to adjust pedal-to-seat distance for
of pilot cyclic grip with the instrument individual comfort.
panel, adjustment of the cyclic will not
exceed two complete turns from the full
aft position. 2-35. FORCE TRIM SYSTEM.
The CPG cyclic (22, fig. 2-5) can be engaged or locked The force trim system is incorporated into the cyclic
out of the flight control system. When engaged, it has a and tail rotor control systems to provide artificial feel in
typical dual control function of the flight control system. the flight controls. The force trim system is activated by
When in the lockout position, the cyclic is mechanically a FORCE TRIM switch located on the SCAS control
disconnected from the flight control system at a fixed panel (fig. 2-17). Force trim being on or off is a pilot
center position. A l l e l e c t r i c a l switches remain option. When heading hold (HDG HLD) is engaged,
functional. This feature is primarily provided for use however, force trim is automatically engaged for tail
when the MMS i s being operated. To lock out rotor controls regardless of FORCE TRIM switch
(disengage) CPG cyclic, push (CYC STK ENGAGE) position. Force trim may be interrupted by pressing the
latch (1, fig. 2-16) downward. To engage, move pilot TRIM REL button on either cyclic grip (7, fig. 2-15 and
　
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