C , USAAEFA PROJECTr NO. R0-n7

IS-*

CLIMATIC LABORATORY SURVEYHUGHES YAH-64 HELICOPTER

"FINAL REPORT

BY

GARY L . BFNDERPROJECT OFFICER

RICHARD T. SAVAGECRARLES F. ADAM CPT, AR?4OR

MAJ, FA PROJECT ENGINEERPROJECT PILOT

WiRC1 1q82

"DT C:Approved r public release; distribution unlimited. ! !t.•:'w P T .IC ,

O ~~UNITED STATES ARMY AVIATION ENGINEERING FLIGHT ACTIVITY • JEDWARDS AIR FORCE BASE, CALIFORNIA 93523

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DISCLAIMER NOTICE

The findings of this report are not to be construed as an official Department ofthe Army position unless so designated by other authorized documents.

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lDestroy this report when it is no longer needed. Do not return it to the originator.

TRADE NAMES

",The use of trade names in this report does not constitute an official endorsement'w approval of the use of the commercial hardware and software.

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I. REPORT NUMBER 2. GOVT ACCESSION NO. 3. RECIPIENT'$ CATALOG NUMBER

USAAEFAPROJECTNO. *80-07 _______2_____

!4. TITLE (And Sdbfftlo) S. TYPE OF REPORT & PERIOD COVERED

CLIMATIC LABORATORY SURVEY HUGHES YAH-64 FINAL, 2 NOV-16 DEC 1981HELICOPTER

6. PERFORMING ORG. REPORT NUMBER

7. AUTHonfe) S. CONTRACT OR GRANT NUmBER(s)

GARY L. BENDER CHARLES F. ADAMRICHARD T. SAVAGE

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Environmental Testing YAH-64 Hel 4 copterClimatic Laboratory 125, 70, -25, and -50°FNine Deficiencies Twenty-two Shortcomings

2M AftRACTr (urama inflf Se Na ffllmny ad ideltly 57 block mmbw)

Environmental testing of the YAH-64 helicopter was conducted in the McKinleyClimatic Laboratory, Eglin Air Force Base, Florida. The US Army AviationEngineering Flight Activity vas responsible for the evaluation of aircraftsystems and the US Army Aviation Development Test Activity was responsiblefor the mission equipment evaluation. The test consisted of 16.4 hours ofaircraft operating time between 2 November and 16 December 1981. Testing wasaccomplished at 125, 70, -25, and -50-F with the aircraft attached to the

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hangar floor. At each temperature, testing consisted of preflight inspectioius,APU and engine starts, simulated mission profiles, engine shut down, and main-tenance inspections. Nine deficiencies were found which would preclude missionaccomplishment: 1) the fire control computer was unreliable, 2) the symbolg-enerator required an excessive warm-up time at cold temperatures, 3) theheading and attitude reference system was unreliable, 4) the environmental]control unit failed to provide adequate heating or cooling to the cockpit andavionics bays at -25YF, -50*F, and 125 6 F, 5) the TADS/PNVS and weapons systemsdid not function adequately at 125F, 6) the APU aborted its start sequencebecause it could not accelerate the accessory gearbox to operating speed at-25 0 F and -50'F, 7) the hydraulic hand pump was ineffective at -25 0 F apd -50°F,"8) the utility hydraulic manifold allowed the accumulator to bleed off at-25 0 F and -50VF, and 9) failure of the hydraulic flex lines at cold ambienttemperaturei. i n addition to these deficiencies, 22 shortcomings were found."A production 411-64 should be tested in the climatic laboratory with solarradiation on the cockpit and with the crew wearing chemical/bio1igical clothing

*• and masks.

"Accession Tor

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DEPARTMENT OF THE ARMY" NO. US ARMY AVIATION RESEARCH AND DEVELOPMENT COMMAND

4300 GOODPELLOW SOULEVARD, ST. LOUIS, MO 6313

DRDAV-D

SUBJECT: Directorate for Development and Qualification Position on the FinalReport of USAAEFA Project No. 80-07, Climatic Laboratory Survey,Hughes YAB-64 Helicopter

SEE DISTRIBUTION

I. The purpose of this letter is to establish the Directorate for Developmentand Qualification position on the subject report. The evaluation was conductedusing a prototype YAH-64 at the US Air Force Climatic Laboratory, Eglin AFB,FL. The objective of the survey was to verify that the helicopter systems,subsystems, and components could function satisfactorily from +125 0 F to -25 0 F"and with the addition of winterization kits, from +125*F to -500F. The HughesHelicopters, Inc,, System Specification for the AH-64A Advanced AttackHelicopter, AMC-SS-AAH-HI00OOA details the specific environmental operatingranges of the individual systems and components.

2. This Directorate agrees with the report findings, conclusions andrecommendations with the following exceptions and additional comments provided0Comments are directed to the report paragraphs as indicated.

a. Paragraph 28. A production configuration battery was not used in thistest. The production design will incorporate a heater integral to the battery.This battery will be able to furnish the energy required for operating theemergency bus at ambient temperatures down to -65VF. It will not be necessaryto remove the battery from the aircraft except for routine maintenancepurposes. A quick release mechanism is not justified.

b. Paragraph 30. A concept which would permit the crewchief to energizethe AC busses from outside the aircraft is judged to be a safety hazard.Aircraft systems should not be capable of being energized without a crewman"manning" the controls. An automatic switchover mechanism between external andinternal power is not warranted. Inadvertent APU shut down can be avoidedwithout the expense and weight of an automatic switchover circuit.

c. Paragraph 53. The centec strap of the five point restraint system isdesigned to maintain the side restraint straps positioned low on the torso toprevent "submarining" of the crew below the restraint system. Providing anadjustment in the center strap would compromise the basic design andfunctioning of the five-point restraint system. Although some inconveniencemay be experienced by not so trim aviators, the safety/crashworthiness aspectsare far more important.

"DRDAV-DSUBJECT: Directorate for Development and Qualification Position on the Final

Report of USAAEFA Project No. 80-07, Climatic Laboratory Survey,Hughes YAH-64 Helicopter

d. Paragraph 61a. Failure of the APU to accelerate the accessory gearboxat -25 0 F and -50'F is a deficiency and fails to comply with the requirements ofParagraph 3.7.5.8.1 of the System Specification. The preceding deficiency is a"specification noncompliance because the specification requires that the enginestarting system be capable of starting b-,th engines at -25OF without awinterization kit and at -65'F with a winterization kit. This specificationnoncompliance should be included unde: Paragraph 63 of the USAAEFA test report.An improved clutch engagement switch is expected to eliminate this problem inproduction.

e. Paragraph 61b. Failure of the environmental control unit to provideadequate heating and cooling to the cockpits and avionics bays at -25 0 F, -50°Fand +1250F is a specification noncompliance item. Paragraphs 3.7.15.5.1,3.7.15.5.2, and 3.7.15.5.3 of the System Specification define the requirementsfor heating, cockpit cooling, and electronic avionics cooling. Paragraph3.7.15.5.1 requires crew station temperatures of not less than +40*F foroutside ambient temperatures down to -65'F. During testing at -25VFtemperatures at the pilot's head and foot level were below freezing, and in thecase of the CPG did not exceed 32*F one hour after start of testing. Paragraph3.7.15.5.2 of the System Specification requires that cockpit temperatures donot exceed 85*F for the case of 120*F ambient temperatures. Cockpittemperatures as high as 104*F were measured during testing. Paragraph3.7.15.5.3 of the System Specification requires that cooling air deliverytemperatures not exceed 850F. Delivery temperatures as high as 100'F were

* measured during testing. Design changes to the environmental control systemare expected to eliminate these problems in production.

f. Paragraph 61c. This problem rq-s traced to mechanical operation of theemergency hydraulic valve. Although a wiring change was made, accumulatorpressure bleed-off was still observed. Inability of the utility manifold toprevent pressure loss from the accumulator at -250F and -50*F is a deficiency.

g. Paragraph 61d. Hydraulic hand pump problems were traced to a foreignobject (chip) which wedged at the piston periphery and caused binding. Sincethe hydraulic hand pump failure was an isolated type failure, it is notconsidered a deficiency.

h. Paragraph 61e. Failure analysis of one failed hydraulic hose indicatedthat the hose was manufactured with a tube compound that is more susceptible tostress cracking than compounds now in use. The other two hoses could not belocated for failure analysis. Production hoses will be manufactured with amore stress crack resistant tube.

i. Par araph 62a. Canopy defog performance does not comply with therequirements of Paragraph 3.7.15.1.1 of the System Specification. Thespecification requires that the defog system must maintain the canopytransparent area surface terperature above the surrounding air dew pointtemperature. During -25OF testing, the defog system provided only limitedvisibility through the side panels. During -50 0 F testing, a canopy area of

DRDAV-DSUBJECT: Directorate for Development and Qualification Position on the Final

Report of USAAEFA Project No. 80-07, Climatic Laboratory Survey,Hughes YAH-64 Helicopter

orly 2 inches wide and 10 inches long could be adequately defogged. Thisspecification noncompliance should also be listed under Paragraph 63 of theUSAAEFA report. A redesign of defog ducts and a change in duct material areexpected to eliminate this problem in production.

j. Paragraph 62b. DASE disengagement at -251F is attributed to a HARSmalfunction at the same temperature. Corrective action lies in redesign toimprove HARS operation at colder temperatures.

k. Paragraph 62c. Failure of the engine condition lever detents to engageat -25'F and -50'F has been traced to the use of an improper lubricart. Properlubrication is expected to eliminate this problem.

1. Paragraph 62d. Stiffness of engine condition levers at coldtemperatures is also expected to be eliminated by use of the properlubrication.

m. Paragraph 62e. See Paragraph 53.

n. Paragraph 62f. The procedural problem will be eliminated in productionby a change which will provide a direct wiring connection from the utili.youtlet to the emergency bus.

o. Paragraph 62g. Difficult operation of the engine cowling and canopylatcher will be eliminated by calling out improved cleaning and lubricatingprocedures.

p. Paragraph 70. Failure of the battery to start the APU at temperatucesof -25YF and below is a specification noncompliance item, per paragraph3.7.5.8.1 of the System Specification, and should be corrected in production.It should not be necessary to remove the battery when temperatures are belowfreezing.

q. Paragraph 71. A battery quick release mechanism is not required if thelow temperature problem is corrected in production.

3. Based upon the preceding, helicopter operation is unacceptable at -50 0 F andmarginally acceptable at -25*F due to the identified deficiencies and relatednoncompliance to the System Specification. Based on the deficiencies andSystem Specification requirements, the YAH-64 did not demonstrate thecapability to operate acceptably at temperatures below -25*F. Additionalclimatic laboratory retesting is required to evaluate corrections todeficiencies identified during the USAAEFA tests to insure compliance to SystemSpecification requirements below -25*F.

FOR THE COMMANDER:

CHARLES C. CRAWFQIW, JR.Director of Deve opmentand Qualification

TABLE OF CONTENTS

SPage

INTRODUCT ION

Background ........... ............ ITest Objective .................... . ................ IDescription ...... . .... ses...........*..... t

Test Scope .................. ... ........

'rest Methodology .............. ........ ........... 8

RESULTS AND DISCUSSION

General... ... ...... ease*** ... 10Auxiliary Power Unit 60.. ............. ........ 10""•Engines- ..... ..... 4ll04 ...

Cabin Air Temperature Survey ........................... 12"BE ectrical Systems ..... ***. . 20Fuel System ...................... ...... 21Flight Controls ......... . ... . .. ..... ... ......... . 2111,4-raulic Systems ...................................... 23Rotor Systems .............. *..... ........ 28Transmissions ..................................... 28Anti-ice Systems.. ...... . .. .... 301- scellaneous ........ ........................... 30

CONCLUS IONS.. General ................................... 9............. 31

Specific. *** .... . 31Deficiencies ......... 000 ...... . ......se... .. 31

Shoitcomings .......... ..... .. .... 32Specification Compliance ... 9......................... 32

RECUM) ENPATIONS .......... ....... ............. 9 34

APPENDIXES

A. References ......................................... 35B. Aircraft Description ............................... 36

* C. Instrumentation....................................80D. Test Techniques and Data Analysis Methods .......... 88E. Test Data ........................................ 103"F. 'ervicing Record ................. . .. . .. . .. . .. 1 7 7-. Equipment Periormance Reports ...................... 188"H. Mission Equipwent Test Results ................... 190

"DISTRIBUT ION

INTRODUCTION

BACKGROUND

1. In June 1973, the United States Army Aviation Systems Commandawarded a Phase I Advanced Development Contract to HughesHelicopters Internatinal (HiI). The contiact required HHI todesign, develop, fabricate, and initiate a development/qualification effort on two AAH prototypes and a ground testvehicle as part of Government Competitive Test (GCT). In December1976, the US Army Aviation Research and Development Command(AVRADCOM) awarded a Phase 2 Engineering Development Contract toHII for further development and qualification of the YAH-64 toinclude full system, subsystems and qualification of missionessential equipment. A part of the Phase 2 qualification effortis the requirement for a Climatic Laboratory Survey of the YAH-64.AVRADCOM requested (ref 1, app A) the US Army Aviation EngineeringFlight Activity (USAAEFA) to conduct the Climatic LaboratorySurvey with the support of the US Army Aviation Development TestActivity (AVNDTA).

TEST OBJECTIVE

2. The objective of the Climatic Laboratory Survey was to verifythat the helicopter systems, subsystems, and components canfunction satisfactorily from +125*F to -25'F and with theaddition of winterization kits, from +125*F to -50'F.

DESCRIPTION

3. The YAH-64 is a two-place, tandem-seat, twin-engine helicopterwith four-bladed main and antitorque rotors and conventionalwheel landing gear. The helicopter is powered by two GeneralElectric T-700-GE-70OR turboshaft engines, and has a moveablehorizontal stabilator. A 30mm gun is mounted on a turret assemblyon the underside of the fuselage below the front cockpit. Thehelicopter has wings with four stores pylons for carrying HELLFIREmissiles or 2.75-inch folding fin aerial rockets. Modification ofthe aircraft for the climatic tests included removal of the tailwheel and horizontal stabilator, installation of a weight tosimulate the inertial characteristics of the stabilator, instal-lation of three support fixtures and a tail boom tie down strur-ture, and installation of exhaust ducting and a data system. Awinterization kit was installed for tests at -50'F. The kitconsisted of a second nitrogen bottle added to the utility hy-draulic accumulator system which doubled the volume of nitrogenin that system. Photos I through 6 show the aircraft asinstalled in the hangar. Further description of the testhelicopter may be found in appendix B.

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Photo 6. Aft Tie-down

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TEST SCOPE

4. Environmental testing of the YAH-64 helicopter was conductedin the McKinley Climatic Laboratory, Eglin AFB, Florida, byUSAAEFA with the support of the Armament Division (AD), AVNDTA,and HHi. The test consisted of 14.4 hours of aircraft operatingtime during a 6-week time span and was conducted in accordancewith the USAAEFA test plan (ref 2, app A). Testing was accomplishedat temperatures of 125, 70, -25, and -50*F. The actual sequenceof test temperatures is shown in table 1. The type fuel, lubricat-ing oal and hydraulic fluid used at each temperature is alsoshown in table 1. The aircraft was attached to the hangar floorto allow the helicopter to develop thrust to engine intermediatepower. At each temperature, testing consisted of preflightinspections, APU and engine starts, simulated mission profiles,engine shut down, and daily maintenance inspections. The aircraftwas operated in accordance with the limits of the operator'smanual, as modified by the special operating instructions issuedby AVRADCOM (ref 3). The AVNDTA was responsible for evaluating

* - mission equipment. The results of that evaluation are containedin appendix H.

TEST METHODOLOGY

5. The YAH-64 was exposed to a stabilized temperature environmentfor a long enough period of time to ensure that all aircraft com-ponents and fluids had reached that temperature before initiatinga test run. Prior to each run, the hydraulic hand pump operationwas evaluated, a preflight inspection was accomplished and allaircraft fluid levels were recorded. The auxiliary power unit(APU) and main engines were then started and the mission equipmentwas powered up using procedures in the published checklist (ref4, app A) as modified by the cold weather supplement (ref 5).All aircraft system were checked for proper functioning duringa simulated mission flight profile. The aircraft and systems"were then shut down per the checklist and a postflight inspectionwas conducted (including the recording of all fluid levels). Thetest card used is presented in appendix D and incorporates both"the checklist items and the functional checks. Data were recorded

4 on magnetic tape or hand recorded from cockpit gages.

. . -.

Table 1. Test Scope

Te!m ature1 Fuel OIL HYDRAULIC FLUID

"707F (210C) JPS KIL-L-23699C MIL-H-83282A

-25F C-32"C)

-50'F (-460C)

+1251F (52-)

70oF (21PC)JP4 MIL-L-7808H NJL-H-5606H

+12541 (52VC)

-251F (-32*C)

0OF (-18"C) 2

1The sequence of test conditions Is from top to bottom in this table.2 APU start only.

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-.L7 i ' , / " _ • .- . s.." 5 * * •-- - * .... * ... "• .5 *' - -.

RESULTS AND DISCUSSION

GENERAL

6. The results presented here concern only the air vehicleevaluation.The mlsssion equipment evaluation is presented inappendix H. Five deficiencies attributable to temperature werefound which would preclude mission accomplishment: 1) the APUaborted its start sequence because it could not accelerate theaccessory gearbox to operating speed at -25 0 F and -50 0 F;2) failure of the Environment Control Unit (ENCU) to provideadequate heating or cooling to the cockpit and avionics bays at-25 0 F, -50'F, and +125 0 F; 3) the utility hydraulic manifold allowsthe accumulator pressure to bleed off, 4) the hydraulic hand pumpis ineffective at -25*F and -50*F; and 5) the failure of hydraulicflex lines at -25*F and -50 0 F. In addition to these deficiencies

• |11 shortcomings were found 9 of which were probably caused bytemperature.

AUXILIARY POWER UNIT

7. The auxiliary power unit (APU) was started by a hydraulicstarter motor which was driven by the utility hydraulic accumu-lator. The APU was started at all temperatures prior to mainengine starts, (accessory gear box (AGB) not turning), and atthe end of test runs, prior to shutting down the main engines(AGB turning) (figures 1 through 12, app E). The APU never failedto start when the accumulator nitrogen precharge and totalpressure were correct.At the first 70 0 F and -25 0 F test conditionsand at 125*F and 00F the APU started and attained full operatingspeed on every attempt with the AGB not turning (figs 1, 2, 7,and 8, app E). Vvery start attempt was successful at all temper-atures with the AGB already turning.

8. On the first start attempt at -50 0 F the APU-to-AGB clutchfailed (fig 5, app E). The APU achieved operating speed, butcould not turn the accessory gearbox. A new clutch was installedand several more start attempts were made. The APU started on eachattempt and accelerated to clutch engagement (approximately 60percent speed). When the clutch engaged, the APU speed decreasedto zero and the start sequence was aborted by the APU controlunit (fig 6, App E). No problems were encountered at the sub-sequent 70 0 F nor +125*F test conditions.

9. A second -25 0 F test condition was added to the planned testsprimarily to evaluate APU starts with the new ziutch installed.Start attempts with the AGB not turning resulted in the APU

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starting and accelerating to clutch engagement then deceleratingto zero (fig 3, app E). Prior to this second -25SF test, thelubricating oil and hydraulic fluid had been changed toMIL-L-7808H and MIL-R-5606H, respectively.

10. A manual switch was then installed at -25SF to allow engagementof the clutch at 90 percent speed rather than 60. One startattempt was made and the APU and AGB achieved operating speed(fig 4, app E). This switch was a test item and not part of thestandard YAH-64 configuration.

11. Normal field operations require that the APU be started todrive the AGB which provides hydrtulic, electrical, and pneumaticpower for min engine starts and bvutems nýpration. Failure of"the APU to accelerate the AGB to uperating speed will precludemission accomplishment and is therefore a deficiency.

ENGINES

12. The YAB-64 is powered by two YT700-GE-700R turboshaft engines.They are started by air turbine starters which are driven by airfrom the pressurized air system (PAS). During this test, engineswere started with PAS pressurized by an external air cart and by"the shaft driven compressor on the AGB. At each temperature,engine restarts were accomplished one minute and two minutesafter engine shutdown. The start procedure was to initiate thestart sequence-with the engine condition lever (EML) in the OFFposition, then advance the PAL to IDLE at the first indication ofgas generator speed. Representative time histories of enginestarts and warmups are shown in figures 13 through 33 app E.Additionally, left engine temperature characteristics are"presented in figures 34 through 37.

13. No engine related problems were encountered at 70 0 F. At thefirst -25°F test condition, the left engine failed to start onone attempt because the fuel boost pump did not come on duringthe automatic start sequence as it should have (fig. 16, app E)."This problem could not be duplicated and is not considered

- temperature related. Also during the first -25°F condition, aright engine start had to be aborted because starter disengegement"speed (48%) had not been reached prior to the 90 second ignitorlimitt.The engine had achieved ignition, was accelerating, andhad exhaust gas temperature within limits. With a longer ignitor

41

time limit, the start would have been successful. The currentlimit is to protect the ignitors. The limit should be reevaluatedfor cold weather operations to extend the start time limit Ifignition has been achieved and the engine is accelerating.

14. At -50 0 F the first several left engine start attempts wereunsuccessful (fig 17 app E). The cold weather start procedurewhich requires cycling the ECL was used during these attempts.Fuel flow to the engine during these attempts was 3 to 4 gallonsper hour. Fuel flow during successful starts was 9 to 12 gallonsper hour. The engine hydromechaaical unit was replaced andsubsequent starts were successful.

15. At -25OF and -50 0 F both engine PAL's were stiff and difficultto operate. This stiffness would make engine control during ECUlock out operations difficult and is a shortcoming. At the"same temperatures the mechanical detents on the pilot's ECLsfailed to operate. This could allow inadvertent shut down oroverspeed of an engine when the detent failed to work. Failure ofthe PAL detents at -25VF and -50'F is a shortcoming.

16. Current cold weather engine start and warmup procedures callfor starting one engine, warming it up at idle for five minutes,accelerating it to 100% power turbine speed (Np) and then repeat-ing the prucess for the second engine. Using this procedure, aminimum of 12 minutes is required to get both engines operatingat 100% N The engine start procedures should be reevaluated toshorten this time. Consideration should be given to changing theprocedure to startin~g the second engine with the first still atidle and advancing each engine to 100% Np as soon as the engineoil pressure decreases to the normal operating range.

17. Engine oil pressures exceeded the 120 psi maximum steadystate limit during engine start/warmup at -25*F and -50*F (figures16 through 18, 23 and 24 appendix E). The pressures dropped below100 psi (i.e. into the normal operating range) prior to the endof the required engine idle warmup time. At +125°F, the leftengine oil pressure at idle was 26 psi, which illuminated theengine oil pressure caution lights. When the engine was accel-erated, the light extinguished.

CABIN AIR TEMPERATURE SURVEY

18. The environmental control system (ECS) operwtion and perfor-mance were evaluated at all test temperatures. The environmentalcontrol uiit (ENCU), located on the left side of the transmission"deck provided conditioned air to the crew compartments and

12

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avionics bays. The air was distributed through ducts on the rightand left side of the cabin floor. Air entered the cockpit throughcontrollable vents on the instrument panels and floor levelopenings in the distribution duct. For all tests the copilot/gunner's (CPG) floor outlets and all the instrument panel outletswere open. The pilot's floor outlets were closed by HHI anddefined as a possible production configuration. The canopy wasclosed before the environment control unit (ENCU7) was turned ON.A variable temperature control, located on the ECS panel, regu-lated the output temperature of the ENCU. At 70'F the variabletemperature selector was set on maximum cold except for 8 minuteswhen the selector was set on maximum hot for comparison (fig. 38,app E). During tests conducted below 70*F the temperatureselector was left in the maximum hot position, while at the125*F test condition the selector was set at the maximum coldposition. The flight crew wore one-piece nomex flight suits andleather boots for the 70*F and 1259F tests. Heavy winter parkas,pants and rubber air barrier boots were worn for the cold temper-ature tests. The crewmember's hands were protected during alltests with nomex flight gloves. No evaluations of the ECS weremade with the crew wearing chemical/biological protective clothingor gas masks. Additional cooling and heating in the cockpitswill be necessary for the crew to perform missions at temper-ature extremes. Future tests of a production AH-64 should beconducted with solar radiation on the cockpit, as detailed in

. the specification requirement, and with the crew wearingchemical/biological clothing and masks to insure the ECS couldprovide adequately conditioned air to the cabin. Data gatheredduring this test are presented in figures 38 through 45,appendix E and are summarized in table 2.

19. The applicable requirements of the systems specificationfor performance of the ECS (ref 6, app A), are summarized below:

a. Cockpit heating requirements are specified in paragraph3.7.15.5 (ref 6). A crewstation temperature not less than +40*Fmust be provided for outside air temperatures down to -65SF, andthe temperature difference between the head and foot levels ofeither crevmember must be less than 10°F. These requirements mustbe met within one minute after takeoff, and on the ground at idlerpm within five minutes of engine start with the canopy closed.

I b. Cockpit cooling requirements are specified in paragraph3.7.15.5.2 (ref 6). The cabin air temperature must not exceed85*F for ambient outside air temperatures up to 1200F.

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"c. Avionics cooling requirements are specified in para-graph 3.7.15.5.3 (ref 6). Because the forward avionics bay (FABS)"sand the target acquisition and designation system/pilot nightvision system (TADS/PNVS) turret are cooled using cockpit air,this paragraph restates the mlusmm and maximum temperatures"allowed for cockpit air (+40*F and +859F, respectively). The aftavionics bay can be supplied with ambient air at temperaturesfrom -65*F to +120*F.

d. Ambient limits and operating conditions under which theabove requirements must be met are specified in paragraph3.7.15.5.4 (ref 6). This paragraph allows for ground and flightoperations, canopy closed, at outside air temperatures from -659Fto +120*F. Solar radiation and air humidity were also specifiedbut were not simulated during this test.

20. The ENCJ was evaluated first at 701F (21*C) to determine themaximum cooling and heating capacity of the system. The variabletemperature selector was set to the maximum cold position andthe ENCU produced an outlet temperature of 35VF (2%C), (fig. 38,app E). After 15 minutes of APU operation cockpit temperaturehad dropped a maximm of 97F (5*C) from the ambient test temper-ature of 70"F. The temperature selector was then set to themaximam hot position and the ENCU outlet temperature stabilizedat 167*F (759C) in less than 2 minutes. The cockpit temperaturesincreased a maximum of 25VF (14*) above the 70"F test temperaturein 8 minutes.There was no lose of air temperature in the ECSducting from the ENCU outlet to the pilot's floor outlet. However,between the pilot and CPG outlets, the air temperature droppedapproximately 54"F (30*C) with the temperature selector set tomaximum hot. Temperature differences between the head, waist, andfxoot le ls were insignificant in both cockpits except at the hotECS setLtng. At that setting, the aft cockpit, foot-level temper-ature was approximately 14F (8*C) below the head and waistlevels. The temperatures to the TADS and FABS remained essen-tially unchanged at either temperature setting (fig. 42, app E).

21. The heating operation of the ECS was tested at -25eF (-32*C)and data are presented in figures 39 and 43, appendix E. The ENCUoutlet temperature averaged 149*F (65VC) during the test withinsignificant duct losses between the ENCU and the pilot station.Between the pilot and CPG outlet, however, the conditioned airtemperature dropped by 45"F (25%). The time to reach the requiredminimum temperature of 40*F (4%C) at the pilot station was 4minutes at the waist, 8 minutes at the head, and 28 minutes atthe feet. The temperature at the pilot's feet was below freezingfor nearly half of the 2 hour mission. The pilot's feet and handswere very uncomfortable during this test. The temperature at the

15

cyclic grip was 32°F (O°C) as measured with hand-held instrumen-tation. The waist-level temperature presented in figure 39(which averaged approximately 70'F) was measured near the leftedge of the pilot's seat and had ECS air blowing directly on thecensor. The difference between the pilot head and foot leveltemperatures averaged 140F (8 0 C) and was a maximum of 22 0 F (12'C).This large temperature gradient was caused mainly by cold ambientair entering the cockpit through the 30 mi weapon turret andholes in the floor around the pedals. Table 3 presents speeds ofair blowing up through the holes in the floor as measured withhand-held instrumentation in the aft cockpit. At high powersettings, the air speeds increased and produced wind chill effectswhich added to crew discomfort.The pilot's lower duct outletsbeing closed also contributed to the temperature difference.The temperatures at the CPG station and at the TAD/PNVS and FABS"JInlets reached the minimum temperature of 400 F (40C) in10 minutes. Temperatures in the CPG cockpit were acceptablyuniform during the test.

Table 3. Pilot Station Air Speedl

PILOT'S PEDALS INSTRTMENT PANELFLOOR LEVEL CYCLIC DUCTS_ • GRIP,

Left Rhe Right

APU ONLY 0.5 0.5 0 682 683

100% rotor 3 4 0.5RPM collectivedown

50Z Torque 11 )0 1

* 100% Torque 17 22 1

NOTES:

t Speed in miles per hour* 2 Speed measured 8 inches away from the outlet

3Speed measured 10 inches away from the outlet

4lb

't

22. The ECS heating performance was evaluate4 during -50'F testsand data are presented in figures 40 and 44 of appendix R. TheENCU outlet temperature started at 1227F (50'C) and reached amaxrimn of 167'F (75C) 35 minutes after engine start, the samemaximum temperature produced during 70'F tests. Air temperatureat the pilots ECS outlet was approximately 100F less than at theENCU outlet. The maximum temperature loss in the ducting betweenthe pilot's floor vent and the CPG's vent was 45'F (250C). TheCPG's right hand vent temperature increased from 32PF (COC)shortly after turning on the ENCU to 91'F (33'C) one hour afterengine start. The temperatures at both crew stations were below"freezing for the first 35 minutes of the test and air enteringthe cockpit from the instrument panel vents cooled rapidly andproduced a wind chill factor of 14F around the upper body ofboth crew members. During the first 5 minutes of operation thewind chill was below -30'F. The vents were directed away from thebody and both crew members wore heavy wool scarves over the noseand mouth. Even with this additional protection the CPG sufferedcold injuries to his face during the 1.5 hour test. The temperaturevariation between the pilot's feet and upper body was always more"than 360F (200C) with a maximum foot temperature of O'F (-18°C)one hour into the teat. The wind chill around the pilot's feetand lower legs was -40'F at 50% torque settings and -58'F duringsimulated climbs at 100Z torque. The temperature at the cyclicgrip during a climb, 100% torque, was 191F. Operation of cockpitswitches, instruments, and controls require the use of the lightweight nomex flight glove. However, this glove will not protectcrewmembers hands from frostbite without adequate cabin heat.During this test, the pilot blocked the controls with his legsand feet, locked the collective with the friction adjustment andplaced his gloved hands in artic mittft:s between data points toprevent damage to his hands. Temperaturs around the copilot'shead were 15'F cooler than the lower body. Cold air leaked intothe CPG's cockpit from around the canopy seal and circulatedaround the GPG's head. The time to reach the minimum temperatureof 40'F (4'C) required by the specification was 35 minutes inboth cockpits. The pilot's feet and the CPG's head did notreach the minimm temperature during the test. The TADS andFABS inet reached the minimum temperature of 40'F(4"C) fiftyminutes after engine start.

23. The cooling capacity of the ECS was evaluated at 125'F ambienttemperatures. The ENCU outlet temperature stabilized at 60'F(15'C) after engine start and increased to 683F (20'C) durin5

simulated climb and cruise flight (fig. 41, app E). The temper-atures at both crew stations were from 95'F (35'C) to 104'F(40'C) throughout the test, and the difference between thepilots head and feet reached 18'F during the test. The ENCU air

4 17

I1

was blown directly on the crew members but would not have acooling effect when wearing body armor to protect the upper bodyarea. The TADS and FABS inlet temperatures averaged 104'F (40*C)during the test. Ambient air is circulated through the aftavionics bay for cooling and then vented overboard. Temper-atures recorded at the inlet to the exhaust fan averaged 131*F(55*C) and peaked at 138'F (59*C).

24. The ECS failed to provide adequately conditioned air to thecockpits or avionics except at 70'F. At -25'F the WCS failed tokeep the pilot's feet and hands above freezing during simulatedflight profiles. During tests conducted at -50*F the cockpit andTADS/FABS temperatures were below freezing up to one hour afterstart oi the ENCU. The cooling capacity of the ECS was limitedat 125*F, lowering the cockpit and TADS temperatures a maximum of

S35'F from ambient conditions. Many electronic components of themission equipment failed due to high temperature during thistest (see Appendix H). Crew fatigue in a high work load environ-"ment will occur within the first few minutes at extreme temper-atures without properly conditioned air in the cockpit. Thefailure of the ECS to provide adequately conditioned air to thecrew stations and avionics bays at -259F, -50'F and 125'F is adeficiency.

25. The SCS failed to meet the minimum heating requirement of40'F detailed in paragraph 3.7.15.1 (ref 6, app A) in that thetemperature at the pilot's feet was 31°F one minute after takeoff"at -25'F ambient and tha the temperature at both crew stationswas -4'F five minutes after engine start at -50'F ambient. Also,the maximum specified temperature variation of 10'F between thehead and foot level vas exceeded by more than 22'F at the pilot'sstation at -259F and -50'F, end at the copilot's station by 15*Fat -50'F ambient temperatures. The ECS failed to meet the coolingrequirement of paragraph 3.7.1 .5.2 during the 125'F tests inthat the maximum allowrd temperature of 85'F was exceeded by 10'Fto 19'F. The requirements for air conditioning at the FABS andTADS/PNVS inlets specified in paragraph 3.7.15.5.3 were also notmet. At -50'? the inlet temperatures did not reach the 40'Fminimum temperature until one hour into the test run. At 125'Fthe inlet temperatures exceeded the 85'F maxitum allowablethroughout the test run. Table 4 presents a ;pecificationcompliance summary.

'4 26. The canopy defog system was evaluated at -25' and -50'F.The system mixed PAS air with cabin air and ducted it on to thefour canopy side panels. The canopy nozzle temperatures wererecorded in the pilots station after a -250F test,with rotors stopped. The temperature differential from the

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back to the front of the nozzle was no more than 2*C on eitherduct. The outlet temperatures were also recorded during a singleengine descent at 70% torque and 25YF ambient conditions. Theleft duct outlet was 7C and the right -4 0 C. The side panelswere slow to defog and only provided limited visibility. Duringthe -50 0 F test the defog system cleared a canopy area approxi-mately 2 inches wide and 10 inches long. The inadequate canopydefog operations at -25* and -50'F is a shortcoming.

ELECTRICAL SYSTEMS

27. An evaluation of the electrical system was conductedthroughout the temperature range tested. The battery was a non-production item and the battery heater identified in the systemspecifications (ref 6, app A) w&s not available for this test.Additionally, the generators and transformer/rectifiers wereprototype configuration and not scheduled for production. Datafor tests at 70'P, -25 0 F, -50*F, and 125*F are presented infigures 46 through 49, appendix E.

28. The battery functioned properly at 70 0 F and 125 0 F, however, acold soaked battery failed to power the emergency bus at testsconducted at -25*F and -50*F. Two tests were conducted with afully charged cold soaked battery with unsatisfactory results.The battery would dimly light the caution lights for one minuteuntil the voltage dropped below 18 volts. The battery should beremoved from the aircraft and stored in a warm environment topreserve the charge when ambient conditions are expected to bebelow 00 F. The present method of securing the battery does notfacilitate quick installation or removal. Four bolts and safetywire are required to hold the battery in position. A quick releasesystem should be installed to secure the battery.

29. The DC emergency system, consisting of the charger and batteryinterface, functioned properly at 70'F, -25*F, and -50'F. At125 0 r (51C) ambient temperature the HOT BAT caution light, partof the battery charging protection system, illuminated intermit-tently. The charger was designed to stop charging when thebattery temperature exceeded 122'F (50 0 C +30) and illuminatethe HOT BAT caution light when the battery reached 135 0 F (57+30 C). The battery and charger are located in the aft avionicsbay. Temperatures recorded at the inlet to the exhaust fan

- 4 averaged 1350F (57°C) and peaked at 1380 F (59 0 C) 85 minutesafter APU start (fig. 45, app E). The charger failed to chargethe battery 22 minutes after APU start at 125°F ambient

20

temperature and the voltage dropped to 24 volts, battery potentialfor the rest of the test (fig. 49, app E). The failure of the DCcharging system at 125*F is a shortcoming.

30. The power transfer from the ship's system to external powerwas not automatic. The transfer could only be executed if theBAT/OFF/EXT PWR switch was placed in the EXT PWR position andthe EXT PWR reset button was pressed as the last generator wasturned off. Failure to follow this procedure interruptedelectrical power to the APU control unit which caused the APUto shut down. In the case where external power is applied tothe ship at the external recepticle and all systems are off, thecrew chief should be able to energize the AC busses with a resetbutton at the external recepticle. An automatic feature shouldalso be incorporated which would automatically switch to externalpower whenever ship's power was not within acceptable ranges offrequency and voltage. The system should switch back to ship'spower when those frequency and voltage conditions are met. Sucha system would eliminate the need for an EXT PWR position andreset button on the power panel, and preclude inidvertent APUshutdowns. The power transfer between the ship's system andexternal power as presently designed is a shortcoming.

FUEL SYSTEM

31. At each temperature, the fuel crossfeed valve, boost pump,transfer pump and refuel valve were checked for proper operation.Additionally, gravity and pressure refueling were accomplished.The pneumatic boost pump (located in the aft tank) comes onautomatically during engine starts and may be turned on using aswitch in the cockpit at any other time. Both modes of operationwere checked. During one left engine start at -25YF the boostpump failed to operate. That problem could not be repeated andwas the only problem encountered with any of the fuel systemcomponents.

FLIGHT CONTROLS

32. The main and tail rotor flight controls consist of mechanicallinkages from the cockpit pedals, cyclic stick and collectivestick to irreversable hydraulic actuators which control the bladepitch through mechanical links. The hydraulic actuators haveintegral stability augmentation system (SAS) actuators which arecontrolled electrically by the digital automatic stabilizationequipment (DASE) computer. The DASE makes control inputs toaugment pilot control inputs and to oppose aircraft rates. The

21

cyclic and pedal controls incorporate a magnetic brake force feelsystem. The stabilator is controlled by two electronic stabilatorcontrol units which drive 2 electromechanical actuators. Abovea threshold speed of approximately 30 knots the stabilator angleis controlled as a function of airspeed and collective controlpositions.

33. The cyclic, collective, and pedal controls appeared tofunction well throughout the test. During one run at -50°F thecyclic and pedal controls were initially ratchety but the movementbecame smooth after a short period of time. The trim/force feelsystem functioned properly and high forces were not apparent atany temperature. Hydraulic actuator frequency responses couldnot be evaluated because of insufficient time in the schedule toinstall the necessary test hardware. Future climatic tests shouldplace priority on actuator frequency response evaluations.

34. Special operating constraints for the climatic laboratory didnot allow DASE operation while the rotors were turning. Becausethe APU would not turn the AGB at -50°F until after the rotorswere turning, the DASE could not be evaluated at that temperature."At -25 0 F the roll and yaw channels of the DASE disengaged wheneverthe pilot made a small control movement. At 700 F and 125YF theDASE functioned normally. DASE disengagement at -25*F is a short-coming. Future climatic tests should allow DASE operation withrotors turning to ensure a complete evaluation of this system.

"35. Full travel of the stabilator actuators was checked usingthe manual mode. Operation of the automatic mode was checked by"pushing the reset button with the stabilator at one extreme ofits travel and checking to see that the stabilator returned to25 degrees leading edge up. The stabilator functioned properlyat all conditions except the first run at +125 0 F. During thatrun, the stabilator would move through its full range in themanual mode. However, when the reset button was pushed, thestabilator moved to 19 degrees leading edge up (rather than 25degrees) and the STAB FAIL caution light illuminated. This testwas repeated several times on this run with the same results.During the run, the stabilator should remain at 25 degrees,leading edge up, because the airspeed remains at zero. Duringthis +125 0 F run, however, the stabilator moved up and down as afunction of collective position.Both stabilator control unitswere changed after this run and the stabilator functionedproperly for the remaining runs (including another +125°F testcondition).

22

HYDRAULIC SYSTEMS

36. The YAH-64 hydraulic system consists '! a primary flightcontrol system and a utility system which powers the flightcontrols, weapons systems, rotor brake and the APU start motorthrough the utility accumulator. A description of the aircrafthydraulic system is contained in appendix B and in the operator'smanual. The hydraulic system was inspected prior to each run andmonitored during the run to identify any leaks or systemmalfunctions. The system was serviced with MIL-H-83282A fire-resistant hydraulic fluid for the first two test temperatures(70°F and -25*F) and with MIL-H-5606H for all other tests.Hydraulic system data are presented in figures 50 through 61,appendix E.

37. The utility hydraulic hand pump was evaluated for efficiencyand ease of operation. Fluid was supplied to the pump underpressure from the utility manifold reservoir. Each test wasstarted by depleting the accumulator hydraulic pressure, readingand servicing the nitrogen precharge if necessary, and pressur-izing the accumulator with the hand pump. The pump, when servicedwith either fluid, operated satisfactorily at 700 and 125*Frequiring from 3.5 to 10 minutes and 300 to 460 strokes to pressur-ize the system to 3000 pounds per square inch (psi). Resistance"was encountered throughout the full travel of the stroke andincreased the pressure in the accumulator from 3.5 to 4.1 psiper stroke. The pump was less effective at -25 0 F tests withMIL-H-83282A fluid. It was necessary to allow from 10 to 15seconds between strokes to fill the pump cylinder to produce afull stroke. Midway through the charging cycle the pump cylinderwould not fill and pressure dropped from 4.5 to less than I psiincrease per stoke. Pressurized air was applied to the utility"manifold reservoir through the pressurized air system (PAS) airinlet check valve. The pump then functioned properly to complete

4 the charge cycle. On another occasion, this procedure was usedbut the pump would not begin to work. Figure 1 shows the number ofstrokes required to charge the accumulator. A new utilitymanifold was installed and a second test conducted at -25VFusing MIL-H-5606H fluid. The pump charged the accumulator to3000 psi in 10 minutes averaging 2.4 psi per stroke. There was areduced efficiency of 32% (an increase of 220 strokes to achievethe same pressure in the same time) compared to the 70 0 F tests.The pump operation at -50*F with MIL-H-5606M fluid was unsatis-factory. An increase to 30 to 40 seconds between strokes wasrequired to allow the pump cylinder to fill with fluid and lessthan 50% of the pump handle travel produced any pressure increase.

23

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Further evaluations of the pump at this temperature were termin-ated and the accumulator charged using an external hydraulicpower cart. The inadequate hand pump operations at -25 0 F withMIL-H-83282A and at -50OF with MIL-H5606H is a deficiency.

38. The utility hydraulic manifold incorporates the fluid res-ervoir and the emergency hydraulic system. Each of these compon-ents produccd failures that were related to cold temperatures. Themanifold, serviced with MIL-H-83282A, depleted the reservoirfluid through the low pressure relief valve. This occurred duringthe second test at a temperature of -25tF. The utility pressurefluctuated after APU START and the test was terminated 25 minuteslater when the oil low light illuminated. The manifold was re-placed and serviced with MIL-H-5606H fluid for the remainingtests. The emergency hydraulic system in the manifoldprovides accumulator pressure to the flight controls if theutility pressure system fails. A switch in the pilots stationelectrically energizes a solenoid on the manifold which hydro-mechanically activates valves in the manifold. The accumulatorpressure is bled by activating the emergency hydraulic powerswitch and moving the flight controls. At all -25 0 F and -50*Ftemperatures, once activated, the system failed to close allowingaccumulator pressure to bleed back to the reservoir. The solenoidvalve was replaced after most tests and when checked at 70*Ftemperatures functioned properly. The manifold and "0" ringsfor the valve were also replaced, however, this did not correctthe problem. The failure of the utility manifold to preventpressure loss from the accumulator at -259F and -50 0 F is adeficiency.

39. The utility hydraulic accumulator bled the nitrogen prechargeinto the hydraulic fluid during 70*v tests with MIL-H-83282A. Theaccumulator was replaced and operated satisfactorily at the -25°Ftests. The -50*F tests were conducted with MIL-H-5606H fluid anda second nitrogen bottle connected to the system (winterizationkit). The nitrogen precharge was increased from 1650 psi to therequired 1850 psi for that ambient condition. Shortly afterservicing the pressure had decreased and air was detected in thehydraulic fluid of the utility system. The system was bled andprecharge reserviced to complete the test. Successive pre-runinspections during the next three tests at -50°F showed a decreasein precharge to approximately 1550, 1450 and finally 1100 psi.The failure of the utility accumulator system to hold a nitrogenprecharge at -507F with MIL-H-5606M is a shortcoming.

40. Flexible hydraulic lines failed and allowed loss of hydraulicfluid during cold temperature tests. Two pressure lines in theprimary hydraulic system failed during the first test at -50 0 F

25

6.9

with MIL-H-5606H (photo 7). One line was attached to thepump output and the other located at the tailboom splice. Thesplice is peculiar to this prototype aircraft, and a fler lineat this location is not planned for production. The third flexhose was located in the left wing stub, at the quick disconnect.This line failed during the last -25oF tests while the systemwas serviced with MIL-H5606H fluid. The failure of the flexiblehydraulic pressure hoses at -25* and -50'F is a deficiency.

41. A second gas reservoir was installed to pressurize theutility accumulator for operations below -25"F. The duplicatebottle, the only winterization kit installed by HIll for thistest, doubled the gas capacity to 305 cubic inches and wasconnected to the existing system after the -25 0 F test. After thelast tests at -50 test the second gas bottle was disconnected byHHI prior to raising the hangar temperature to +125'F. Thewinterization kit should be able to operate from the lowesttemperature in the detailed specification (-650 F) to at least70 0 F without alteration. This would simulate operations in anartic climate where a cold aircraft may be moved into a heatedhangar for maintenance and expected to operate. Further testingof the utility hydraulic accumulator systen should beconducted, including the APU start motor and gas reservoir,with the winterization kit installed (second gas bottle) to insureproper system operation throughout the temperature range of -65SF"to +125*F without modifications.

42. The accumulator pressure indicator on the ground serviceequipment panel is small and difficult to read accurately. Theface of the indicator is approximately one and one sixteenthinch in diameter. Pressues cannot be read within 100 psi when3/16 of an inch represents the pressure range of 1000 to2000 psi. The nitrogen precharge varies linearly with temperatureand requires pressure settings within 20 psi. The coarse scaleand small size of the accumulator pressure indicator is inconsis-tent with the stated allowable precharge pressures and is ashortcoming.

43. The primary and utility hydraulic heat exchangers wereevaluated at each test temperature and data are presented infigures 50 through 61. The exchangers were bypassed at 70F.However, at -25VF and -50*F the fluids were cooled by 9 to 18°F(5°C to 100). At 125°F the fluids into the coolers approached212°F (iOO0 C) with maximum temperature drop of less than 10F

* (12 0 C). Only small control inputs were made at 5 minute intervalsand the SAS links in the actuators were idle after the enginestart. The utility system was thoroughly exercised at the end ofeach test run when the gun system was traversed throughout its

4 26

.443

T4b

272

azimuth and elevation limits. This limited test data indicatesthat the heat exchangers may not be needed. A further analysisof the hydraulic system data during hot day flight tests is

i- recommended to confirm the need for heat exchangers.

-. ROTOR SYSTEMS

44. Special procedures are required to warm the main and tail"rotor system during cold weather operation, as published ina supplement to the operator's manual (ref 4 app A). The tailrotor teetering bearings are made of elastomeric material andrequired cycling the tail rotor in teeter prior to starting theengine. Each blade set had to be cycled one time within 5 minutesof engine start at -25*F and 5 to 10 times within 2 minutes of

* engine start at temperatures below -25*F. The bearingsperformed satisfactorily during all tests, however the waraupprocedures may not be practical in the field environment. Ifwind exists during the preflight any warming of the bearings byteetering the tail rotors will be ineffective. In fact, the slowacceleration of the main rotor system during start at coldtemperatures may provide the additional warming necessary beyondnormal preflight checks. At - 50*F the main rotor system requiresmore than 2 minutes to start rotation after initiating the enginestart sequence. The tail rotor bearing warmup procedures for"cold weather operation should be reevaluated.

45. The cyclic control requires special procedures for coldweather operations. At temperatures of -44*F and below the cyclicmust be moved forward two inches and held for 3 minutes at 100%NR.This can only be completed after the 5 minute engine warmup atidle. The rotor system warmup procedures should be reevaluated,and if required to be accomplished, incorporated in conjunctionwith the engine runup procedures.

TRANSMISSIONS

4 46. The aircraft has 5 transmissions; the main transmission (apart of which is called the accessory gear box), 2 engines nosegearboxes, an intermediate gearbox in the tail rotor drive train,"and the tail rotor gearbox. The engine nose gearbox on theYAH-64 each has a pump to deliver lubricating oil under pressureto the gears. The gearboxes have external cooling fins to preventovertemperature, and therefore no oil cooler is incorporated. Theonly nose gearbox problem noted during the evaluation wasexcessive oil leakage at the output shaft seal and the oil fillercaps.

28

47. The main transmission has two separate oil lubication systems(No. I (left) and No. 2 (right)). Each system consists of a sump,"a pump, an oil cooler, and jets which spray oil on the gears. Oil"sprayed on the gears can return to either sump. At -5 0 °F thenumber 2 oil pump shaft failed and was not replaced until after"the first +125'F run. The remaining oil system provided adequatelubrication and cooling at both -50*F and +125*F. This trans-mission was not in specification configuration in that the oilsumps were not isolated from one another and the float valves to

, prevent oil from returning to a sump having a very low oil level(e.g. leaking from battle damage) were not installed.

48. The accessory gearbox is actually the accessory drive sectionof the main transmission. The AGB has its own oil pump to drawoil from the main transmision number two oil sump and lubricatethe accessory drive gears and the shaft-driven air compressor.The"AGB oil system has no oil cooler. When the main transmission isturning, the AGB oil mixes with the main transmission oil and iscooled by the main transmission oil coolers. With the APU runningand the main transmission not turning, the oil temperature inthe AGB and main transmission rises rapidly (fig 62 through 66,app E). Prolonged APU operation at high ambient temperaturescould result in transmission oil temperatures above the 140*Climit. Such prolonged APU runs might be required operationallyto keep mission equipment such as the HARS and doppler in aready status for fast reaction.

49. The intermediate and tall rotor gearboxes are sealedtransmissions packed with a grease lubricant. No provisions forservicing are incorporated and no servicing should be required.The gearboxes functioned well throughout the test and the gearboxtemperatures remained within limits. At the initial 70 0 F test-sondition, there was some evidence of grease seepage. Thegearboxes were wiped clean and no further evidence of seepage wasnoted.

S50. At -50°F the drive system accelerated very slowly whcn drivenby just one engine at idle (as required by the current coldweather start procedures). Figure 28, appendix E shows that ittook more than three minutes from initiation of the start sequenceto get an indication of power turbine speed. More than eightminutes were required to reach idle speed. This slow main rotoracceleration could cause excessive main rotor flapping in high

S -wind conditions. The cold weather engine start procedures shouldbe reevaluated with an objective of speeding up the main rotoracceleration.

29

ANTI-ICE SYSTEMS

"51. Anti-ice systems evaluated during this test were designed toprotect the engines, the engine inlet fairings, the engine nosegearbox fairings, the cross shaft fairings, two windshield panels,and the TADS/PNVS components. The TADS/PNVS anti-ice systemsevaluations are discussed in appendix H. These tests were notconducted in an icing environment and therefore the anti-icecapability could not be fully evaluated. All systems functionedproperly in that they heated components they were designed toheat (fig 71 through 73, app E).

MISCELLANEOUS

52. During preflight inspections at -25°F and -50F the enginecowling latches were very difficult to operate. Additionally, thecanopy latches at -50'F were difficult to operate and on one runthe pilot canopy latch could not be closed initially. Difficultoperation of the engine cowling and canopy latches is a shortcoming.

53. The center strap of the five-point pilot restraint system isnot adjustable. When the pilot wore artic clothing (at -25'F and-50'F) the release mechanism was located very low on the body andwas covered by the outer jacket. During an emergency egress therelease mechanism would be very difficult to reach. An adjustable"center strap would allow positioning the mechanism higher on the"body, making it more accessable. The lack of an adjustment on therestraint system center strap is a shortcoming.

"54. Two caution/advisory lights functioned improperly during thetest. The forward tank low fuel warning light illuminated at-50F when the tank contained 760 pounds of fuel. The light shouldnot illuminate until the tank has 210 +10 pounds or less, fuelremaining. During right engine starts on the last runs at +125°Fand -25'F, the boost pump advisory light failed to illuminatealthough instrumentation confirmed that the pump was working. Thelight did illuminate during left engine starts during tkese runs.Improper operation of the low fuel warning and fuel boost pumpadvisory lights is a shortcoming.

4 33

4.

CONCLUSIONS

GENERAL

55. The YAH-64 air vehicle did not function adequately at -25"Fand -50.F.

SPECIFIC

56. Successful engine tests were accomplished at all temperaturesusing an external pneumatic power source or the APU.

57. The hydraulic flight control actuators did not leak fluid atany temperature.

58. The grease-packed intermediate and tail rotor gearboxesfunctioned properly at all temperatues.

59. The APU achieved ignition and accelerated at least untilclutch engagement at all temperatures.

"60. Main rotor acceleration is very slow at -50'F using currentcold weather engine start procedures.

DEFICIENCIES

61 . The following deficiencies, which will preclude missionaccomplishment, were found. The definition of deficiency as usedin this report is presented in appendix D. They are listed in"the order of relative importance.

"a. The APU aborted its start sequences at -25°F and -50°F

because it could not accelerate the accessory gearbox (pars 11).

b. The environmental control unit failed to provide adequate"heating or cooling to the cockpit3 and avionics bays at -25*F, -

500F, and +125*F (para 24).

c. The utility hydraulic manifold allowed accumulatorpressure to bleed off at -25'F and -50'F (pars 38)

d. The hydraulic hand pump is ineffective at -250F and -50'F(pars 37).

e. Flexible hydraulic pressure hoses failed at -25'F and -50'F (part 40).

31

-

SHORTCOMINGS

62. The following shortcomings were found and are listed in orderof relative importance. The definition of shortcoming as used inthis report is presented in appendix D.

a. Inadequate canopy defog at -25* and -5OF (para 26).

b. DASE disengagement at -259F (para 34).

c. Failure of engine condition lever detents to engage at -25 0 F and -50*F (para 15).

d. Stiffness of engine condition levers at -25 F and -50°F(para 15).

e. Lack of adjustment on the restraint system center strap(para 53).

f. Poor procedure for external power to battery transfer(pars 30)

g. Difficult operation of the engine cowling and canopylatches (para 52).

h. Improper operation of low fuel warning and fuel boostpump advisory lights (para 54).

i. Failure of utility hydraulic accumulator to hold anitrogen precharge at -50'F (pars 39).

J. Failure of the DC emergency system at 125°F (p'ra 29).

"Ik. The coarse scale and small size of the accumulatorpressure indicator (para 42).

4i SPECIFICATION COMPLIANCE

63. The YAH-64 was found not to be in compliance with the followingparagraphs of the Phase 2 Advanced Attack Helicopter SystemsSpecification, AMC-SS-AAH-H100OOA (ref 6, app A). Additionalspecification noncompliance, beyond the scope of this evaluation,

* may exist.

a. Paragraph 3.7.15.5.1. At -25 0 F arid -50°F cockpit temper-atures f iled to reach 40°F within 5 minutes with engines atidle or within one minute from takeoff. Also the temperature

I2.4

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difference between head and foot levels exceeded the 100F maximumallowable in the aft cockpit at -25VF and -50OF and in the frontcockpit at -50*F (para 26).

b. Paragraph 3.7.15.5.2. At 1250F the cockpit temperaturesexceed the 85*F maximum allowable throughout the test run(para 26.).

c. Paragraph 3.7.15.5.3. The air temperature at the inletsto the FABS and TADS/PNVS exceeded the 85*F maximum allowable at125°F, and failed to reach the ninimum allowed temperature of400F until one hour into the run at -50*F (para 26).

33

RECOMMENDATIONS

64. The deficiencies listed in paragraph 61 3hould be correctedprior to production.

65. The shortcomings listed in paragraph 62 should be corrected.

66. A production AR-64 should be tested in the climatic laboratoryto verify correction of the current deficiencies, and to validatethe performance of subsystems and components which were notavailable for this test.

67. The time limit on ignitors during engine starts should bereevaluated for cold weather operations (para 13).

68. Engine start procedures for cold weather operations should bemodified to provide faster main rotor acceleration and less enginewarmup time (para 16).

69. Future climAtic testing of this aircraft should be conductedwith solar radiation on the cockpit and with the crew wearingchemical/biological clothing and masks (para 18).

70. The aircraft battery should be removed and stored in a warmenvironment when ambient temperatures are expected to be belowfreezing (pars 28).

71. A quick release system should be installed to secure thebattery (para 28).

72. Tail rotor bearing warmup procedures for cold weather should* be reevaluated to decrease the number of cycles required and

increase the allowable time between cycling and engine start(para 44).

73. The main rotor warmup procedure at -50*F should be reevaluatedto reduce the overall time required from engine start to takeoff(para 45).

74. The utility hydraulic system with the winterization kitinstalled (second nitrogen bottle on accumulator) should beevaluated from +125 0F to -65*1 (Pars 41).

75. A further analysis of the hydraulic system data during hotday flight tests should be conducted to confirm the need for heatexchangers (para 43).

34

0.-

APPENDIX A. REFERENCES

1. Letter, AVRADCOM, DRDAV-DI, subject: YAH-64 ClimaticLaboratory Survey 11 August 1981.

2. Test Plan, USAAEFA Project No. 80-07, Cl•imatic LaboratorySurvey, Hughes YAH-64 Helicopter, August 1981.

3. Letter, AVRADCOM, DRDAV-DI, subject: YAH-64 HelicopterClimatic Hangar Oper'ating Instructions, 2 November 1981, revised9 and 27 November 1981.

4. Draft Technical Manual, TM 55-1520-238-10, Operator's Manualfor Army YAH-64 Helicopter, 1 May 1981.

5. Supplement to Draft Technical Manuals TM 55-1520-238-10/IOCL/23, Cold Weather Supplement to YAH-64 Helicopter Operatorand Maintenance Instruction Manuals, 15 October 1981.

"6. YAH-64 Phase 2 Advanced Attack Helicopter Specification,Hughes Helicopters, AMC-SS-AAH-HIOOOOOA, 10 December 1976.

35

--

APPENDIX B. AIRCRAFT DESCRIPTION

TABLE OF CONTENTS

Page

'-[.., General .......... .... o..... . . . . . . . . . . . . ........ 37Dimensions and General Data ................. ............... 37

Main Rotor......... ............................... 37-•Tail Rotor ...... 0....9..0..37

Horizontal Stabilator ........... ....................... 38"Vertical Stabilizer. ................ 38Win- g...................................................... 38

...... ..... 39Flight Control Description ................................. 39

-•. •Gen ra .. .. .. ... .. ... .. ............ ............ 39Cyclic Control System ...................................... 39Collective Control System.............................. 43Directional Control System ............................. 43Trim Feel System 43Horizontal Stabilator .................... .............. 47Flight Control Rigging................................. 47Digital Automatic Stabilization Equipment .............. 47

Hydraulic System ...... ....... .............................. 49.:'., ~Generaloo.............. . . . . . . . . . . ...... ...... 49

" Primary Hydraulic System.....*-east .............. 49Utility Hydraulic System............................... 49Servoactuators ..... 52

'•'Hand Pump~oo*ss.~ .......... 52Power Plant ................................................ 52

Infrared (IR) Suppression System ........................... 55Fu n Tasnsmii ................................................ 59

AGensral ............................................... 59%nin Transmissiona.......... ........ .......... ........ 59"-'Accessory Gearbox .................... 62

'-,Intermediate ......... 62Tail Rotor Gearbox ..................................... 62

Auxiliary Power Unit .................. .... 62Pressurized Air System ..................................... 65

* Environmental Control Unit....... ....a............. 71•Electrical System ................... 71

Anti-ice Systems.......... ......... .. ................... 71Mission Equipment ..... .. ...... .... ......................... 79

36

GENERAL

1. The YAH-64 Adanced Attack Helicopter (fig. 1) is a tandemseat, two-place, twin turbine engine, single main rotor"aircraft manufactured by Hughes Helicopters Inc. (HRI), a divisionof Summa Corporation. The main rotor is a four-bladed fullyarticulated system. It is supported by a stationary mast whichtransmits flight loads directly to the fuselage. The tail rotoris a four-bladed semi-rigid, delta-hinged system incorporatingelastomeric teetering bearings. The rotors are driven by twoGeneral Electric YT 700-GE-7OOR engines through the power trainshown in figure 2. An auxiliary power unit (APU) is installedprimarily for starting the engines and to provide electrical andhydraulic power when the aircraft is on the ground and rotorsare not turning.The aircraft is designed to carry various com-binations of ordinance internally in the ammunition bay andexternally on the four wing store positions. A 30za area weaponis mounted on a turret under the copilot/gunner cockpit. TheYAH-64 is designed to operate during day, night and marginalweather combat conditions using the Martin Marietta TargetAcquisition Designation System (TADS)/Pilot's Night Vision System(PNVS). The TADS, PNVS and weapon system are described inappendix H.

DIMENSIONS AND GENERAL DATA

Main Rotor

Diameter (ft) 48Blade chord (in.) 21.0*Main rotor total blade area (ft 2 ) 166.5Main rotor disc area (ft 2 ) 1809.56Main rotor solidity (thrust weighted, no tip loss) 0.092Airfoil HH-02**"Twist -9 degNumber of blades 4Rotor speed at 100 percent NR (RPM) 289.3Tip speed at 100 percent NR (ft/sec) 727.09

Tail Rotor

Diameter (ft) 9.17Chord constant (in.) 10Tail rotor total blade area (ft2) 14.89

Tail rotor disc area (ft 2 ) 66.0Tail rotor solidity 0.2256

37

Airfoil NACA 632-414(modified)

Twist (deg) 8.8 washoutNumber of blades 4Rotor speed at 100 percent KR (RPM) 1403.4Distance from main rotor mast centerline (CL) (ft) 29.67Tip speed at 100 percent NR (ft/sec) 673Teetering angle (deg) 35

Horizontal Stabilizer/Stabilator

Weight (ib) 77.3Area (ft 2 ) 33.36Span (ft) 10.67Tip chord (ft) 2.65Root chord (it) 3.60

. Airfoil NACA 0018Geometric aspect ratio 3.41Incidence of chord line (deg) Variable (45 deg

leading edge upto 10 deg leading

edge down)Sweepback of leading edge (deg) 2.89Sweepback of trailing edge (deg) -7.23 deg

(swept forward)Dihedral (deg) 0

Vertical Stabilizer

Area (from boom %) (ft 2 ) 32.2Span (from boom 0t) (in.) 113.0Root chord (at boom CL) (in.) 44.0Ceometrtc aspect ratio 2.5Airfoil NACA 4415

(modified)Leading edge sweep (deg) 29.4Vertical stabilizer trailing edge deflection 16 deg left above

"W.L. 196.0

Wing

Span (ft) 16.33"Mean aerodynamic chord (in.) 45.9Total area (ft 2 ) 61.59

4 Airfoil at root NACA 4418

*Includos tips**Outer 20 in. swept 20 deg and transitioned to an NACA 006 airfoil

38

•......

Iii

Aircraft

Fuel quantity (gals.) 369"Design gross weight (ib) 14525Maximum gross weight (lb) 17850

FLIGHT CONTROL DESCRIPTION- t.

General

2. The YAH-64 helicopter employs a single hydromechanicalirreversible flight control system. The hydromechanical system ismechanically activated with conventional cyclic, collective anddirectional pedal controls, through a series of push-pull tubesattached to four airframe-mounted hydraulic servoactuators. The"four hydraulic servoactuators control longitudinal cyclic, lateralcyclic main rotor collective and tail rotor collective pitch.Cylic and directional servoactuators incorporate integral SASactuators. Hydraulic power is supplied by two independent3000-psi hydraulic systems which are powered by hydraulic pumpsmounted on the accessory gearbox to allow full operation undera dual-engine failure condition. A Digital Automatic StabilizationEquipment (DASE) system is installed to provide rate damping.The DASE control authority is limited to 10 percent of pilotcontrol authority in pitch, roll, and yaw. The DASE also providesattitude hold and a Hover Augmentation System. An electrical-ly actuated horizontal stabilator is normally attached to thelower aft side of the vertical stabilator. For this test, thestabilator was removed and a weight was attached to the aircraftto simulate the mass of the stabilator. A Trim Feel System(TFS) is incorporated in the cyclic and pedal controls to providea control force gradient with control displacement from a selectedtrim position. A trim release switch located on the cyclicgrip, provides a momentary interruption of the TYS in all axessimultaneously to allow the cyclic or pedal controls to be placedin a new trim position.

Cyclic Control System

3. The cyclic control system (fig. 3) consists of dual-tandemcyclic controls attached to individual support assemblies in eachcockpit. The support assembly houses the primary longitudinal andlateral control stops, and two linear variable displacement tran-ducers (LVDT) designed to measure electrically the longLtudinaland lateral motlois of the cyclic for DASE computer inputs. Aseries of push-pull tubes and bellcranks transmits the motion of

39

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the cyclic control to the servoactuators and the mixer assembly.Motion of the mixer assembly positions the nonrotating swashplate.which transmits the control inputs to the rotating swashplate to"control the main rotor blades in cyclic pitch (fig. 4). A stick"fold linkage is provided to allow the copilot/ gunner (CPG) tolower the cyclic stick to prevent interference when operating theweapon systems.

Collective Control System

4. The collective pitch control subsystem (fig. 5) consists ofdual-tandem controls which transmit collective control inputs tothe main rotor through a series of push-pull tubes and bellcranksattached to the collective servoactuator. Motion of the servo-actuator is transmitted through the mixer assembly to theswashplate to control the main rotor blades in collective pitch.Collective inputs are also transmitted to the load demand spindleof each engine hydromechanical unit (HMU). The HMU meters thefuel as apprcpriate to provide collective pitch compensation.Located at each collective control base assembly are the primarycontrol stop, an LVDT, and a I g balance spring. The LVDT supplieselectrical inputs to the stabilator control units.

Directional Control System

5. The directional control system (fig. 6) consists of a seriesof push-pull tubes and bellcranks which transmits directionalpedal inputs to the tail rotor hydraulic servoactuator located inthe vertical stabilizer. Attached to each directionalpedal assembly are the primary tail rotor control stops and oneLVDT. Two sets of wheel brake cyclinders are attached to thedirectional pedals and a 360-degree swiveling tail wheel is in-corporated. The tail wheel may be locked in the trailing positionby means of a switch located on the pilot's instrument panel. Thetail wheel was removed to accomodate the tie down structure forthis cest.

Trim Feel System

6. A trim feel system (TFS) is incorporated in the longitudinal,lateral, and directional control systems. The TFS uses individualmagnetic brake clutch assemblies in each of the control linkages.Trim feel springs are incorporated to provide a control forcegradient and positive control centering. The electromagneticbrake clutch is powered by 28 VDC and is protected by the trimcircuit breaker. A complete DC electrical failure will disablethe TFS and allow the cyclic and directional pedals tomove freely without from the trim feel springs. The trim release

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switch on taxe pilot's cyclic grip allows momentary release ofthe TFS. The CPG also has a momentary release capability.

Horizontal Stabilator

7. The horizontal stabilator is attached to the aft lower portionof the vertical stabilizer. A dual, series 28 VDC electro-mechanical actuator allows incidence changes of +45 to-10 degrees leading edge up (LEU) of travel. Safety featuresinclude an automatic shutdown capability which allows operationin the manual mode by means of a stabilatoc control panel locatedon each collective stick. An audio tone is associated with thefailure of the automatic mode of operation. A stabilator killswitch, located on the pilot's collective stick, disables boththe automatic nnd manual operation to protect against a hardoverfailure. Thereý are three modes of stabilator operation: theautomatic mode, the NOE/Approach mode and the manual mode.

Flight Control Rigging

8. A flight controle rigging check was performed in accordancewith procedures outlined in HHI Experimental Test Procedure(ETP) 7-211500000, dated 1 December 1980 (main and tail rotorcontrols).Table..1 presents the main rotcr rigging.

9. Tail rotor rigging is shown below:

Full right pedal: 14.7 degrees of collective blade angle

(thrust to left)

Full left pedal: 27.2 degrees of collective blade angle(thrust to right)

Digital Automatic Stabilization Equipment

10. The DASE provides rate damping stability augmentation system(SAS), control augmentation (CAS), hover augmentation (HAS),attitude hold, and turn coordination. The DASE is controlledby the digital automatic stablization equipment computer(DASEC). The DASEC receives information from several sources.

* The heading and attitude reference system (HARS) provides theDASEC with aircraft angular velocities (3 axes), aircraftattitudes (pitch and roll), and inertial horizontal velocity(measured by the Doppler radar). The Air Data System (ADS)provides lateral and longitudinal airspeed, and sideslip angle.The LVDT's pro' ide longitudinal, lateral, and directionalcontrol position informacion, The electronic attitude directionindicator (EADI) provides turn rate. The DASEC processes this

47

Table 1. Main Rotor Rigging

Travel(deg)

LONGITUDINAL CYCLIC

1. Forward 20.7

2. Aft 9.7

LATERAL CYCLIC

1. Left 11.5

2. Right 7.3

"COLLECTIVE

1. Full pitch travel 16.4

2. Collective pitch full down -7.2Measured @ pitch housing(Bolt pad machined surface 2.4 inchesinboard of lead-lag hinge)

48

information and commands control inputs through the electro-hydraulic servo valves on the longitudinal, lateral, anddirectional servoactuators.

HYDRAULIC SYSTEM

General

11 . The hydraulic system consists of four hydraulic servoactuatorspowered simultaneously by two independent 3000-psi hydraulicsystems.Each servoactuator simulataneously receives pressure fromthe primary and utility systems to drive the dual-tandem actu-ators. This design allows the remaining system to automaticallycontinue powering the servos in the event of a single hydraulicsystem failure.The two systems (primary and utility) are drivenby the accessory gearbox utilizing variable displacement pumps,independent reservoirs and accumulators. The APU drives allaccessories, including the hydraulic pumps, when the aircraft ison the ground and the rotor is not turning. The accessory gearboxis driven by the main transmission during flight and providesfor normal operation of both hydraulic systems during auto-rotation. An emergency hydraulic system is provided to allowemergency operation of the flight controls in the event of adual system failure.

,Prmary Hydraulic System

12. The primary hydraulic system (fig. 7) consists of a one-pintcapacity reservoir, and a primary manifold that directs the fluidto the lower side of the four servoactuators. The primary systemalso provides the hydraulic pressure for operation of the DASE.

Utility Hydraulic System

13. The utility hydraulic system (fig. 8) consists of an airpressurized 1.3 gallon reservoir and an accuimulator which ispressurized to 3000 psi to drive the APU start motor. The"accumulator has a nitrogen precharge at all temperatures. A secondgas reservoir which doubles the nitrogen capacity to approximately310 cubic inches was installed for operations below-250 F.The utility manifold directs pressurized fluid to the upper sideof the servoactuators, the stores pylon system, tail wheel lockmechanism, area weapon turret drive, and rotor brake.Other manifold functions include an auxiliary isolationcheck valve which isolates the area weapon turret drive and"external stores actuators when either a low pressure or low fluid

49

;:H EAT L ATE RA L• • ~ ~EXCHANGER [_ SERVO AC'[rAI"OR

DIRECTIONALSERVO ACTUATOR

SERVO ACTUATOR

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REL.IEF

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SFigure 8. Utility Hydraulic Sys tem

" ~51

condition exists; a low pressure sensor isolates the accumulatoras an emergency hydraulic source for the servoactuators in theevent of a dual hydraulic system failure. The accumulatorassembly stores enough fluid for emergency operation of theflight controls through four full strokes of the collectivestick and one 180 degree heading change. The emergency systemmay be activated by either the pilot's or CPG's emergency switch.An electrically activated emergency shutoff valve is designed toisolate the utility side of the directional servoactuator andthe tail wheel lock mechanism when a low fluid condition exists.

Servoactuators

14. Individual hydraulic servoactuators are provided forlongitudinal, lateral, collective, and directional controls. Eachservoactuator (fig. 9) consists of a ballistically toleranthousing, a single actuator rod and dual frangible pistons, back"up control System (BUCS) plunger, and various parts for routingof both primary and utility hydraulic fluid. The system isdesigned to accommodate all flight loads with a failure of eithersystem. However, DASE and BUCS functions would be lost withfailure of the primary system. The BUGS plunger assemblies wereinstalled during this test, however, electrical connections were"omitted.

Hand Pump

- 15. A hand pump is installed next to the ground support equipmentpanel on the right side of the helicopter. It provides one methodof charging the utility accumulator, as well as a method for theground crew to service the primary and utility reservoirs. Alever near the pump may be moved to any of three positions toopen one of three mechanically operated check valves to theaccumulator or to either reservoir.

POWER PLANT

16. The power plant for the YAH-64 helicopter is the GeneralElectric YT 700-GE-700R front drive turboshaft engine, rated at1563 shp (sea level, standard day, uninstalled). The engines aremounted in nacelles on either side of the main transmission. Thebasic engine consists of four modules: A cold section, a hotsection, a power turbine, and an accessory section. Design

"* features of each engine include an axial/centrifugal flowcompressor, a through-flow combustor, a two-stage air-cooledhigh-pressure gas generator turbine, a two-stage uncooled powerturbine, and self-contained lubrication and electrical systems.

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In order to reduce sand and dust erosion, and foreign objectdamage, an integral particle separator operates when the engineis running. The YT 700-GE-700R engine also incorporates a historyrecorder which records total engine events. Engines S/N 207-263Rand 207-241R were installed in the left and right positions,respectively. Pertinent engine data are shown below:

Model YT 700-GE-70OR

Type Turboshaft

Rated power (intermediate) 1563 shp sea level,standard day,uninstalled

Output speed (at 100 percent NR) 20,952 RPM

Compressor 5 axial stages,1 centrifugal stage

Variable geometry Inlet guide vanes,stages 1 and 2vanes

Combustion chamber Single annular chamberwith axial flow

Gas generator turbine stages 2

Power turbine stages 2

Direction of rotation Clockwise(aft looking forward)

Weight (dry) 415 lb

Length 46.5 in4Maximum diameter 25 in.

Fuel MIL-L-5624(JP4 or JP5)

SLubricating oil MIL-L-7808 orMIL-L-23699

4i 54

45

M-

Electrical powerrequirements forhistory recorder and Npoverspeed protection HZ 40W, 115 VAC, 400

Electrical power requirementsfor anti-ice valve, filter bypassindication, oil filter bypassindication, and magnetic chipdetector I amp, 28 VDC

INFRARED (IR) SUPPRESSION SYSTEM

17. The IR suppression consists of finned exhaust pipes attachedto the engine outlet and bent outboard to mask hot engine parts.The finned pipes radiate heat and are cooled by rotor downwashin hover and turbulent air flow in forward flight. The engineexhaust plume is cooled by mixing it with engine cooling air and

"bay cooling air (fig. 10). The exhaust acts as an eductor,creating air flow over the combustion section of the engineproviding engine cooling. Fixed louvers on the top and bottom ofthe aft cowl and a door on the bottom forward cowling provideconvective cooling to the engine during shutdown. The movablebottom door is closed by engine bleed air during engine operation.

FUEL SYSTEM

18. The YAH-64 fuel system has two fuel cells located fore andaft of the ammunition bay. The system includes a fuel boost pumpin the aft cell for starting and for high-altitude operation, afuel transfer pump for transferring fuel between cells, a fuelcrossfeed/shutoff valve, and provisions for pressure and gravityfueling and defueling. Additionally, provisions exist for ex-ternal, wing-mounted fuel tanks. Figure 11 is a schematic of thefuel system. Figure 12 shows the locations and capacities of thetwo internal fuel cells.

19. By using the tank select switch on the fuel control panel,the pilot can select either or both tanks from which the engineswill draw fuel. With the crossfeed switch in the normal (NRML)position, the left (No. 1) engine will draw fuel from the forwardfuel cell and the right (No. 2) engine will draw from the aftcell. When OPEN is selected on the crossfeed switch, both enginesdraw fuel from the fuel cell with the most fuel (highest headpressure). The crossfeed switch is disabled whenever the boostpump is on. When the boost pump is on, the fuel crossfeed valve

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"is automatically positioned to OVEN. The air-driven boost pump.- operates automatically during engine start and may be activated

"by the switch on the pilot or CPC fuel control panel.

20. The pilot and CPG also have the capability to transfer fuelbetween tanks ueing the transfer switch on the fuel controlpanels. Moving the fuel transfer switch out of the OFF positioncloses the refuel valve and starts the air-driven pump trans-ferring fuel in the selected direction.

TRANSMISS IONS

General

21. The aircraft has 5 transmissions; the main transmission (apart of which is called the accessory gear box), 2 engine nosegear boxes, an intermediate gear box in the tail rotor drivetrain, and the tail rotor gear box.

Main transmission

22. The main transmission, located below and attached to the mainrotor support structure, provides the necessary change in direc-tion and speed reduction of the engine output shafts to drive a

".! primary and accessory drive train to turn the main and tatirotor and accessories. The main transmission is required toaccept a torque load only. Lifting and bending load moments aretransmitted from the main rotor, through the stationary mast andsupport structure, into the helicopter structure (fig 13). Themain rotor drive shaft passes through the stationary mast withouttouching it and is splined to a drive plate which drives themain rotor hub.

23. The main transmission lubrication system has two separategalleries. Each gallery incorporates an oil sump, oil pump, lowlevel switch, oil level sight gauge, and chip detector/temperatureprobe (fig 14). Both oil systems are serviced from a single filleron the right side of the tranmission and the oil intermixes duringnormal operation. During normal oueration, oil is gravity fed tothe oil pumps, passes through oil filters, heat exchangers andinternal passages and screened jets to lubricate gears and

ir bearings. The oil filter incorporates an impenaing bypassindicator and a differential pressure bypass valve. Oil pressureis controlled by a preset relief valve, and is monitored bypressure switches and caution panel segments for each system.

59

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Accessory Gear Box

24. The AGB is actually the accessor:, drive section of the maintransmission. It can be driven by the main rotor or by theauxiliary power unit. The accessory gears drive two generators,two hydraulic pumps, an accessory oil pump, and a shaft drivenair compressor (SDC). The AGB oil pump draws oil from the rightmain transmission oil sump to lubricate the accessory gears and

* the SDC (fig. 15). When the main rotor is not turning and the APUis operating this pump provides the only lubrication. In thismode of operation the oil does not pass through an oil cooler.

Intermediate Gearbox

25. The intermediate gearbox provides gear reduction (4592 to3636 rpm) and a 71 degree change in direction of the tail rotordrive system (fig. 16). The intermediate gearbox has a single setof spiral bevel gears integral with an input and an output shaft.The shafts are supported by ball and roller bearing sets.Lubrication of gearbox gears and bearings is provided by specialgrease. Seals and baffles keep the grease within the gears andbearings .The intermediate gearbox is cooled by air blowing acrossits integral cooling fins. This air comes from a fan mounted onits input shaft.

Tail Rotor Gearbox

"26. The tail rotor gearbox provides gear reuuction (3636 to 1404rpm) and a 90 degree change in direction of the tail rotor drivesystem (fig. 16). The tail rotor gearbox has a single set of spiralbevel gears integral with an input and an output shaft. Bothshafts are supported by ball and roller bearing sets within thegearbox.The output shaft gets additional support from ball bearingsets within the static mast. Lubrication of the tail rotor gearboxis provided by special grease. Seals and baffler keep the grease

"- Iwithin the gears and bearings. The tail rotor gearbox is cooledby air, blowing through its integral cooling fins, from the fanmounted on the input shaft of the intermediate gearbox.

AUXILIARY POWER UNIT

27. The aircraft is equipped with an AiResearch auxiliary powerunit (APU) which develops approximately 125 shaft horsepower. TheAPU has a hydraulic starter driven by the utility hydraulicaccumulator. The purpose of the APU is to drive the main trans-mission accessory gear box which, in turn, drives both hydraulicpumps, both generators and the shaft driven compressor (SDC)

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COOLING FAN

Figure 16. intermediateŽ and rail Rotor Gearboxes

64

(fig. 17). Therefore, with the APU running, the aircraft issupplied with complete hydraulic pneumatic and electricalpower. Figure 18 shows the location of the API on the aircraft.

28. The APU control panel (f ig. 19), located nar the aft end ofthe pilot's right console, provides for operational control ofthe APU, APU fire warning, and control of the APN fire extinquish-ing system. It also provides an indication of gas generatorspeed (NG).The APU control switch is a three position toggleswitch, spring loaded from START to RUN, and lift locked fromRUN to OFF. The switch functions are as follow;:

OFF - Shuts APU down when running, normal position when APU

is not in use.

"RUN - Normal position when the APU is running.

START - Momentary position used to initiate the automaticstart sequence. When starting the APU, the switch is manuallyheld in this position for 2-3 seconds, then released.

The NG indicator has a range cf 0 to 120 percent, the normalindication when the APU is running is 100 percent.

29. A FIRE PULL handle is located on the APU control panel. Itwill illuminate when a fire is detected in the APU compartmentand, when pulled, will close the APU fuel shutoff valve and arathe fire bottle select switch. The FIRE BTL select switch i3spring loaded to the center position, and is used to select thefire bottle to be discharged.

30. An APU to AGE clutch is autonwtically engaged at approximately60 percent APU speed during the start sequences when the rotorsare not turning. When the rotors are turning, engagement occuriat approximately 90 percent speed.

PRESSURIZED AIR SYSTEM

31. The pressurized air system (PAS) provides pressurized air tovarious pneumatically operated aircraft components (fig. 20). ThePAS is normally pressurized to 30 psi by a single-stage, centri-fugal, shaft-driven compressor (SDC). The SCD (fig. 21) is mountelon and driven by the accessory gear box (AGB). It is lubricateiby the AGB oil system. The throttle valve (fig. 21) closes for60 seconds allowing initiation of the APU start sequence treduce the starting loads on the APU. There are two alternatesources of pressurized air for the PAS, an external air recepticl.

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F & ENVIRONMENTALJ CONTROL UNIT

32, The environmental control unit (ENCU), located on the left"side of the transmission deck, provides cooling, heating, andmoisture removal from the air for crew compartment, and providescooling for the avionics bays.

33. The ENCU is a self-contained air cycle unit made by AiResearchManufacturing Company (fig. 23). Cooling is accomplished bycirculating pressurized air from the PAS through heat exchangersand a turbine to produce cooling without the use of freon gas.The distribution of conditioned air is shown in figure 24.

ELECTRICAL SYSTEM

34. Electrical power to start the APU is provided by either anexternal source through a recepticle on the right side of theaircraft or from the 24 volt nickel-cadmium battery. Once the APUor main engines are operating, electrical power is supplied bytwo 115 volt AC, 3 phase, 400 hertz, '-J kva generators. For theDC power required, there are two 28 volt DC transformer/'rectifiers. Figure 25 shows the locations of the major electricalsystem components.

"ANTI-ICE SYSTEMS

35. Aircraft components protected by anti-ice systems were theengine, engine inlet fairing, nose gearbox fairings, cross shaftfairings, two canopy panels, PNVS turret window, and the TADS"turret assembly. The engine anti-ice system, located internallyin each engine, provides heated (bleed) air to the swirl vanes,nose splitter, and inlet guide vanes (fig. 26). The engine inletanti-ice system, located within the forward end of the engineinlet fairing, provides heated (bleed) air to the inlet fairingplenum to prevent the formation of ice (fig. 27). The nose gearboxand cross shaft fairingq contain electrical heating blankets. An-electrically-heated layer is laminated between the two pieces ofglass that make up the lower and center panels of the windscreen"(fig. 28). TADS and PNVS components are also electrically heated.

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MISSON EUIP4ENT

36. Mission equipment included the 30= weapon, HELLFIRE missilesystem, pilot night vision system, and target acquisition/designation system. These systems are described in appendix H.

79

APPENDIX C. INSTRUMENTATION

1. Aircraft instrumentation was provided, installed, calibrated,and maintained by HHI. The instrumentation used consisted oftransducers, signal conditioning, cockpit displays, interf ace toremote real-time displays and magnetic tape recording. The para-

meters listed in this appendix were chosen to provide thecapability to evaluate problems in the various systems as theyoccurred during the test.

2. In addition to the standard aircraft instruments, the"following parameters were measured and displayed in the cockpit:

Longitudinal control positionLateral control positionDirectional control positionCollective control positionTail rotor thrust load cellTime of daySelectable display of PC1 parameters

3. The following parameters were measured and recorded on mag-netic tape. The measurement numbers are listed on the figures inappendix E also.

AUXILIARY POWER UNIT

Measurement Type ofNumber Parameter Units

1004 Turbine Speed ................ Speed Percent3028 Oil SUMP....... Temperature DEC C2096 Oilpump outlet............... Pressure PSIG3230 Exhaust gas temperature...... Temperature DEG C2095 Fuel pressure .................. Pressure PSIG

PkOPULSION SYSTEM

Left Engine

3139 Engine driven fuel pump ....... Temperature DEG C2031 Engine driven fuel pump ........ Pressare PSID3012 Oil (T harness).......... . Temperature DEG C2056 Oil (T harness) ................ Pressure PSIG2099 Starter regulator air output... Pressure PSIG3002 Measured gas (TGT 4.5) ......... Temperature DEG C

80

I4I' ' '

Measurement Type ofNumber Parameter Units

4020 Bleed air duct after inletanti-ice valve............... Temperature DEG C

3961 Inlet (surface) ................ Temperature DEG C4023 ECU (surface) .................. Temperature DEG C

"" 9038 Load demand spindle position... Position Degrees"3991 Fuel injector 1:00 (surface)... Temperature DEG C3992 Fuel injector 1:00 (imbedded).. Temperature DEC C3995 Fuel injector 6:00 (surface)... Temperature DEG C3863 Wiring harness fwd of eta 218.. Temierature DEG C7008 Gas generator speed (NC)....... Speed Percent7010 Power turbine speed (Np)....... Speed Percent"7011 Fuel flow (volumetric)o.... Flow GAL/UR7002 Fuel Used ...................... Totalizer LB7013 Torque.............. ........... Torque FT-LB4014 Cross-shaft hairing (surface).. Temperature DEC C3662 Engine nose gearbox (surface).. Temperature DEG C

* Right Engine

2032 Engine drive fuel pump inlet... Pressure PSID3013 Oil (T harness) ............ Temperature DEG C2055 Oil (T harness) ................ Pressure Psi2100 Starter regulator air output Pressure PSI3003 Measured gas (TGT) ............. Temperature DEC C3977 Bleed air duct after inlet

anti-ice valve ............... Temperature DEG C7007 Gas generator speed (NG)O.... Speed Percent7009 Power turbine speed (Np) ....... Speed Percent7012 Fuel flow (volumetric) ......... Flow LB7C03 Fuel used...................... Totalizer LB70!4 Torque ................ Torque FT-LB

"PRESSURIZED AIR SYSTEM

Manifold

3979 PAS air ................. Temperature DEG C2123 PAS ........... Pressure PSID

81

ENCU AIR DISTRIBUTION SYSTEM

Measurement Type ofNumber Parameter Units

3135 ENCU outlet .................... Temperature DEG C4001 Pilot's floor autlet........... Temperature DEG C4000 Pilot's foot .................. Temperature DEG C3999 Pilot's waist............ Temperature DEC C3973 Pilot's head ................... Temperature DEGC4002 Pilot's instrument panel#..*.*. Temperature DEG C4004 CPG RH vent outlet ............. Temperature DEG C4500 CPG foot ....................... Temperature DEG C4003 CPG waist*....#................ Temperature DEG C3974 CPG head .................. Temperature DEG C

S-= 3673 Left forward avionics bay(FAB) at air inlet ........... Temperature DEG C

3678 Right rAB at air inlet ....... t. Temperature DEG C3692 Mft avionics bay air exhaust

(upstream of fan) n)........ Temperature DEG C

ELECTRICAL

DC

8078 Battery voltage ...... .. 4..... Voltage Volts8083 Battery current............... Current Amps8109 No. I T/R DC voltage ........... Voltage Volts8076 No. 1 T/R DC current ........... Current Amps8606 Stabilator actuator current

System l..................... Current Amps8607 Stabilator actuator current

System 2 ..................... Current Amps

AC

8107 No. 1 generator frequency Frequency Hertz8081 No. I generator AC phase A

current ....................... Current Amps AC8108 No. I primary bus AC phase A

current ....... .............. Current Amps8082 No. 2 generator AC phase A

Current ...................... Current Amps8064 No. I bus AC phase A voltage.. Voltage Volts8070 Nose gearbox heater AC phase

A current...... ............... Current Amps

824! : I I I II II

Measurement Type ofNumber Parameter Units

8071 Windshield AC phase A current.. Current Amps8515 Voltage across DS top window-

"TFIIO....... ................ Voltage Volts8516 Voltage across DS bottom

indov-FS111 ................ Voltage Volts8517nVolt g ac osoNltsd i8517 Voltage across NS window-

FT24.... *........ ............. Voltage VoltsS8518 Voltage across PNVS winadow•-i PF4 ................... Voltage volts

8519 Voltage across DSM Germaniumwindow-TF113................. Voltage Volts

8520 Voltage across BSM Schottwindov-TF114.............. ... , Voltage Volts

8521 Voltage heater supply-TF115... Voltage Volts

CONTROL POSITIONS

Flight Controls

9150 Horizontal stabilator incidenceangle.,..... ........... ..... Angle Degrees

9193 Longitudinal control position.. Position InchesFrom Ned

9194 Lateral control position....... Position InchesFrom Left

9195 Directional control position... Position InchesFrom Left

9196 Colltctive control position.... Position InchesFrom Down

9008 Pitch SAS actuator position.... Position Percent9009 Roll SAS actuator position..... Position Percent9010 Yaw SAS actuator position ...... Position Percent9033 Roll actuator position9 ..... 6.. Position Percent9034 Yaw actuator position .......... Position Percent

83

Measurement Type ofNumber Parameter Units

HYDRAULICS*

Utility

4005 Accumulator inlet (between:manifold/handpump andaccumulator................. Temperature DEG C

2093 Accumulator inlet (betweenmnifold/handpump and

and accumulator) ............ Pressure PSIG4006 Accumulator outlet (between

accumulator and APU startmotor) ....................... Temperature DEG C

2094 Accumulator outlet (betweenaccumulator and APU startmotor) ..................... Pressure PSIG

2036 Pump inlet ..................... Pressure PSIG2034 Pump outlet .................... Pressure PSIG

".7 3030 Heat exchange inlet... Temperature DEG C3032 Heat exchange outlet.....*...@ Temperature DEG C4007 Lateral actuator inlet ......... Temperature DEC C4008 Lateral actuator outlet........ Temperature DEC C4009 Directional actuator outlet

(surface) .................... Temperature DEG C4011 Directional actuator outlet... Temperature DEG C4010 Directional actuator inlet..... Temperature DEC C4021 Fluid to 30mm gun turret....... Temperature DEG C

Primary

2035 Pump inlet .................... Pressure PSIG3238 Pump outlet ........ . ....... Temperature DEG C2033 Pump outlet .................... Pressure PSIG3029 Heat exchanger inlet ...... et... Temperature DEC C3031 Heat exchanger outlet .......... Temperature DEG C4012 Directional actuator inlet..... Temperature DEC C2097 Directional actuator inlet.... Pressure PSIG4013 Directional actuator outlet.... Temperature DEC C

*All hydraulic fluid temperatures were measured with thermocouplesbonded tu the external surface of the solid hydraulic line exceptparameter 4011, which is an internal fluid temperature.

84

a%

Measurement Type ofNumber Parameter Units

2098 Directional actuator outlet.... Pressure PSIG

DRIVE SYSTEM

Main Transmission

2037 Accessory gearbox oil (right).. Pressure PSIG3114 Oil sump No. 2 (right) ......... Temperature DEG C3233 No. 2 oil cooler inlet......... Temperature DEG C3234 No. 2 oil cooler outlet ........ Temperature DEG C3113 Oil sump No. 1 (left) .......... Temperature DEG C3231 No. I oil cooler inlet......... Temperature DEG C3232 No. I oil cooler outlet ........ Temperature DEC C2005 No. I oil system ............... Pressure PSIG7001 Main rotor speed ............... Speed Percent3018 Intermediate gearbox No. I input

ball bearing ................. Temperature DEG C3027 Tail rotor gearbox No. 5 input

ball bearing................. Temperature DEG C

Engine

3014 Lt engine nose gearbox oil..... Temperature DEG C2007 Lt engine no3e gearbox oil ..... Pressure PSIG2008 ft engine nose gearbox oil..... Pressure PSIG

"AIRFRAME

3930 Temperature on transparentwindows phase A zone ......... Temperature DEG C

3931 Temperature on transparentwindows phase f zone ......... Temperature DEC C

3932 Temperature on transparentwindows phase C zone ......... Temperature DEC C

TADS/PNVS

1504 PF2 AZ Giubal torque ampl outputturrent support struc ........ Torque IN-LB

1505 PF4 EL Gimbal torque aapl outputturrent support struc........ Torque IN-OZ

4500 TADS inlet air-TTI............. Temperature DEG C4502 TADS turret exit duct air-TTF.. Temperature DEG C

85

Measurement Type ofNumber Parameter Units

4507 Temp inside TADS DS top window-TT7 ........................... Temperature DEG C

4508 Temp inside TADS DS top window-TT8 .......................... Temperature DEG C

4509 Temp inside TADS DS bottomwindow-TT9 ................... Temperature DEG C

4510 Temp inside TADS DS bottomwindow-"rIO .................. Temperature DEG C

4511 Temp inside TADS NS window-TTlu Temperature DhG C4512 Temp inside TADS NS window-TT12 Temperature DEG C4513 Temp inside PNVS windov-TT13... Temperature DEG C"4514 Temp inside WNVS window-T114... Temperature DEG C4515 Temp inside ISN port side

window-TTfl5 ................. Temperature DEG C9500 TF3 yaw rig demod output day

sensor assy Angle NIllirad9501 TA Pitch rig demod output day

sensor ...... Angle Millirad9502 TF15 Yaw right torque input day

sensor assy (ALC/Servo) ..... Rate RAD/Sec9503 TF14 Pitch rig torque input day

sensor assy (ALC/Servo)...... Rate RAD/Sec9512 PF3 PNVS elevation tachometer

output demodulated.... Rate RAD/Sec9518 TFI AZ Gimbal tach output TADS

turret....*..... . . Rate R.1/Sec9519 TF2 El Gimbal tach output TADS

"turret.re..t.... ...... Rate RAD/Sec9523 DF1 AZ tach output PNVS turret

AZ support assembly other.... Rate RAD/Sec9138 TADS pointing angle AZ data E AD Angle Degrees9129 TADS pointing angle elev data

E AD ......... *...*. Angle Degrees9128 TADS turret roll rate R FAB.... Rate Deg/Sec9137 TADS turret pitch rate R FAB... Rate Deg/Sec9136 TADS turret yaw rate R FAB..... Rate Deg/Sec9131 CPG LOS train .............. i... Angle Degrees9132 CPG LOS elevation .............. Angle Degrees9133 Pilot LOS train ......... Angle Degrees9134 Pilot LOS elevation ............ Angle Degrees9520 Gun turret AZ error right FAB.. Position Degrees

Error9521 Gun turret Elev error right FAB Position Degrees

Error

86

aI I I I II I I I I

.easurement Type ofNumber Parameter Units

9135 Gun train slwe rate ............ Rate Deg/Sec9130 Gun elevation slew rate*....... Rate Dog/Sec

MISCELIANEOUS

0001 Time..... .. T....... ....... . Time Hr,uln,sec0002 Event.* ........................ Marker Volts1298 Tall rotor thrust tube ......... Thrust LB3001 Total air temperature ........ Temperature Deg C

.:3[i4

:4". g87

APPENDIX D.TEST TECHNIQUES AND DATA ANALYSIS METHOUS

1. The test was conducted in the Climatic Laboratory at Eglin AirForce Base, Florida. The aircraft was operated while restrained tothe hangar floor and control movements were applied to simulateflight.Each test run consisted of aircraft preflight inspection,Instrumentation inspection, test profile, and postflight in-spection. The utility hydraulic accumulator was recharged bymanual hand pulp operation at least twice at each temperature,when possible.

2. A typical test profile is presented in table 1. The averagetest lasted approximately 2 hours, including APU operation beforemain engine start. A crew chief was present with the aircraftduring engine starts and the first few minutes of operation.Visual observation of the right side of operating aircraft waspossible directly from the control booth. Both sides of theaircraft were monitored by video cameras and recorded on videotape in the control booth. Selected parameters were availableon monitors in the control booth.

3. The postflight inspection included taking oil samples from theengines, engine transmissions, main transmission, and the APU.Inspection panels were removed and inspections conducted fordamage and leaks. The aircraft mounting fixture was inspectedfor shifting and loosening of components.

4. Data obtained at 70*F test conditions were considered base-line data, and values of parameters measured at other test con-dittons were compared to the bsa-l1•ne data to establish theeffect of temperature on a system. The profile runs were as"-siillar to each other as possible to produce comparable data.

5. Deiinitions of deficiencies and shortcomings used duringthis test are shown below.

Deficiency - A defect or malfunction discovered during thelife cycle of an item of equiprient that constitutes a safetyhazard to personnel; will resvlt in serious damage to the equip-ment if operation is continued; or indicates improper design or

* other cause of failure of an item or part, which seriously impairsthe equipment's operational capability.

Shortcoming - An imperfection or malfunction occurring duringthe life cycle of equipment which must be reported and which shouldbe corrected to increase efficiency and to render the equipmentcompletely serviceable. It will not cause an immediate breakdown,

-* jeopardize safe operation, or materially reduce the useability ofthe material or end produc't.

i°0

_%-7

Table I

I. PREFLIGHT INSPECTION

1. Checklist Complete"2. Calibration Checks3. Accumulator Pressure4. Battery Connected5. CRT Pages-Quick look"6. Announce RUN in

30 minutes-NotifyTest Advisor

7. Fire Truck on Station

It. PRETEST

Pilot Copilot/Gunner

*1. BATT CHRCR AC CB-OUT*2. BATT/EXT PWR-EXT PWR *1. BATT OVRD-NR!,

3. Seat-Adjust 2. Seat-Adjust4. Body harness-Fasten 3. Body harness-Fasten"5. Helmet-On 4. Helmet-On

"*6. Communication-Check *5, Time-Check with Dataa. CPG Recorderb. Maintenance 6. Collective lever switchesc. Fire Guard *7, Utlity light-Ond. Exhaust Plug 8. Circuit breakers-As desired

Operator *9. INTR LTS-One. Air Makeup 10. FUEL panel switchesf. Instrumentation a. OVRD-PLT

Booth b. TRANS-Offg. Data Recorders c. BOOST-Offh. Observation Booth d. TK SEL-NRMLi. Test Advisor 11. ANTI-ICE panel switchesj. Test Director a. TADS-Off

*7. EDGE LT PNL-On b. WSHLD WIPER-PLT"" *8. Overhead circuit 12. AUX panel switches

breakers-As desired a. STBY FAN-OffIFF CB-OUT b. ICS-NRNL

.7 9. Collective lever 13. MSL panel switchesswitches- As desired a. TYPE-LASER

10. Auxiliary vent handle- b. MODE-STBYClosed c. LOAL-Off

*11. Utility light-On 14. Data Entry Keyboard-Off12. ANTI-ICE panel *15. CANOPY JETTISON pin-Installed

switches-Off

*Denotes deviation or modification to the published checklist.

89

/ i /. I ~

Table 1 (Cont)

II. PRETEST (continued)

Pilot (continued) Copilot/Gunner (continued)

*13. EXT LTS-Off, INTR LTS-ON 16. FIRE CONTROL panel switches14. PWR levers-IDLE detent a. Master CPG ARM/SAFE-Off15. FUEL panel switches b. Weapons Select-Off

a. EXT TK-Off c. SIGHT SEL-STBYb. TRANS-Off d. ACO SEL-FXDc. BOOST-off e. MUX-PRId. rK SEL-NRNL f. BRSIT-Offe. ENG 1-Off g. LSR PSL CCM-Offf. ENG 2-Off h. LRF/D CCM-Off

16. ENG START-Off i. FC SYM GEN-Off*17. Gen I & 2- Off J. IHADSS-Off

18. STORES JETTISON-Off k. TADS-Off19. LOAL-Off 17. ENG FIRE PULL handles-In20. DASE-Off 18. ORT switches21. ENCU-Off *a. FOV-Wide

"*22. CANOPY JETTISON Pin- b. WAS-OffInstalled c. SENSOR SEL-DTV

23. FIRE CONTROL panel d. Tracker PLRT-Autoa. MASTER ARM/SAFE e. LST-Off

switch-Off f. ACM-Off"b. Weapons select-Offc. SIGHT SEL-STEY

-.d. ACO SEL-Offe. VID SEL-PLTf: ACM-Of fg. PNVS-Offh. BRST-Off

24. ENG FIRE PULL-In25. Flight instruments 19. Flight instruments

a. Airspeed indicator- a. Airspeed indicator-Static indication Static indication

b. STBY ATTD IND-Cage *b. Altimeter-55 feetc. EADI-Off 20. COMM CONT panel switches-

k•d. Altimeter-55 feet As desirede. RAD ATT-Off 21. Right console avionics-Offf. Vertical speed

indicator26. Clock-Check and set27. HARS-Off28. EMER HYD switch-Off29. Center console

avionics-Off- 30. Right console

avionics-Off"31. FIIE APU PULL handle-IN32. APU control switch-Off

33. FIRE TEST switch-Off90

Table I (Cont)

III. BEFORE STARTING APU

Pilot Copilot/Gunner

1. BATT/EXT PWR-BATT 1. BATT OVRD-NRL2. BATT CFRGR AC CB-In 2. EMERG HYD PWR-Off3. Whster caution & 3. Waster caution & warning-

warning-Reset Reset4. MWster caution & *4. Communication Check-Pilot

warning-PRESS-TO-TEST *5. Master caution & warning5. Fire Detector-Test panel-PRESS-TO-TEST,6. ENGINE OUT warning-Test Discharge Check

6. Selectable digital displayTEST button-Press

IV. APU START

Pilot Copilot/Gunner

*1. Canopy Door-Closed *1. Canopy door-Closed*2. Air makeup-Starting APU*3. Exhaust Duct Plugs-Out*4. Fire Guard-Posted*5. Utility Acc Pressure*6. Data/Video-On*7. APU-Run 3 eec, then

Start, START8. APU ON light-On 5% Ng9. Hydraulic Pressure

10. N speed -100%11. t{N I & 2-TEST,

"then GEN12. ENCU-On

*13. EXT PWR-Disconnect*14. EXT LTS-NAV BRT

V. APU RUN/SYSTEMS CHECK

Pilot Copilot/Gunner

*1. PNVS-On 1. Avionics-On2. Standby attitude 2. ADS-On

indicator-Uncage 3. FC SYM GEN-On3. EADI-Hov 4. IHADSS-On4. RAD ALT-On (announce to pilot)

91

Table I (Cont)

V. APU RUN/SYSTEMS CHECK (continued)

Pilot (continued) Copilot/Gunner (continued)

"5. HARS control switch- *5- TADS after -250 Time Hack6. FAST a. VID SEL-GRAY SCALE76. Avionics-on b. Adjust brightness andM *7. SHAFT DRIVEN COHP contrast HUD-HDDlight-Off, 60 sec c. VID SEL-TADS8. STABILATOR-Check as d. SIGHT SEL-TADS"follows:"a. STAB FAIL caution

light-Checkextinguished

b. STAB FAIL audiotone-Off

cC STAB FOS DECindicator-23° to 270

d. NOE/APP mode switchNOE/APP

e. STAB manual controlswitch-Check fullrange of stabilator.Note STAB FAIL andmaster caution lightson and NOE/App switchunlatched.

f. Reset switch-Press,check STAB FAIL light"extinguishes andstabilator returns to230 to 27'

*9, Park Brake-Set, Check,Release

e. Slave button: NOTE turretreturns from Stnw to FWD:NOTE movement rate

. f. Slave button: NOTE TADSS~goes to mAN*g. Exercise thumb force

controller: Note rateand freedom of movement"h. Evaluate all FOVs: Notemovement.,

*i. Evaluate IAT Off SetJ. Sensor SEL to DVO:

Note movement

924:

4. . : . - .. .

Table I (Cont)

"V. APU RUN/SYSTEMS CHECK (continued)

"Pilot (continued) Copilot/Gunner (continued)

*k. Evaluate optimum focusof AND

1. Sensor SEL to FLIR: Note"movement

m. Adjust gain & level foroptimum image

n. Evaluate all FOVa*o. Evaluate IAT Off Set*p, SENSOR SEL to DTV NFOV

q. With thumb forcecontroller stabilize on aTGT, Evaluate drift

VI. SYSTEM CHECK

Pilot Copilot/Gunner

*I. IFF CM-In (air) *1. IHADSS2. IHADSS BUST a. CSL lights--On

a. CSL lights-On b. IHADSS BRST-Onb. IHADSS BRST-On c. Align HBD reticlec. Align HD reticle with BRU

with BRU d. BRST store switchd. HND BRST-Actuate to store

then release e. EHADSS BRST-Offe. IHADSS BRST-off f. CSL lights-As desiredf. CSL lights- g. Sight SEL to HND/TADS,

As desired Evaluate image registra-g. VID SEL-GRAY SCL tion & proper turreth. Adjust brightness functions

and contrast NOTE: In HND/TADS modei. VID SEL-PLT the slave button isJ. SIGHT SEL-NVS used to couple/

"Check image regis- decouple the TADStration and proper turret from theturret functioa. IHADSS helmet

"k. Adjust symbol bright- h. VID SEL to GRAY SCALEness, gain level i. Adjust brightness andfor optimum image contrast-As desired

1. Verify capability to J. VID SEL-TADSselect the various modes k. Sensor SEL to FURof flight symbology.

93

"Table 1 (Cont)

V1. SYSTEM CHECK (continued)

Pilot (continued) Copilot!Gunner (continued)

3. Engine instruments-TEST 1. FOV SEL to Wide. Adjust"switch to TEST-Check symbol brightness gain,instruments and RELEASE and level as necessary

*4. RADAR ALT-TEST of optimum image*5. HARS-OPR, Annound to CPG*6. Flight Control-Hystersis

a. Lateral *2. TADS BRST"b. Directional a. DTV

*7. DASE-On/Step Input (1) SEL to TADS*8. DASE-Off (2) Sensor SEL to DTV*9. Frequency Response (3) FOV to NFOV

a. Lateral (4) Tracker PLRT to whiteb. Directional (5) BRST TADS to TADS

*10. Control 0-100% (6) LSR SEL-Ou

*11. IFF CS-Out (ground) (7) PLT/GND OVRD switch-;'12. Leak Check-Cowls Closed As required*13 DASE-Check Off (8) CPC ARM-ARM

* 14. Exercise T/R (9) Laser trigger press Obs(-250 to -50 0 F) tracking gates capture

laser spot(10) observe laser spot

position with respectto DTV crosshairs; ifcentered, cease lasing"and go to step 2b.

(1i) BRST enable-Up position(12) Adjust AZ & EL pots to

center laser spot onreticle

(13) BRST enable-Centerposition

(14) Laser trigger-Release

VII. ENGINE START

"Pilot Copilot/Gunner

"*1. Anti-collision light- 1. a. Ng/TGT-Monitor during* RED/Off engines start

2. Area-Clear *b. FLTR(Test Advisor) (1) Sensor SEL-FLIR

"*3. .. ir makeup-Starting (2) Observe tracking gatesEngines Capture BRST cue.

94

4U

Table I (Oont)

VII. ENGINE START (continued)

Pilot (continued) Copilot/Gunner (continued)

4. Fire guard-Posted Observe position of5. ENG 1 & 2 FUEL BRST TGT. If centered,

switches-On proceed to step c(1).6. RTR BK-LOCK/Off (3) BRST enable-Up position

*7. First engine (4) Adjust AZ & EL POTS toa. START switch-START center BRST cue onb. PWR lever-IDLE reticle.c. NG Monitor (5) BRST enable-To centerd. TGT-Monitor positione. ENG OIL pressure *(2-ALT)

gage-Monitor FLIR Loss of BRST Vector. Iff. Engine isntruments- IAT will not capture BRST Cue,

Check Re-check IAT polarity is White.g. Caution warning If conditions persist:

lighta-Check (1) LASEk switch Off8. ANTI-ICE panel ENG (2) SENSOR Select-FLIR

INLET switch-On at -25° (3) FOV-N& -500 Off (4) LT switch-Auto

9. RTR BK switch-Off (5) SENSOR Select-TV10. PWR lever-FLY (6) Observe display for

NOTE: Do not exceed White Spot. (If not68% torque before present FOV to Wide.)reaching 90% NR . If no spot search

"11. Second engine using TFC.a. START switch-START (7) Use Thumbforce contollerb. P14k lever-IDLE to center crosshairs. Onc. NG-monitor White Spot (NOTE: BRSTd. TGT-Monitor left & right controllerse. ENG OIL pressure are reversed.)

gage-Monitor (8) FOV-N (If previouslyf. Engine instruments- Wide)

Check (9) Engage tAT-Observe IATg. Caution warning Lock-On (after 5 sec,

lights-Check tracking gates will12. P1nk lever-FLY disappear)13. Np & NR-lOOZ (10) If Tracker will not Lock-14. Caution warning lights- On, Check for slave mode

Check with the ORT slave button- *15. Fuel XFR-FWD (11) LT SW-off

(Notify Copilot) (12) SENSOR SEL-FLIR(13) Continue with Normal FLIR

BRST Procedures (step b)Remember: De-select TAT

95

:'able I (Cont)

VII. ENGINE START (continued)

Pilot (continued) Copilot/Gunner (continued)

*c. DVO(1) BRST TADS-Off (TADS will

go FF)(2) SENSOR SEL-TV-WFOV(3) Depress ORT slave button(4) Find TGT in collimator(5) SEL-NFOV(6) IAT TGT(7) Select DVO(8) DVO-BRST Enable SW (left

side ORT)-Down"(9) Adjust reticle until

reticle lines up withTGT (use (JRT right sideSPIRAL switch)

VIII. ENGINE RUN-UP/SYSTEls

Pilot Copilot/Gunner

1. Engine Chop Circuit *1. Doppler-ProgramPilot Check as follows: a. Doppler MODE SW-Testa. Collar clockwise Check for GO

and release b. MODE SW-UTH-""b. Np & Ng-Check c. DISPLAY SW-DEST/TGT

decreasing d. DEST DISPLAY SW-Hc. Master caution & e. Check DISPLAY for

warning panel-Reset EJ 47197134 GZ: 16Rd. PWR levers-IDLE f. DISPLAY SW-SPH/VARe. Collar counter- g. Check for-CL6 E 001.0

clockwise, and h. FLY to SWITCH-Hrelease ENGINE CHOP i. Initialize DopplerSextinguish *2. FCC Program

f. PWR levers-FLY a. DEK-SP-lg. Np & NR-lO0% Recall LAT L

2. Engine Overspeed Test b. If necessary-Entera. ENG 1 N 300 28.5(1) CKr A switch-ENG I c. DEK-TGT"(2) CKT B cwitch-ENG 2 d. Recall GZ(3) CKT A & B switches Gb. ENG 2 e. If necessary-Enter(1) CKT A switch-ENG 2 GZ 16R(2) CKT B switch-ENG 2

96

,,

Table I (Cont)

VIII. ENGINE RUN-UP/SYSTEMS (continued)

"Pilot (continued) Copilot/Gunner (continued)

(3) CKT A & B switches f. Recall SPH3. First Engine ECU Lock- S

Out System, Check as g. If necessary-Enter"follows: SPH CL6a. PWR lever to LOCKOUT ha. Recall MkG VAR

then retard past FLY Mb. Check Ng decreasing i. If necessary-Enterc. PWR lever-IDLE then MV E 01.0

FLY J. Recall ALT4. Second Engine ECU Lock- A

Out System, Check same k. If necessary-Enteras step 3 above ALT +0055

"5. APU-Off 1. Recall WAYPOINT TARGETS"R-1,2,3

m. If necessary-Enter1. 16R EJ 42557169 A +00852. 16R EJ 43037280 A +00853. 16R EJ 45757281 A +0060

n. DEK-SW-CODEo. Recall CODES - Ip. DEK-SW-FD/LS-RUN GSTATq. DEK-SW-STBY

"*3. PLT GND/OVRD SW-As necessary* 4. CPC ARM SW-SAFE*5. RKT SEL SW-NORM*6, GUN SEL-NORM

Check Pilot IFF-OUT"*7. PEL SEL-On

a. ?bnitor BIT Timeb. WAS 1SL (Check 'AND'

3TSTPLAY)

IX. BEFORE HOVER

Pilot Copilot/Gunner

I. HIT check

*2. 1FF CM-In (air)

97

.NOUN

Table I (Ce:t)

X. HOVER

Pilot Copilot/Gunner

1. Controls *1. TADS TEST (IHADSS)"a. SIGHT SEL-TADSb. ACQ SEL-FIXED

*2. Search Light-Operate c. TADS ANTI-ICE SW-On

d. FLIR-WFOV

e. WAS-GUNf. Look toward FIXED FWD"g. ORT SLAVE button Depressh. SIGHT SELECT- HND/TADSi. From FIXED FWD Look

Left 90'-MAX Head movementRight Toward FWD

j. Look Right 90'- o4X Headmovement Left toward FWD

k. Look Down 60 '-MAX Headmovement a toward FIXEDFWD

1. Look up 11'-MikX Headmovement Down towardFIXED FWD

nm. At the FIXED FWD position-De-slave TADS

n. Sight SEL TADSo. De-WAS GUNp. TADS ANTI-ICE switch-Off

*2. TADS TEST (Thumb ForceControlled)a. WAS GUNb. FLIR-JFOVc. Use Normal Slew with the

thumb force to 90* left(initial)

d. Check MAX Slew Rates:FLIR WFOV (R)

WOV (LR)NFOV (R)

TV WFOV (L)NFOV (R)

"DVO WFOV (L)NFOV (R)

e. TADS-FIXED FI)

98

:I

Table 1 (Zont)

X. HOVER (continued)

Pilot (continued) Copilot/Gunner (continued)*3. Pylon Articulation TEST

a. Rockets-NORWLb. Enter 'O' Rangec. WAS-Rocketsd. Slew TADS Elevation

& Depressione. Check pylons for movement

XI. TAKE-OFF

Pilot Copilot/Gunner

I. Controls*2. Boost Puap-raeck*3. Fuel TRANS-OFF (Notify CPG)

4, XFEED-OPEN

XII. CLIM

Pilot Copilot/Gunner

1. Controls

"XIII. CRUISE

Pilot Copilot/Gunner

1-. Controls*2. Blade De-Ice-EVAL*3. Generator failures in

De-Ice Cycle each-253 only

*4. ECU LOCKOUT"*5. Degog-EVAL

6. XFEED-NRPL (Notify CPG)

"XIV. POWER DESCENT

Pilot Copilot/Gunner

"I. Controls

99

I

Table I (Cont)

XV. ENGINE FAILURE

Pilot Copilot/Gvnner

"1. Controls *1 . ECL #2-ENG IDLE*2. TADS TEST-Repeat TADS TEST

(Thumb force controled)

page 17.

XVI. AUTOROTATION

Pilot Copilot/Gunner

1. Controls

XVII. POWER RECOVERY

Pilot Copilot/Gunner

1. Controls *I. TADS-WAYPtINT TEST

a. Update LV-Sb. SLAVE TADS to:

TGT I

TCT 2

TGT 3 ____

*2. TADS Repeat TADS TEST

(IHADSS) page 16.*3. PLT: Using NVS take control

of the TADS, Check for controlof the TADS, Check for controlof gain, level & PC 16 SW

*4. CPG: Using NVS take control4 of the PNVS, Check control of

PHVS turret, Check control ofgain & level & A.CM

*5. PLT or CPG: Conduct PNVS Slewrate tests azimuth andelevation.

'•- 100

Table I (Cont)

XVII. ENGINE SHUTDOWN

Pilot Copilot/Gunner

1. Engine Cool down *1. TADS TEST-Check BRST Reten-*2. IFF CB-Out (ground) tion (on APU Power) After

3. Weapons Systems-Secure Rotors stopped.as follows: *2. Laser Spot TKR Test-Aftera. SIGHT SEL-STBY Rotors stopped.b. ACQ SEL-OFF a. Auto Searchc. VID SEL-PLT *3. Missile Test (pg. 24 & )d. ACM-OFF after Rotors stoppede. PNVS-OFF *4. XM-230EI, 30mm Gun Systemf. WEAPONS SEL-OFF Evaluation Proceduresg. MASTER ARM/SAFE-OFF a. MZSTER/CPG ARM to ARM

*4. Air 1'hkeup-Starting APU b. Track target with selected

5. APU Control Switch-RUN sight (see flight card)START, then release c. WAS-GUN

6. APU Ng-MDnitor d. Weapons trigger-Press7. Engine N -btnitor Slew Gun8. STBY ATTD IND-Cage to limits per flight9. EADI-OFF card.

!0. RAD ALT-OFF e. Cycle 20 RDS 30um11. HARS-OFF 5. LST-OFF

*12. SDC Light-Out 6. TRACKER PLT-AUTO*13. Air Mhkeup-Engines Stop *7. VID SEL-TADS

14. PWR levers-OFF 8. SENSOR SEL-DTV"*15. ENG #I-Restart after 9. IHADSS-OFF

min *10. FOV SEL-WIDE16. EN-G #2-PWR lever OFF 11. SIGHT SEL-STBY17. FUEL Panel switches- 12. TADS-OFF

As follows: 13. IHADSS-OFFa. EXT TK Switch-OFF 14. FCC GEN-OFFb. TRANS Switch-OFF 15. Weapons SEL-OFFc. BOOST Switch-OFF 16. ?ast-r CPG ARM/SAFE-OFFd. XFEED Switch-NRML 17. PLT/GND OVRD-OFFe. ENG I Switch-OFF 18. ADS-OFFf. ENG 2 Switch-OFF 19. Avionics-OFF

18. TGT-Mlnitor19. RTR BK Switch-BRAKE,

below 50% NR

20. Avionics-OFF21. RTR BK Switch-OFF when

Rotors stopped.22. Avionics-OFF

*23. Battery Charge24. Light Switches-OFF

"*25. EXT PWR-Connected

101

Table I (Cont)

XVII. ENGINE SHUTDOWN (continued)

"Pilot (continued) Copilot/Gunner (continued)

*26. EXT PWR Switch-EXT PWR

27. ECS-OFF28. GEN-OFF29. APU-OFF

*30. Data/Video-OFF *20. Data/Video-OFF*31. Fuel

"32. BATT/EXT PWR-OFF

AFTER ENGINE SHUTDOWN (AFU-RUN)

Copilot/Gunner

"*1. Point Mode-LOBLa. UTPR/LWR Chan Code

As desiredb. UPR/LWR Chan Oty

As destredc M ZSL ?bde-NORMd. Chan SEL-Establish

priority Chane. Observe AND for MSL

"Selection, and readystatus

"f. Observe AND or highaction display forproper MSL track status

g. MSL WASh. WPNS Trigger-Press and

Releasei. If LOBL not possible

conduct LOAL sim. launch*2. 1SL System Shutdown Procedures

a. MSL Mtde-STSYb. LOAL-OFFc. Cnan SEL-Actuat! either

directiond. JSL SEL-OFF

Check on Sensors on TGT

102

. ....

S•

APPENDIX E. TEST DATA

INDEX

Figure Figure No.

" APU Start Characteristics 1 through 8APH Warts-Up/Run Characteristics 9 through 12No. 1 Engine Start Characteristics 13 through 21No. 2 Engine Start Characteristics 22 through 25No. 1 Engine Warm-Up/Run Characteristics 26 through 29No. 2 Engine Warm-Up/Run Characteristics 30 through 33No. I Engine Temperature Survey 34 through 37Cabin Air Temperature Survey 38 through 41Avionics Air Temperature Survey 42 through 45Electrical System Survey 46 through 49Primary Hydraulic System Survey 50 through 53Utility Hydraulic System Survey 54 through 61Main Transmission Survey 62 through 65

Transmissions Survey 67 through 70Anti/Deice Systems Survey 71 through 73

I1

m103

FIGLTRE IAPU START CHARACTERISTICS

APU S/N P113YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 70OF

NOTES: 1. APU SERVICED WITH MIL-L-23699C OIL2. HYDRAUIUC SYSTEM SERVICED WITH MIL-H-83282A FLUID3. JP-5 FUEL UTILIZED4. APU STARTER HYDRAULIC PRESSURE INSTRUMENTATION

UNRELIABLE

4 APU START CHARACTERISTICS100 "700

-50

80 600 40 - - - - - -. . . .-- ! o t •;-- APU SPEED

Li 60 500 ') 30

LJJO '-0 w

u APU EG

. _ U.1 "o UJ 4 0 I I I 0 N<N~ <(i <(. ,-- - - - - - - - -- --- i

Q - :D ell

a00 250 r0 !

a.. ... a [" CL C•.I - ol APU FUEL PRESUR

w IAPU OIL PRESSURE8 o 200 0 1 L I I 1 _

- - 2 : ,• - -- G B O I L P R E S S U R E(.n Go f- ISO oý 3

4.*0 (5 tOo nD in

•"" D r-- 50 m Im -0 lOm cne -19

.. ~ ~ 0],: D(:' t-

t0 60 3C

Lu Li-

SACCUM HYD TEP

- FL] cz 3D • O 20 .- • - qA•

oU H -C APU STRTR HYD PRESS

LD.... , ,_,. .oI .< 0 (o N-

.0 0 ZIIII[I,-fBATT CURRENT

V 0 10• 40 - -0-20

0a c) I)CD <C

-T W I CI

S to M I - - -0 - 15 30 3S 4- 0 - 5 so - - 60

":"': " TIME (S5ECONDS)S 0' -"-"=104

• i%. oJ <

0 4 4

. - -.• t • I . - .• - .S - -- -_.- ,n :-:--------- *'--- -

FIGURE 2APU START CHARACTERISTICS

APU S/N P1 13YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPE RATU RE -25° F

NOTES: 1. APU SERVICED WITH MIL-L-23699C OIL2. HYDRAULIC SYSTEM SERVICED WITH MIL-H-83282A FLUID"3. JP-5 FUEL UTILIZED4. APU STARTER HYDRAULIC PRESSURE INSTRUMENTATION UNRELIABLE5. APU SPEED INSTRUMENTATION READS APPROXIMATELY 25% LOW

8 APU START CHARACTERISTICStoo 700 50

-PE ý

APU EGT S.- 60 o500 . 30 - 1 A

4 U. -- "APU FUEL PRESSURE

a P - I . - . -v E00 30 a

S-n 60.. 3C r"APU OIL, PRESSURE

'Z40 m nD MC a J.

• •r. j •.)/ ~~~UfT HYD ACCM PRESS •/••/-'-•-

000 0 -

80 zoo a. 1

• APU STRTR YO 'PRESS

i~i so ISO 30 •" RE

4.0 to0 aIc---t'i--t

O 30) m: cn ~ -I I AI URN

< 0 ----- - ....... ... . . ... .. .. ..

a110

SA-4 b-l-ACCU HYD TEPEP

0[ - -- 0- .... ~40: B IS !0 91 .V 31 0 ' 50 B5560

* T YI ME ( SECONDS )

ii 40

105

................................ I..I.I..! 1•

FIGURE 3APU START CHARACTE RISTICS:: AP S-tN P 113

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -25OF

NOTES: I. APU SERVICED WITH MIL-L-7808H OIL2. HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID"3. JP-4 FUEL UTILIZED4. APU STARTER HYDRAULIC PRESSU RE INSTRUMENTATION FAILED

APU START CHARACTER[STICS

I II jL i 00 0 OI0

-,.- , LiO

U') WLLJ"-A UAPU EGT

4' 0 1 100 -1 3C Po -

w cl L0 i O _i

0"i O.- APU OIL PRESSURE

-- 0 .RESU-

1" i P - ,, .

D c) ID I I I -7

LOIL PRESSURE

u50 ?50 50~~-I.Kiiv~~

°-•~ t °°1HY AC '!1 1• l i PRES ---S !11• 0 " 15 Tl* II!•L [ J I1 -,I .. . ,

Li 60 30

- •.- -, CU NRESSURE

_j -a 0•°l .'- -

a a) AU tIL PRESSPR

0.cC:, 0C

0106

". ": C• J 40 4 0 4 0. . . • . . .

30 -E ' L0 J

_:3 ID a:< a-BATT CURRENT 1

.. . . . .-.

o.. •ý to -10,6M20T

FIGURE 4APU START C IUCTERISTICS

APU S/N P113YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -25°F

"NOTES: 1. APU SERVICED WITH MIL-L-7808H OIL2. HYDRAULIC SYSTEM SERVICED WITH MIL-H-S606H FLUID3. JP-4 FUEL UTILIZED4. APU STARTER HYDRAULIC PRESSURE INSTRUMENTATION

FAILEDS. APU SPEED INSTRUMENTATION READS APPROXIMATELY

25% LOW"6. APU CLUTCH ENGAGED AT 90% APU SPEED

.7 APU START CHARACTERIST[CS11100 1000 150

LO APU SPEE-60 600 Lw 30 ..

z '- w-••:Q ao • o N -APU FUEL PRESSURE;LJJ •0 L 000 -j O&wn w

'Dm 0° IW I

0 oo ain o -. . .

<<N

100. .50 50 N-T--11--rT OI PR - - -,

a •-UTL HYD ACC? PRESS AP OIL PRESSURE

a:L U-.CL -.L.• '

C), 0 1) ( c 0 ii--

-0 -o - -0•¢e, 1..--o-.-

CL C t0 c- t C>14110 10 1

K• 40B4 CURRENT ,a-

' 30 X: 20 20-

iu zo iw C 3 -..) X C.

---a "I 00 " ac 0 - -

on4 ,o >- 0 t, c-) -

cm 04 <o< IV co -I, I I I 1 V I -, I 1-1 110 115 20 25 3 5 4 5

TIME (SECONDS]

107

4F FGRE 5

APU -S/N P13YAH--64 US.A S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -50 F

NOTES: 1. APU SERVICED WITH MIL-L-7808H OIL2. HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID3. JP-4 FUEL UTILIZE'D4. ACCESSORY GEARBOX CLUTCH ENGAGED, THEN FAILEDS. APH STARTER HYDRAULIC PRESSURE INSTRUMENTATION

UNRELIABLE6. BATTERY CURRENT INSTRUMENTATION FAILED

10 APU START CHARACTERISTiCS100 -700 so T V - - ~ T f

APU GT-ýAPU SPEED80 600 w 4

La

C3"i~~ OfA040PU, FU.EL PRESSUREU) w

'1r 20 C>30 nl--

80 200 ~OLPESR

z60 113 CO so3 --

hi,-' 3 0-

5;; TL -Y A~TH D CCM PRESS-CL 0 (D p ý-I .- AGB OIL PRESSURE

NP STT cYD PRESS

0I 25 303 0 45 5 5

w TIM sSoODS

108ATCURET

Lt **0. Loa=~.~ -- *~ ~ - --

-:-,"- FIGURE 6APU STARTU1AWATX7ERISTICS

APU S/N P113YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -SOF

NOTES: 1. APU SERVICED WITH MIL-L-7808H OILZ. HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H

FLUID3. JP-4 FUEL UTILIZED4. BATTERY CURRENT INSTRUMENTATION UNRELIABLE5. APU STARTER HYDRAULIC PRESSURE INSTRUMENTA-

TION UNRELIABLE

APU START CHARACTERISTICSI0 of ltt00F I IV'0 0 - I r 'APU EGTt

. 600 3 0c--- FL i-I APU FUEL PRESSUREL4. 40 ---, -- - --- - - - -.......

<.JO. .-0 APU EE - -,. .*11.4.I.LIo o j oi . . [t . ...

0 0

10 - ---h Ii":! •-2 • •APU OIL PRESSURE

100 2W 0 s

e a'"• .I I I I I

r AGB OIL PRESSURE

-- 0 0 L I 0m

,40 . 4C1- -1.1o1,o

• ._ - 1] -BATT CURRENT 11APU STRTR HYD PRESS -ACCUM HYD Ttip

, ~ ~ ~ C r:: L" ,

"- 2-0 to-I

a- CD 0 0

Io i. L'3 0w 0 5• ' 90

i'. TI[ME (SECONDS)

o10-

w 109 s

FIGURE 7APU START CHARACTERISTICS

APU S/N P113YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 125 0 F

NOTES: 1. APU SERVICED WITH MIL-L-7808H OIL2. HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID3. JP-4 FUEL UTILIZED4. BATTERY CURRENT INSTRUMENTATION UNRELIABLE5. APU STARTER HYDRAULIC PRESSURE INSTR 1-MENTATION

UNREL1ABLE,

APU STAPT CHARAC7EPISTICS

goo ~ 40I i 1 12 - -Ca J 0' tif' "" ! / -APU EGT :

"i- LL i L. 00 -1 V) 20•-A R SS R

-"'. _APU SPEED P F PRESSURE

-L- W -- rI'".- aU TL HY AC C FUEL PRESS'RE

I < n < i I I SPEED

-- I...-J . . .. I _ _ [ _

o'o o I --1 -

to o 2Ws

20.:,o ,o0 30 - - __" i SV oo -APU STRTR HYD PRESSPT

--..-- 3Si,- ',

20 • xo •rCUM HYD TE1PP,I tk 00 •€ •0C : :.

44J

a c POO - %

, . .I"- , ' i .. . .,_"_ _ ,_

71 men10

FIGURE 8APU START C•RACTERISTICS

APU S/N Pl13YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 0 F

"NOTES: 1. APU SERVICED WITH MIL-L-7808H OIL2. HYDRAULIC SYSTEf SERVICED WITH MIL-H-5606H FLUID3. JP-4 FUEL UTILIZED

SIS APU START CHARACTERISTICS1 00 1 700 50h

-! •- - i4--_ APU SPEE SSURE

"' I+O i-i-u rIa- eu* -APO AU P So C)

•o •,o ,,- =, •"•'UTL 'HYD ,ACCM 'PR'ES0, 0o . q... ..- , I 1

j-- W r-.

* a,0-10

-r -- -'z• "' URET-

1I 02 oT -- I -- f 2

so <, m 40-ACU Y TH

,iz w " l I

co ao or- W m+11 - -

T [ME (SECONDS ]

111

S. .o.- • G - , - .I . + L - .+ : - -• : i 2.7, . . .." . -c: : • : • _m. : _ 2 •= = ; -, . . . .• . -

4 ~FIGURE 9 -

APU WARM-tiP/RUN cHARACTERISTICSAPU S/N F113

YAH-64 USA S/N- 74-22249

CLIMATIC LABORATORY TEMPERATURE 70 0 F

NOTES: 1. APU SERVICED WITH IMIL-L-23899C OIL

2. HYjDRAULIC SYSTrEM SERVICED WITH MIL-H-83282A FLUID

3. JP-5 FUEL UTILIZED

4 ~~~~AP% WARt4QP:QuF. At 31. -

I r*.APIISPEED

Y' 1 4

il N 01

<r4 Ii IPI FUEL PRESSURE

C) a ' I ~ APt; OIL PRESSURE

',I1 US0

Lg Igo4

acc

w r rHt APU OIL SUMP TEI4PiAJr'4

I i

- Sol - 5i t ll

a- iTo 4 HT EXCIN

CLi-C UTflI HTEC U- '- - ----

e 1126P ~ ' I

-;•i-- F-T IGURE 10.....

APU WARM-UP7MTurTRACTERISTICSAPU SIN PIl3

YAH-6.4 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -25 F

NOTES: 1. APU SERVICED WITHI MIL-L-23699C OIL"2. HYDRAULIC SYSTEM SERVICED WITH MIL-H-83282A FLUID3. JP-4 FUEL UTILIZED"4. APU SPEED INSTRUMENTATION READS APPROXIMATELY

"25t LOW"S. APU OIL SUMP TEMP INSTRUMENTATION FAILED

APU WARMUP/RUN CHARACTERISTICS

"0APU SPEED!

.O *-j c - - - -LOJ

• - - -. 1

<,- <• <,-, "AP FUEL PRESSURE$-: : j l ! I 1. L•)I

7 V-APU OIL PRESSUREG

-. , 80 ( C. 2'00 ,

S- 0- m- *.0 %Ao

ul :'J "L VPIUP RS-•

-2" C o 20 : ,

0 0_ 0C - I

--. U P PRESS PL.O go 3l - t Jl

Ul - •.0 t., oo •t,

urJ j p

I I it • TI

-w-" , o to I -" -T _ !

TIME (MINUTES)m 1

130 so s

z I.D

4040.4

"FIGURE 1iAPU WARM-UP0UN P CHARJACTERISTICS

AP:S SIN 1113YAII-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -S0 F

NOTES: 1. APU SERVICED WITH MIL-L-7808H Oil02. HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID3. JP-4 FUEL UTILIZED"4. ACCESSORY GEARBOX CLUTCH ENGAGED THEN FAILED

0 APtj WAPMUP/,UN CmAIACTFRISTiCS

W - .t I i 1 I

Si- CL fI I-APU FUEL PRESSURE

CDa:

"J Nc L' 400 _j L, 2

to. Wet.B I L ; t~

0 a. i<- i <n- <4-74 ý PU EGT ...

-'10lO . 25 W , r-

!, APU OIL PRESSUREr",'- II•

40 II too""I r ("

eI •o a- I ' i ji•'- i0- C° "- PRIM PUMP PRESS

0 .. c II•- - ,ýII

-0 0 U - - - -

LuUTIL PIP PRESS __ i-i

:.;o IL LH_,_"T EC IN HT 1X U : ' • • I: , i i ta..

0

. " . . . . .. / • . . . " • . _ _ . .- , ._ • . ..:• __ - -, -

-7 FIC;IURE t2

APU WARM-UP/RUN CIIARACTERISTICSAPU S/N P113

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 12501"

NOTES: 1. APU SERVICED WITH MIL-L-7808H OIL2. HIYDRAULIC SYSTEM SERVICED WITH MIL-H-560611 FLUID3. JP-4 FUEL UTILIZED4. APU OIL SUMP TEMPERATUIlE INSTRUMENTATION FAILED

%" 14 P;j WAPM[JP/Pu irt;! PACTEP$T1Fj,

two 1 1

:7:~ ~ ' i -U EGT ..

150 500 ' 30 -. }_-- _ __ __z IJL

T~ IET __O_. _

Lj L 100 LJ .OU _jj 20

a- APu SPEEDL.A L. jL~- .

%I so 200 n . 1,

0..0•:.<- .,a. .o< I( I I A - U FUEL PRESSURE , f1001 - 0 -n1

!iiL ,o, ( ,o N<- AU OUL PRESSURE

,':: 0

100, - -0- - "I L .PRIM P PRESSU RE

FLOI I I _ 30il,~ ~ ~~o CD-rl il_• lO L-AJ too: " PoI PRIM PUMP PRESSi

o o

5IN0 10 __ I L L.10 1 L LII UTIL EXC IN

Li X ••w•, .UTIL HT ýEXC ýOUT..- (;0 I IO

a au-,.- -, - - - -- - --- UTi L HT EX OUU-I) cUTIL PUMP PRESS

2 -' 5N, 207 fni

T I[ME (f INJUTLL 5"

115

VTGTUhE 13No 1 ENGINE START' CHIAIRACTERISTICS

"T700-G(E-700R ENGINE S/N 207-263R

YAH-64 USA S/N 74-22249

C:LIMATIC LABORATORY TEMPERATURE 70 °1F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C-oIL

2. ,P-5 FUEL UTILIZED

-',,, "L L f T E-NG Nj- S {4 i .,P r A 4 [TP A: '.'-

I I i~ ,! I '

Ll Io t ; --- '

,, l i v 4 t MGT

-GAS GENERATOR SPEED"6 0 1 U " ..- l - J - -+--- ' ".,,"- 75

' I bO -

A 'J ia 4I

Z Q ' _0 -O) - 0 -- -L-1 t- " o200 L 5LD -- _-

L.•p Ci_ D' CD 0'-

a. 0 i POWER TURBINE SPEED

:oo I • . .i , . '•

-. ,, t -FUEL PUMP PRESS

6c- w• 10 • - - -P - --*---- 1-, 3z _ - E1G OIL EMP i

C 0 L 40

.- sf flI

50-'-: " I i 1_ I I , II , ~ k I'

-- -0-.0 O 90 -- --• .-.t t r-4 .... ...----- { i T

-- i- - ol-•- -t- - - " •-i r] •I- --,0 - -

- ""'i,-FUEL FLOW jI j19 0 C LL.

40 5I i-

A STRTR REG P iNOSE G/B OIL PRESS" '7

j i S T T-E-,SS • , i I I I - _• •

*. II 301

I- ln~-I ENG OI1L ýPRES10

t L .- - -4

r3L L fl1I1~ - 1 1 4ý

1 ME SE6CON-6:.

I 116

FIGURE 14NO 1 ENGINE STXFrAMRACTERISTICST700-GE-700R ENGINE S/N 207-263R

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 70°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED3. ENGINE RESTARTED ONE MINUTE AFTER SHUTDOWN

LEFT ENGINE START CHARACTERISTICS

00 0 , i - i

600 Sao10

z zz I Iz "

50 4 cr'G tr 501 1 -1 JAGAS GENERATOR SPEED __j<j Lu 0 0j 00 ndi

L0 x- o < 00 oo.D - -, -7•r- c0- N' P WER TURBINE SPEED

- FUEL PUMP PRESS

0. .1. . EG OIL TEMPI

- I

a00 --

._ _ z FUEL FLOW-•i-.

00 L o r, tE- M

-l NPS ENG OIL PRESS -CI 0 Dm 40 wr

L:u2 10 L, 30

03 6 0 4J 00 56 6a-

:3 50 10 0f- TIME (SECONDS)

i: 117

FIGURE 15No I ENGINE TART CHRACTERISTICS"T700-GE-700R ENGINE"N 74S2729

"CLIMATIC LABORATORY TEMPERATUR,. 70°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-S FUEL UTILIZED3. ENGINE RE-STARTED TWO MINUTES AFTER SHUTDOWN

LEFt EN+GINE 1AR. CH-.PACTERISF[flS*Z-+:•' 000o, '5'--F- 1 r-r-- ....--------- -

"":.- 0 {-t-�-I--I- - GAS GENERATOR SPEED00 1 0 .,

'' 600 ~F

.1, , I I~ m.,MGT ,tr; Lo4 "0 .POWER TURBINE SPEED* •i,+ I~• f F F J. 5

'" w pi - 1 F-PF0 W00 LO 2

--- • F C

. OG -. ] ,O ,-j,•rJ- -- I ph 7[-

312j so 50 -

F 0 - ENG OIL TEMP7.

1 - -A~IO -

".'"W I FO O r

* 1kw -0 FFrUEL PUMP PRESS'rj) 101C L.Crj so---- 4 t

L..'- F.. , ...... _ j

7) I IT

30 40- L-i-

-l. J 1 wj FUEL FLOn F m 0

NOSE G/B OIL PRESS

60 501_ M t1 Ihu~ -I t---

"91 a 3'aTRRj- .- I--- - - -

a - STRT REG PRESS .

1l Ir rm naI101 a-- , ENG OIL PRESS,- ,•+, a-at tro lI - -- I b 0 i ..

L"-b 10 it pa in 3-5 4 15 soo 1,5 50 5 60-- ' TIME (SECONUS i

118

FIGURE 16NO 1 ENGINE ST•TH ARACTERISTICS"T700-GE-70OR ENGINE S/N 207-263R

YAII-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -25 F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-S FUEL UTILIZED3. POWER TURBINE DID NOT START TURNING UNTIL

LATER IN THE START SEQUENCE

"LEFT ENGINE ST'A0 f,,APAr'jPT' ?

: "J t 0o .t, ----- ,- -, --- - --T ---- ' ..... T - -i + . . . . . ... . . .

0. a

IxP- 1. 600 W'; 7I -

I-- -w __c tPVAt T-4< L) t0 m u+uJ 'So .-w 400 --D w w

w- a -GASENERATOR SPEED

O i- -z• r - I - f-I--

X-- tn 0.I G

0 0 L

FUEL FLOW 1114 iSI FUEL PUMP PRESS

_-: L.D I: o Lo 0""- -, w - 0ý UE • - FOIWt- J- ~~o ,,fi o .. G

•:•0 u I zoU ° _ . UIL TLmr .- k I -,,•

-" N w50 M 1 I - -I1;TII-- --

S-- ENG OIL PRESSV) o ,o T-°i% vi

ISO I 3 00 -

00 x --17l" , - NOSE....] 100

to P'- t . . . . .oID o • ; 0 wj f ,-, - - .,

0 Z - "- NOSE GIB OIL PRESS+illg '• <'' ! "'- 1 L- I I I -- i .• _L _. I I -- I -po 0 t' IC A 'p 5 50 55 60

"TIME (SECONDS)

119

II(;(IU RI- 17NO I EN(INE START CIIARACTERISTICS

T700-(GE-700R ENGINE S/N 207-263RYAH-64 USA S/N 74-22249

(TIM ATIC LABORATORY TEMPI RATURE -50O F

NOTES: I. EN(;INE SERVICED WITH MIL-L-7808H OIL2. JP-4 FUEL UTILIZED3. ENGINE START ATTEMPT ABORTED AFTE-R TWO MINUTES4. PNEUMATIC POWER (CART USED FOR START ATTEMPT

11 LEFT ENGINE START CHARACTERISTICS

-;." I•0• 0 I I 'I

,--,'° I° II I li"

.. a aEN.IL TMP-..

• 0-1*00 _LGo L 10

a.O 1:SEEI~

.1.. -7 Goo ., T

z z 1

- 620

.:11.

F •FO W I

wi 0 C) 40 CSo ~ -- - - -

illGA G 14RAR SPEED

-2 0ý < ~ 319 c -

U) I, rI a -iIE PEiG

w a

a.. i FTUTR PMPRESS PES

11 __ J:I:1L ::--J 20 G120

FIGURE 18

NO 1 ENGINE START CHARACTERISTICST-700-GE-70OR ENGINE S/N 207-263R

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -SO F

NOTES, 1. ENGINE SERVICED WITH MIL-L-6708H OIL2. JP-4 FUEL UTILIZED3. PRESSURIZED AIR FOR START PROVIDED BY

PNEUMATIC POWER CART4. POWER TURBINE DID NOT START TURNING UNTIL

LATER IN SEQUENCE

H.A' LEFT ENGINE START CHARACTERISTICSua •~ , -T

-

1000t.I F- !

900 111 r

4

Bo- G

600 GAS GENERATOR SPEED 4.SZ . L) )---W.• W' (I. ti e _OL)J

<O -0 FO

0---:k+ - - .~ - j~

9I U 50 L7 o Lo 100 B0 1 I i - - ----

1

LJJ 40 00-,IO- -FUEL PUM PRES

z (ILi 0 0

0-- -"

-- :• . 2 iFUEL FLO W'.

"t 200 U; iQ 25~E I

- CD -AO 0 - -O ER SPE-- 0

FUELOSENG OIL PRESSPE

10•

a+-" 31 ..- -1i

-," • I •'• I z'' I Jl FUE IFLOW-I--,.,.•i. i l• : !-4-m 0 00

wr'a 00 0o! O L T M

.': TIME (SECONOSI

'" 121

-345 9 - -

;- " FIGURE 19--NO 1 ENGINE START CHARACTERISTICS

T700-GE-70OR ENGINE S/N 207-263RYAH-64 USA S/N 74-22249

CUIMATIC LABORATORY TEMPERATURE 125°F

-- NOTES: 1. ENGINE SERVICED WITH MIL-L-7808i1 OIL2. JP-4 FUEL UTIUZED

14 LEFT ENGINE STARE CHARACTERISTICS

•~~~~~~ ~ c)5. 1000! i• I1II ' • t + i1• -L,-m

ui i00 -a 100

a- 75 600 LJ 75

'ZIL. DiJL-

02', j 0'- ii , ,i

z . LJ.4-1 llJ 50 ,L- •00 CL~i •

-+-U -,- ,Ua-a I- - ,raLt '"T I 1 1 Iza wO o'-a

800 GAS GENERATOR SPEED.- c- <O D0 0

ON rn N L IVIVE ER TURBI[NE SP EED

:: • oo ==o , , , , , i too-' r -FUEL PUMP PRESS !

r 'i " - C 0 w• t. O0a-- w L ENG OIL TEMP I

.";DO- rA_- I.F ME U

-P0 o0 so- -"0 -0 10- --------,,+ -F- -LO

u+u •!NOSE G/B OIL PRESS-S150 cy 3

-J- F, STRTR REG PRESS.:"w" ow. ,o 10 WS;. W -co

z a an. I a -' -tGOI RS-to -' w" - .- .-- . . . ..- - - -ZX c. am) C70 N -0 N 00r

QjJC 0-t~ -3' to I 1s 20 s o A0 3 0 .5 E0 5K ~ 6

._TIME (SECONDS]

"122

,.

FIGURE 20NO 1 ENGINE START CHARACTERISTICS

T700-GE-700 ENGINE SIN 207-263RYAH-64 USA SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE 125°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-780811 OIL"2. JP-4 FUEL UTILIZED3. ENGINE RE-STARTED ONE MINUTE AFTER SHUTDOWN4. FUEL FLOW INSTRUMENTATION FAILED

14 LEFT ENGINE START CHARACTERISTICS

LLJ'.. Bu W7 ýZ- 7

•~ .' z 7.• Z --i I.-.,- LLfZIIZ I• .Sa..

UU,u.J .I rO .• HLJ 500 "Lh-• JO-

r••""LO -- GAS GENERATOR SPEED,.==-., 201P

o z- IPOWER TURBINE SPEED

"80 to 00 250

.., - 60 ___ T Tno I

""II -ENG OIL TETIP40 so _& S

'. f; 0- "

5'0 -10 0

0<.40 K3 LozST I RTR RE PRE

" _ - _NOSEG/ILOPRES

I n FA FLO-

0to a- STT RE PR . -.- ,•-TsI

ir TIME ( SECONDSI S0

12

0 oL 8I RS

"FIGURE 21NO 1 ENGINE 5 rTARACTERISTICST700-GE-700R ENGINE S7N 207-263R-

YAH-64 USA S/N 74-22249CLIMATIC LABOkRATORY TEMPERATURE 125°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-7808H OIL2. JP-4 FUEL UTILIZED3. FUEL FLOW INSTRUMENTATION FAILED"4. ENGINE RESTARTED TWO MINUTES AFTER SHUTDOWN

Lt ENG[NE STA(r CHAIAC :P IS 'I

• - 0- ! II:, - T ; I

, 0 0 , , t V 4-

-6-00•:" -L.JE-E- -

'"-' GA GEEATRSPE

-:' O i - )

~~-T

-4

ITT IIS'GT F 1 TOTT S'PEE

' II i I""- , , 0 La

- -i-.:: T E

!'" a- ,, IEPGILJOP1

~~5O ~ " 1w,,J 7~111

-- Z Lp ? o )< ,. LLA oo-- -. . -- i!

a. STRTR REG PRESS-UM NOSE 0IL PRESS

"- "- " ,-" L '

_. .. •-• ' u • .. . .. '- - -t 'l -l- : -- ' :- 2z-oo " E IIG O IL PR E S S ! - : : - . .. . ' "

.: O-, iI 12 rIME fSECONDS3

__ý FE FLOW

S... ... .P.. . . .o .

FIGURE 22NO 2 ENGINE START CHARACTERISTICS

T700-GE-700R ENGINE SIN 207-2411RYAH-84 USA SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE 704 'F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED

RIGHT ENGINE START CHARACTERISTICS

100o~ o we aoo

oz Lnf z<L) to lm! NGAS GENERATOR SPEED

U0 cCOoo

Zen rl ~POWER TURBINESPE

140 100 n00

so t!C-

100~~ýN OIL TEMPT~ l1- - ZZ

STRR RE RS------ -------- N I 'L

w c* U) 2 0.

S. o 20 So

-J 0 Q

0o; 40 10 MCA 40ze. N-- 0. 2

4Z~ SE~ G/8~ OIL P 1 TII(ECNS

FIGURE 23NO 2 ENGINE STAR M1ARACTERISTICS-,Tr-700-Gl-700R ENGINE S/N 207-241R

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -25°P

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C 01L2. JP-5 FUEL UTILIZED3. STARTER REGULATOR AIR PRESSURE READS

APPROXIMATELY 25 PSI HIGH.

- RIGHT ENGINE START CHARACTERISTICS

Q 00

u" "00 a_ 80o0 too-

C 0.zz-.- <ul t•J U t.)

m u .MGT.luJW 50 ow '00 fL. 50-1

,'- t-,r- GAS GENERATOR SPEEDR

-°a-N 0 0 0 L -EE = _

30 o{ o - FUEL PUMP PRESS -

W 20 -•< .o

w- EwFULFLW pG OIL TEMP-N 0 20 F -n -o\I

50

2 lo so 100-iO 0 - F

*0 0STRTR REG PRESS i i/ 1a Il -.. -f

__j - -ENG OIL PRESS I

o0,n 100 w tn 20 M LA *a - - - - - -a- -a.z-- * i -- NOSE GIB OIL PRESSG- -, , , ,cl, o w C D 0

"4 0 0 10 15 gOi~ i as 'l 3S .0 .5 50 5m Go

TIME (SECONDS)

126

..4

FIGURE 24"NO 2 ENGINE ,TTW' RARACTERISTICST700-GE-700R ENGINE S/N ZT7-Z41R

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -50 C

NOTES: 1. ENGINE SERVICED WITH MIL-L-7808H OIL2. JP-4 FUEL UTILIZED"3. STARTER REGULATOR OUTPUT AIR PRESSURE INSTRU-

MENTATION READS APPRCXIMATELY 25 PSI HIGH

RI3 IGHT ENGINE STAPT CHARACTERISTICS

-LLJ QU ••' ,:u too a j ,a to

1'- , 100 •= I I MV f...a.

'"- £ r • " . • 1 I I ! l

-. m --- -1 2

-- : .o W,_- ,w --.-.

""z-' z z.ci: &:r 0 'trCD GT"2-CL) DwL) fFUEFLOW

- fn m~ w oin

a La>PWER TURBINE SPEED-&0 0

--"VVF[--- 71z '0 Go SO

-- ISOIO • __ -4..... I 1 1 1 ........ .. ...... .-

.. U , - FUEL PUMP PRESS I -0-

.- IN L& - - -7

2 - w I ErG OIL TEMP

- --. ~~- - -- SRTR REG FIRE j

I50 - OLPRS

ý3G NOSE C/B OIL PRESSOýI lo I ;m u 0R

TaE.ECNS

L12

FIGURE 25NO 2 ENGINE STRr CRHARACTERISTICSTT700-GE-70OR ENGINE S/N 207-241R-

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 125 F

NOTES: 1. ENGINE SERVICED WITH MIL-L-780811 OIL2. JP-4 FUEL UTILIZED3. STARTER REGULATOR OUTPUT AIR PRESSURE INSTRU-

"MENTATION READS APPROXIMATELY 28 PSI HIGH

14 RIGHT ENGINE START ýH.ARACTERISTICS

,,+Zf+ Ja PO-WER 1 : lI7T 1_'._IX'T URBIN SGEEDS G"ATR "

8.0 4' t, o 0 asc1 .-1 ----- , 1 -I7I- '-'-' i

07- z0 90 2c---4 4-U.1 w . . . .

em UI n I 4 1 S; _ N!

..'.ELPI*IF E PRESS I( lii' : ;'•-. a.o.- -....,I.-, , . , - f--4- I i '

n,+, •++ o<-., 90 o ,w 100-- -.

L3 r

o- o50 20,.. 0 LAJtT)_

aNOSE G/B OIL PRESS S REQ i"._++"~~~~ ~ E.4 OI.L++ TE14P II idErGOL R00 ) 50vE

25.0, , . , I

*I TIME (SLECOrND9

12

FIGURE 26

NO 1 ENGINE WARM-UP/RUN CHARACTERISTICST700-GE-70OR ENGINE S/N 207-263R

YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 70°F

"NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED

4 LEFT ENGINE WARMUP/RUN CHARACTERISTICS

I5 Ies, 1000 -

' /t / PowER TURBINE SPEED.- 1 i- ' "' T 6 Rk. ' I

S75 I0T~ ~-I-~0 z w, Soo_ MGw-- :•~ ~ zz ooiIIu ,Q) .0_ n GAS GENERATOR SPEED -ITU ' o ' "I in ýoo O

ZQ. LiD"< C" WW-3 C3••

.. ~c 0: 0' 0~ •<D?5I:l' eoo LJDI-----------------------I1 -

~~4 to 200,t . . . IS0 ENG OIL TEMP

LIJ :0 ISr I1i---af t,-'

CL_•iii•. - in 3 ••, 2..,- N I -

" " -- FUEL FLOW-J 0 -- 0 Z;ý

LA.- N LL-r-- 1"•" Z-0 FUEL PUMP PRESS _-rF ITv I

400 j-- NOSE G/B OIL PRESS

.- r 15 0 W 30 0 S O --

---- 0j

IVIn ___ -4,-F,!L., -.. - ENG L OIL _. E

•,, co W,: :>:S ol tooZ 67 Z 8 t

"TIME (MINUTES)

129--

FIGURE 27NO 1 ENGINE WARM-UP/RUN CHARACTI:RISTIC:S

T700-GE-700R ENGINE S/N 207-26;;RYAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATU IE -25°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C ()IL"2. JP-5 FUEL UTILIZED

8 LEFT ENGINE WARMUP/RUN CHARACTEQ[SI[CS

100a 00GAS GENERATOR SPEEDi to 800l Ii 10 1 • I L L I _ I- I ,I -[_ J!Li LiOO

2-' •---u.t- _

25 2o0,, 0o • i/ lf -- - -1- I ]' jiG€ lJo ' -" II[ -POH'ER TURBIN~E SPEED--L- K ___ _. L

L u

0 0 0- FUE FLO

L.II"• 10 .L'" •IFUEL[ PUMPN PRL ESS FUE FLO I , 1 1 1

"0u -Wcr 0• I 0 -- "T

" w N ' 0 3 w •.

za- W

rcj 0 <'0oP ------

:•~FE PUM "P TMREMNSS

flO

-1I 0 60 - - -v

a, u

a.t--.%j o (ýL

CL (0: :7 =dr

cxj M 19-

-101 Z' .ENG TORQUE rIP

13B :j:•

ý-o o 0 - - -

FIGURE 28NO 1 ENGINE WARM-UP/RUN CHARACTERISTICS

T700-GE-700R ENGINE S!N 207-263RYAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -50°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-7808H OIL"2. JP-4 FUEL UTILIZED

13A LEFT ENG!Nf WARMUP/RUN CHARACTERISTICS

m 1000 ie - -* 1

wa I0 00 10•'.

S) GAS GENERATOR PEEDm ý 7-5 1500 uj 7

<u 0 ,

(- 1 1, I-, • s, o 0 u 1400 00 r- 0

'" 8 II O0

z 0- ui0f M

• , -FUEL PUMP PRESS

0 0 ENG OIL TEMP

,n le - FUEL FLOW t I

SENG IL PRESS OIL P

-. o I 0 00 W 0 - •-- -- "

":) -- •,- 0 Z=

P50 00 too131

Ld [ M N OSES) B I PE

ck 151313030t! O

... _,m

FIGURE 29

NO 1 ENGINE WARM-UP/RUN CHARACTERISTICS

T700-GE-70OR ENGINE SIN 207-263RYAH-64 USA SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE 125 0 F

NOTES: 1. ENGINE SERVICED WITH MIL-L-7808H OIL2. JP-4 FUEL UTILIZED

. 14 LEFT ENGINE WARMUP/RUN CHARACTERIST[•_1-.'- loc I°° I.- 'i I I ,-I I i I I !" I -ý TI - F T- T T -

-I . - POWER TURBINE SPEED--.

L-• PI( ''"'GAS GENEýT'ORS,,L •J o ,.*~- j < 60 W-j SPEE--- - i--in'-' ,'-, I ] , T.Z1 Ii I I I• L _

-<U 0 zMG

u~ 0 -ra:Li i., 50 in bJ 00 UJ 0

-- ,,:-'(. < ,-°0°"-*: o o • l ,'-

- FUEL FLOW

50 I _-ENG OIL TEMP _

IJ -X _

L"o -- a a. -. .0 0

a-lo 2-30 - ---

Do ----i "- FUEL PUFOP PRESS500 so00----------------- -ii r r

un r-"NG OIL- TEMP"

in Lu:)C CD-NOSE GIB OIL PRESSUN Lu L- - -] I

,,) 1v00- --0

-'-E OIL PRESS

40 0 0 I 38 • 9 t I I I

TIME (MINUTES)•

0132

i i , i I I I I I I I I

FIGURE 30NO 2 ENGINE WARM-UP/RUN CHARACTERISTICS

T700-GE-700R ENGINE S/N 207-241RYAH-64 SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE 70oF

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED

4 RIGHT ENGINE WARMUP/RUN CHARACTERISTICS1'.5, 1000 I~- - - r j r~__O,- 000 ,, -+ - 11 !

0 POlEL TURBINE SPEED'<0 oo

C a,. GAS GENEATORSP: . 75 600 E0w - h C . ..--.--...... .

<-I~ u .~ 0l n.J MGT

l wl 50 0 J '400 . l 0-~70 Luc a_ .,,,

Ir• ,

(LI X lii---. fl€' 0<. 4 Ow 5

-..

0 - II I.- FLOWI

NOSFUEL POMP PRESS I

•., • Z 30 8.10 ,., ISO0. .

a , .u TIEG OIL TEMP

- ., .- , -FUEL FLOW 3-i f%• h0 _J 04 J 20 m I -T

u In wz - 0 O' -z

-10 3 0 50 . . .

.''Z 2 0 0 i " ,C O (n• s o1>•~~ -•• ' •" _NOSE G B OIL PRESS

CLm -j %% --0 .. . ... . . ... .47 - "

-. l .a -ENG OIL PRESS

'., So t wCO 20

-. f t- I I I I I 0 t t

"- "TIME (MINUTES) t

• • 133

FIGURE 31NO 2 ENGINE WARM-UP/RUN CHARACTERISTICS

T700-GE-700R ENGINE S/N 207-241R

YAH-64 USA S/N 74-22249"CLIMATIC LABORATORY TEMPERATURE -25 0 F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED

. R[GHT ENGINE WA•-r'UP/PUN CHARACTEPISTICS

I0-0 GS sGENERATOR SPEED PWEURBINE SP ED

," .0 a. Sao .1ER

'-: 60 Z 0 -<u. -w

<u tn muWW ix QJ 400 CY 50- -.- A

I " " CD I --

_•" • ,.,-, o . o o .

•_..)N _ __1 W 1,I 20_____

"z 2o I 0- 50 '-

r- ,° , o .Oi""FUEL FLOW - - - --

,J---- I .I

< 01

ea -- ?IP

L0• -- 0. " FL ", 0'-

13 -5-----------------

In I X

. -0. -..i~ ~

am -~ -- --- i------- NOENG/ OILPRS

" " " m m -. .N - . .(

Lu LiN c. zw 14.....................

FIGURE 32NO 2 ENGINE WARM-UP/RUN CHARACTERISTICS

T700-GE-70OR ENGINE S/N 207-241RYAH-64 USA S/N 74-22249

C1IMATIC LABORATORY TEM PERATURE -50O'F

NOTIES: 1. ENGINE SERVICED WITT. MI -7808H OIL2. JP-4 FUEL UTILIZED

13 RIGHT ENCINE WARMUP/RUN CHARACTERISTICS

00~ ~ PWER TURBINE SPEED -

CL a

a &Gr AS GENERATOR SPE-Eg -L - - -

a MG

60o < 0 I5c:

FUEL PUM PRE0. 0

so so 10

LnOS G/BUE OILM PRESS(p

W'-'

z ;z

Lu~~TM (MINNrSE / I RS

200 --G135

FIGURE 33NO 2 ENGINE WAR9TU77RTK ~CHARACTERISTICS

T 766GE70ORENGINE S/N 2bn7-241RYAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 1250 F

NOTES: 1. ENGINE SERVICED WITH MIL-L-7808H OIL,2. JP-4 FUEL UTILIZED

RIGHT ENGINE WARMUP/pUrq fHAPACTERI$VT-rs

~ ~ io2FPOWER TURBINE SPEEDI

£ZL- a Sao 4'- 0

(0 L-

cn u umMu05

0 00

tj) <c p an n p

I acc

cz< L C CD) ~ - - - -

so IS

k0- FUE FUEL PRES

~9 .-- FUOEL PUMP OILPRESSrui M L

-Df C? Z)Z c -z c

00

FIGURE 34NO 1 ENGINE TEMPERATURE SURVEY

T700-GE-70OR ENGINE S/N 207-263RYAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 70°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED

4 LEFT ENGINE TEMPERATURE SURVEYtoo 1000 200 -

U) LU

U)-.- T

0'.'CU WL

wo

u N Xm v FUEL PUMP-PRESS- 1I - 1

I aoo20 a.s"1 I

Ww

"Q) I-

t0 too laoo,_-L.) •. / OEGBOLTM 1

TIME (MINUTES)

137

FIGURE 35NO 1 ENGINE TEMPERATURE SURVEY

T700-GE-7Of0R ENGINE s7N 207-263RYAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -25°F

NOTES: 1. ENGINE SERVICED WITH MIL-L-23699C OIL2. JP-5 FUEL UTILIZED3. NOSE GEAR BOX OIL TEMPERATURE INSTRUMENTATION

FAILED

:'9 LEFT ENGINE TEMPERATURE SURVEY

80, 10 200 1_. . - 7

_ I ;INaT

-'.0 600 oo -

a- < u L;UL L.)

CL- 0 < kn- o,., ,Loo, ". - 50

L.1f P 0 QW '0,•FUE ! ELPUMP PRESS

I "20 -- -

r-- r" u

"L N-+EWIRI CG TEMP l-

| • o II

ep 00 -I -

2 i"

--

"a ?0 0 ۥ 30 '.0 50 60 " 70 8O - 0 10 o '.-.

TIME £M!tNU1'ES

PO 13

.:a.

"FIGURE 36NO 1 ENGINE TEMPERATURE SURVEY

T700-GE-700R ENGINE S/N 207-263RYAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE -50OF

NOTES: 1. ENGINE SERVICED WITH MIL-L-7808H OIL2, JP-4 FUEL UTILIZED3. NOSE GEAR'BOX OIL TEMPERATURE INSTRUMENTATION FAILED

"13 LEFT ENGINE TEMPERATURE SURVEY

=--J

in S.n-

aAJ

a. <u -

."i.JlJ Uo -oJ0 O

-6 -•00 -S " __•:1 O 5 0 "0 K 0 tO It •!r

rv 2 Ow %0 &w

ZI.J - L -40

w0 OUMG

-0'--

22

-13

V)________

Z -*o 100 100 i o . o so ' o 9 tO n a*L T-J- (PINrE

zu su L139

°

FIGURE 37NO I ENGINE TEMPERATURE SURVEY

T700-GE-700R ENGINE S/N 207-263R"YAH-64 USA SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE 125°F-NOTES: . ENGINE SERVICED WITH ML-L-7808H OIL

2. JP-4 FUEL UTILIZED3. NOSE GEARBOX OIL TEMPERATURE INSTRUMENTATION FAILIED

14 1 F, ENGINE fMPUARTUPE 3UFVEE

;, ill0~801 1000 i00 - -F -T " T - -'' •-- - -lECU TEMP

,-6

y .. cmw '00 L_ L..

m PUMP,"'- • •-. • -FUEL PUPPRE SS !

o ~ ~ JJ~LIL i i iL"__ii1ILI100010 c5Ji Žn0. -0 a

I: - I rlog .50

,-80 r- 21"

6000 c '.0 0 6 0 HO 50 00 150 iSO

=-' . TIME (MWFUTES)

. 1O

0-,1Q L.LJW,,J (

: -- .. . . : . -= -" + > _ • t = - _-= .: "- , + " - •--- " - - - -- .- . • - --' -. - -

FIGURE 38CABIN AIR TEMPERATURE SURVEY

YAH-64 USA SIN 74-22249"CLIMATIC LABORATORY TEMPERATURE 70OF

CABIN AIR TEMP SURVEY

OUCG 1TLETE-"- I- o -4- it , iiw ii 5i

too to e00 c - -

0 z ENCU OUTLET TEMP

L OT ,P

PILOT FO OT1L

+'.+'"-. --o " .,.+II I L J l= - - - -I I2

APCU STRONGN F40 .+,+, o,0 - zr" ll -++ " + l r'0. r: a. . PILOT ,WAIST LVI CPILOT FOOT LVL

40 -, .. x j

-t- j * ] -- -i>J RWLJ> a

ow 0 -u~w 0 .- - - - -

0D -0 00p,-,'-' t_,,'0' +-. "I I

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-.-- So, ,

4 -•o • . . . -- E•NGILNE' STARTS . .

10 Go so'o 50~ 1~tIi:~.- u~~i,_ ,- -CPGFOTLL•

_JQ - L 0 __ 170r I I I-- 0t. _•o 0,. ,L,.l IT

w,-,L <,+ o- CGHA VPG WAIST LVL

'•"- m• -PC CD •

I0 20 30 4aw w so "£9@ 0 too 110 too

TIME (MINUTESi

141

FIGURE 39

CABIN AIR TEMPERATURE SURVEY

YAH-64 USA S'N 74-22249

CLUMIATIC LABORATORY 'I'EMPERATUT{E - 25>I

6 ~~~~2"0/.i , "a ; -. = ..

~CPG OUTLET- W

"tO, " ENCU OUTLET TEMP----. I -

-- . 0 •,- 0 . 0 -•--'- 1 -" - - T.. .. ._ .. _... . . . .. . .. .

\-PILOT OUTLET --.- : .- -

-E NCU ON2"2-- -. :: : "

PLOT HEAD LVL PILOT-A WAIS'T LVL-~Z er-. c

I - U 0 V0

;.4. -_ . CP!LOT E EPI EOT FOOT LVLI-- --2 L .-.P STAR-----"-- .•-6 "f S-VAR;_S I .<-.•-• :_"

- .- -T T --- ENGINE START'. E I OFF

70PG WAIST L't L.I

C PG FD. T ,LVL- J

--.-3: -- t r........ . ,-- - - -

-- 2. -- -- 2 .

Ale..

t - -S.

:II • - • :-- :"i - - " ..

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'•,4 U L- "I 7 T.. v. . .. .c ' ' . .' I~ p ' " -. V

FIGURE 40CABIN AIR TEMPERATURE SURVEY

YAH-64 USA SIN 74-2224rCLIMATIC LABORATORY TEMPERATURE -50oF

"2t CABIN AIR TEMP SURVEYR 200 60 ]L~. • ~ENCU OUTLET TEMP---

CPG OUT LET. .

U Ir 6-- ULhj C) 0 Z

'D "C{) LL. 0" 0 ý

""07 PILOT OUTLE

-50 - !

.ý a. co

40 -4- ..

"" ,. 1K ,., PILOT WAIST LVL20 20 20 i

->I

< •(,0 0,,.o 4&-f-'PILOT !E VUJLL -20 < u, -20 (-:. -2 -

A Hi L&V

-- n o" \.,.-PILO'T FOOT. LVL

r- - 10 - 0., -40

"" -0"-ENGINE STARTS ENGINE OFF

40 40 40 - -

20 20F0OT LYL -1{ '- CPG WAIST LVL-\,m- LJ V,,.-

L.. U,..) uJL

0 L -20 Ww -C I- -1C "< - 0 00

- (0 IPG HEAD LVLI

_w t 0 30 40 30 so 70 Oc00 o ic1 20

TIME (M[NUTES)

143

FIGURE 41CABIN IkIR TEMPERATURE 3SU.l..v..Y

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE 125°l

I-F I

I 0IK fT 9 5 j:

"- u C1 PG OUTLET It_" " C-) I-) LLJLD EN, 0 . '--Tlu U LET' TEMPll

I PILOTFOOTLVL

f-UU

S.. .w, • .Cw -•OI O o 4Of -- • •-•------- .----f-....... • -"4---t--------i---•----

I ' I- , , : .- I!

"i.c. , - -- --- - -9-L -- - ... . . -__-- ....... -

m1PLT HEAD LVL PIOaAS V

' I II O;

__ 40 r!!!7 ENO I IN.. STARTS -_.

I - nrF CPG HEAD LVL* " •

" ;CPG WAIS LVL

.,PI FOOT LVL

-- i11 J

144

-- -4 , I• g ,• ', -•',--,, . J • ' - =- - -- -- ,•-r -• -

FIGURE 42AVIONICS AIR TEMPERATURE SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE 70OF

AVIONICS AIR TEMPERATURE SURVEY

0.0

w.a4

-i4 L -(

i o so _ _ __

:)8 START

Z_ a:<cn FAVEIT

L1 *.

201 w 2 Ot

a: u 145

W------------------------------------

FIGUPtL4-AVIONICS AiRt TEMPTýýEiA TTRIFE SU-RVEY

YAII-64 USA S/!N 74-22246CLIMATIC I.ABORATORY TEM4PERATURE -250F,

P INpaojU 100f 1 [P50

H~~P S A,-r~~~k.~bc, Rn TU

I - G 9,

WC 5 0 . kf.), u,10Dd- c0-_).x>~ L C OUTLET TEMP

In IoI-J S~j1.01 +I 5IG.

0.10 210 -.. I.. - -j--

Rt II G HTFA

IN -20 Vu au I0 4 , .4r-#

0.i' j TI7

L' 4Q1iD ý - ACOSAR

"C) 1- 111ýD I L- C'IAOSU IN E- -L

DNG i Do INEOF

20~~AD ' N1- 1- 1k- r~

C3 Al" T AV H1TA DS 01 IT

A ifA

4

FIGURE 44AVIONICS AIRTEMPERATURE SURVEY

YAH-64 USA S/N 74-22249 0CLIMATIC LABORATORY TEMPERATURE -50 F

NOTE: TADS OUTLET TEMPERATURE INSTRUMENTATION FAILED

12 AVIONICS AIR TEMPERATURE SURVEY

LJ a -r

L L

0 Ln c' s (

W"4 0 O N lfl(' - - -PAFS AIR PRS-__ c -c inI

a m7F

LA.L

a: u -j E

Rl I HIB-c L' IQ Lv _e Lc L11W0

ENGINE O STAR STPNL

6'0

40 _ -

TAO INLETi

C13*Uo g o

TIME CMNUE

-'147

FIGURE 45A VIONICS AIR TEMPERATURE SURVEY

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 125OF

NOTE: TADS OUTLET TEMPERATURE INSTRUMENTATION FAILED

14 AVION[CS A[R TEMPERATURE 3PE

80 130 400 - -

PA AIR TEF

w- CL Ia

0i 100 00 r r

L.J (if k4i4E LAKJF~ flF '0-0

13-

-EC ONJ

I I I60 LCU 110 _J 60 6 0 8 ~ ~ 0 0 1

Li .0

FIGURE 46ELECTRICAL SYSTEM SURVEY

YAH-64 USA S/N 74-22249

C.IMATIC LABORATORY TEMPERATURE 700 F

ELECTRICAL SYSTEM SURVEY

w0 20 Sa--- ---i-- -0 -Q ,, ,- NO. 1 GEN FREQ-0.-"•-J• • ci-N.J.-

30 .X 0 00C - -

-' - '- o -- -0C )

< <0 Oa BATTERY VOLTAGE BATTERY CURRENT

-- I-"i< o 1 T/rf.-.-, ZO. 1 T/R VOLTAGE• ;.- •o ,' •s iF! iL I § 11

0 Du =W -f -o

20 3: 100 4 t --

• c.: x > < 2-C t 1 i(Z "NO. 1 T/R CURRENT NO. 1 GEN CRNT

90 '2020 a 0o t• .1e 1 1

-- u- W, -- NO. 2 BUS AC VOLTAGE

-.-< 0. < , C

U0 0 1 0 .

'0< -NO. 1 BUS AC CRNT NO. 2 GEN CRNT- Ieo IV 05 00 Io . . . 1 I I I

10 20 30 'I 0 so 60 "70 so 9o 100 Ito 0i.

TIME (MINUTES)

149-4

]FIGURE 47ELECTRICAL SYSTEM SURVEY

YAH-64 USA S/N 74-22249CLIMATIC -LABORATORY TEMPERATURE -25°F

B ELEF-TR[CAL SYSTEM' SURVEY60 30 550 - -- -- T- -F BATTERY CURRENT!

-U' -I

NO 101 GEN FREQ- 30 40, i 10 40

0 <

-c |BTTR V0LTAG-AI"EY URET!;

U)L- a I-3 0° _ o . . . . - , - - -I+i 0

mco jJ ,,, 0,0..° II L |j ilij i

cz

Li U 14O ENFE -I

< ) -< 1 0MTERYVOLTAGE -

to 250. Igo~60 -

-- z-- #### I - ,'• - - -

LoQ 40 0 -cj n g05 7 0 NO.1 GE C/RVO TAGE

i n I- I ---) 100 - o I A,

CD. '0 30 50 200 v J

m) ( C) r- -- --

z•" GO I z-z CIDNO. I TIR CURRETA -.- , ],

"000 , o1 , I oO 2 BUS 30 VOLTAGE

"' ~ ~ ~ 6 x" <• I Is lIJ'O 1BS C0

TIME (INU"F"

X• 20 m.0 10 CD r- 41

NW 20_ R - -- L, x " !1 w 10 t cI J2.... I~~ I• -T-1 I I : • • , -r 'I ' Io 'o • • • • I - I 1 - I A I I " j -[ 1 0 ac 30 'to 50 60 "70 90 90 100 I to 120

-- : -'T I M E [ M !N U T E 5S

- -°,:.-.150

FIG URE 48ELECTRICAL SYSTEM SURVEY

YAH-54 U-SA S/N 74-22249CLIMATIC LABORATORY TE MPERAT URE -5 0OF

13 ELECTRICAL SYSTEM SURVEY

0060 SJ 0j - - - -- - - - - - - - - i

Cn I0 W IIIII

C: 30 r~ 10 .,oc -A -0 -->_ '-4 >_ -C z x~~--

0uLu f BATTERY CURRENT__< ? <0 0)- iiBATTERY VOLTAGE -A -It1

10 -10 300 -

N.1I TIR VOLTAGE00 30 =)U ISO wL

u 0

U 1- u v §' NO. 1 GEN CRN _ _

0-0 Q 0

2O. 1 BU C R4nw -o N. 2 GET

Ice I0 m10

NO 2IM BIUES A VLTG

LL < 15 1 ,

FIGURE 49ELECTRICAL SYSTEM SURVEY

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 125 0 F

14 ELECTRICAL SYSTEM SURVEY

.:'" ~ ~ i. L. {Uj . L 1• G-O N GEFREQ"4"0 ,.o 40 IX 4w - - _

jUJ a. s-t'a:>- 3 • 20 4-TTERY VOLTAGE

LAJi0, r- OD C) ~

IIIi , CID: moo, 2 ca BAT TE Y CURRENT10 300---------------

"-0 -1 1'

LU-O 1 T/R VOLTAGE00 3, ,. so -I

0:: PO ym too.

_ V_NO. 1 T/R URRENT NO. 1 GEN CRNT."a% 10 -D so 20 - 7 1 ,

z l a) z 71 7a l I LT,7

IOU - too

so 300 80

.t t wl" I 1- . I BUSf- AC RT---- Li ,, X -i 50 X i l !-<.. ~~ ~ 0 4c ° 27Z IV)ert) ,-- Ln V)

Li0. 40 '0ci 201 Z)0.m

*U 24:> 4:-, < NO. 2BUs AC VOLTAGE- . 2GENCRNT -o °4 o o t i i_...i.L i iD/cN 0 cvc ý

OD:] Z • CID zF --- "-"•: . .. -::

to No1 30 40 so so 70 80 0 100 1"0 In

TIME CMINUTES)

152

FIGURE 50PRIMARY HYDRAULIC SYSTEM SURVEY

"YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 70OF

"NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-H-83282A FLUID

'-PUMP OUTLET PRESSzat PUMP OUTLET TE]P

-o l _ j:o! •l

-___________ I • ; " I J......... - ...-. • . ...- - ...- . .-

Ž00 00 P00----- -- f 7/n r m I

a- a" a. m- PUMP INLET PRESSa a

L. 0 100 Inc______________

. uR ACT INLET TEHP

"*J, r- " L I__-_ _

50 z0 77

ta I - a nY C tLET PRESS ' i •,Mtn.0.'.hJ I I _ I I,

-- C) - ACT I T TDIR ACT OUTLET TEP)'

50 ,.,o 9- "- 1 I C - * ' I

-o , -DIR ACT NUTLET PRESS-

I r0o on W0 too a ~

TM[ fmIiNurES,

FIGURE 51PIUMARY 14YDRAUIIC SYSTEM SUHtVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -25DF

NOTE: HYDRAUIC` SYSTEM SERVICED WITH MIL-H-83282A FLUID

PIJIPOUTLET PRESS-- ___

rx 60 i ~0 Ig qI~

UMOUTLETTEP

a<PIM IflLE aPRESfS

PUMPNLE !!INE R;S-

90' _______

La

L~LL

QQ iWI qt so LL)

.1150

4k

FIGURE 52PRIMARY HYDRAULIC SYSTEM SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -50 0 F

NOTE: HYDRAULIC SYSTEM SERVICED WITH MlL-H-5606H FLUID

,p P OUTLE PRSS

TT

;ý-. I ! 1PU'MP' INLET PRESS

" "a 10, Q-TTD

c-' C.1 Z "

-LO.

C) AZ ~ _C NLTTM HT EXCH INUTLET-c-

wJ '0 u-A Q)C rr i n

3: rn 'wD ACT INLET TEPRESS TEHOTE

0- In -

~DIR ACT OUTLET PRU1s*0 Is ------

FIGURE 53PRIMTARY HYDRAULIC SYSTEM SURVEY

YAH-64 USA S/N 74-22249

CLIMATIC LABORATORY TEMPERATURE 125OF

"NOTE: HYDRAUI.UC SYSTEM SERVICED WITH MIL-H-5606H FLUID

-. IMAR. - .--- -

...

"- P OUTLET PRESS

""- I t i -PUMP OUTLET TEMP

5Alog

PUMP INLET PRESSý--,

" "-'-HT EXCH INLET 1 HT EXCH OUTLET

DIR ACT INLET TEMP ,ii

DI ATIN ACT PR LESS E~"L .•: I

""- DIR ACT INLET PRESS

e. ~~ ~ ~~~~ j ---C) u. if DIR ACT OUTLET TEMP

--- P -JTLET PRESSr S

..' ...L _ -- L_ & - __L .. ... ......._. .................... .............

FIGURE 54UTILITY HYDRAULITC SYSTEM SURVEY -A

YAH-64 USA SIN 74-22249CLIMATIC LABORArORY TEMPERATURE 70OF

NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-H-63282A FLUID

4 UTILITY HVEJIAULIC SYSTEM SURVEY-A

ulJ p~~PUMP OUTLET PRESS HT EXCH INLET11 £1D 30 LA 20 -

L<~JU~ 'O b-(J~ 20 Lw C I.-

0.-' UPUMP INLET PRESS

0-( L20 to 20

0 0 -4

so 6o Go -. .- - - - - - --

HT EXCH OUTLET'VVI JL

0MU L uATRL ACT OUT'L T L AC N T

-2 0 -2L0u

Li 0u ui w ui

-o 2 '0 -f N _2 X OD 2 - - -

<1 0. F- C

00 20

ýDTIMEA(TIIuTES)

404

FIGURE 55UTIUITY HYDRAULIC SYSTEM SURVEY - B

YAH-64 USA S/N 74-22249"CLIMATIC LABORATORY TEMPERATURE 70OF

NOTE: ITYDRAULIC SYSTEM SERVICED WITH MIL-H-83282A FLUII)

60 50]1

ACCUll INLET TEMP

-4--- -f

L40

2- o0 . C) 30 - -- -- - 4-----i---Li 1

Z LLA Z-1 20I-0I ACCUM INLET PRESSI

f5 .

u(DU] LC)

oI.

60 10 0 r ---1- 1 6 "

SACCUM OUTLET TEMP

a. a,-LU- TEP

Id L.J" I

D.J 0 Dt) 20 w w 0._0 C 0 0- )I - -

- ' -ACCUM OUTLET PRESS-1- -. 1 -A 1

-- o' 0 I;-

. , II I I J-0 -o so. 90 00 D 13

TIME (MINu'ES)

158

FIGURE 56UTILITY HYDRAULIC SYSTEM SURVEY -A

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -250F*

NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-H-83282A FLUID

8UT IL IT Y HYDRAUL IC SYSTFM SIURVE' A

90 Ln 40 LU 40~ - Uua a, i--*1

Da C71

MUI INLETPRS L _

0 0 -. _

so 60 6

~.- 0 w 40 u-

*HT EXCH OUTLET,

0 U0

ij 1 C UJ ARLATIL

40' N. '.0 C-k- -- - _

wC a)Q.40 4.0 _ '.0-------------L

60 r ~ 60 - -1

z~- I DNLI

CO 203 . 0 0 7 O ~ U 1C l

IM (MINUTES

w w 0159

FIGURE 57

"UTIUITY HYDRAUU1C SYSTEM SURVEY - B

"YAB-64 USA SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE -25 0 F

NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-H-83282A FLUID

so to,

--- 0-------------------- Y 2 T IL.0-------------------------------------------UM

.r. ACCUM INLET PRESS20 CD 30

•1 -'a;" - ... jw -.

- Z 0 O 0.e- -. ACCUl INLET TEMP-

in-:-,o -8o 1 ,1 "- I-- __ I I

-40 0 7s. o soI so• .j• _.,•

40 "0 - 0{

-': a. ,,U • 40 w .o 11C" Ln C

r w II"-' -- ,-, 20 c,-•ý 30 C--e- a0

:6 ,, L.,- Acu.IOUTLET TEr4P----- '-ACCUM TLET PRESS IACUI TLE

7 ~ ~ 0 0-0. F-L• •- C €.

D Co -Co M +r+ -0-vvIo VH~_-- < <".. -.... . .- FLUID "TEMP 30MM

10 2 9 40 'w ma 70 so w 1

TIME (MINUTES)

160

FIGURE 58UTILITY HiYDRAULIC SYSTEM SURVEY -A

YAH-64 UTSA SIN 74-22249CLIMATIC LABOFrATORY TEMPERATURE -50OF

NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID

LiUTILITY HYDRAULIC SYSTEM SURVEY-A

ix PUMP OUTLET PRESS. '---] '3- -

D CL w_

0- Wý ný IHT EXCH OUTLET-

06

(J~&J aa w -0 CL %a -

w Qj LAR ACTT OUT UTE

-j - .L...L

0 0- 2~0 -20 2

w -4 -j

-e D -D C.-eT ACT

40 40 3016QTM

.4.

FIGURE 59UTILITY HYDIRAULIC SYSTEM SURVEY B

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -50°F

NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID

9 - ACCUM INLET PRESS'''ft,) -'

W .o, - I -- - ---- !i--r --, -

< N T -ACCUM INLET T PRS }P-

316

i - O TEM-----P•-. •_,-, CCM OTLE TEP• ACCUM OUTLET PRESS

0-' 0' 0& 1 1 0 '1 /f I

"'- •I I >FLUID TEMP 30m l

STIME (MINUTES)1

•.2-':162

FIGURE 60UTILITY HYDRAULIC SYSTEM SURVEY - A

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE 125 0 F

NOTE: HYDRAULIC SYSTEM SERVICED WITH MIL-iI-560GH TI 1_I

t 4 ijT[L [Y HYDRAUL C DYSTEt S'JPVEY-?100, ,50 oaF 7 z--7

B 01 Be. ... .= '"I.n-• T,

U)W • L .4 - F'J ,_ ... . -. "

__-L PUMP OUTLET PRES.

- ct-- r,4 :cm 'PUMP INLET PRESS IDI t ' "01:

"':' V HT\ EXCH OUTLEi,-uJ C0 EXCH __- -ATRL ACT G'.;T

SIU - " -7• o I1 AR ACT INLT•

I II I

SLJ

-" -:2 •o J 3 | I I -

-1 •0 '0•

•i0 0 • 00- I V F T T ;; ' 1 D R A ] O TL T T Ii- •

- c

SI ACT IN I

U'; U_3 -4J... . ,

u -j 40 Li Lr l l U ;

;00 Ou o oi : ic-I

go 8I0E DO[IurNE)

.- ,-- ACA0 1rTE

60 ~~~ 60 CO3•a C I

Z

FIGURE 61UTILITY HYDRaULIC SYSTEM SURVEY - B

YAH-64 USA S/N 74-2249CLIMATIC LABORATORY TEMPERATURE 125°F

NOTE: 1. HYDRAULIC SYSTEM SERVICED WITH MIL-H-5606H FLUID2. ACCUMULATOR OUTLET PRESSURE INSTRUMENTATION

UNREL IABLE

8T -=l

- 0 40 1O T

* 9-U.) cre -44LAi LU'x

° .0 .n 20

*C ACINLET OULE

PW 10

L [ lEl ,i il

too (.0o 100•: : ACC~~~~~UMl OUTLET TEMIP--x

-" _1( tJCD._0 !o

TsoE c- 30 60.TE

164

4 f

FIGURE 62MAIN TRANSMISSION SURVEY

YAH-64 USA SIN 74-22249CUIMATIC LABORATORY TEMPERATURE 70OF

N07m: rRANSMISSIONS SERVICED WITH MIL-L-23699C OIL

I MAIN TRANSMISSION SURVEYa50. 250 too

-lOIL PRES 1UýE

2aw 10 A 2 00 .LJ.f Do -- - - - -- - - - -

-i V Li250 Z- co

:D

5005 L) 2

250 2w

100 2w 00 - - - - --

0-' 5

1% wLIEN

-o c) LDTEMP Iu~ I 1 NL

FIGURE 63MAIN TRANSMISION SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -250F

NOTE: TRANSMISSIONS SERVICED WITH MIL-L-23699C OIL

8 MAIN TRANSMISSION SURVE?

4...1.. PRESSURE!I- a u so

ioi a (l 0 OIL SM Tý

lo i 0 ý111 W . . , I- I I-_

wDCOw 0 Or'i 0 _ ) %

X: r 00

e-IU TRT--NGN SAT

LuTEMIP i- 00 - ~100 _ _

00

~ K I -- ~TEIP ouT

EIE1NGINES OF

1-5

FIGURE 64MAIN TRANSMISSION SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -50°F

NOTES: I. TRANSMISSIONS SERVICED WITH MIL-L-78"8H OIL2. MAIN TRANSMISSION RIGHT-HAND OIL PUMP BROKEN3. MAIN TRANSMISSION LEFT-HAND PUMP OIL PRESSURE

INSTRUMENTATION FAILED 60 MINUTES INTO THE RUN.

13 MAIN TRANSMIsSION SjiEf

150 15 0 u noO

U) -O ROIL SUMP RT

.• " " •~~~ENGINE STARTS"--ENISOF

- .- W "FF

aw aw

o o i +.,--

• - ,Js- '--

io 0in x= o _"N

0-no

-50 .1'

a a

u 1..0 1A 10 / - EM IN I [ •

.JL)j ..40j"0 0

0 LD 0 LD

-,_. ._+,.. P O T EM OUT ++ !0 0

tO 15 300 0 50 60 150 8 •1 Oe "

__,. TIMF (MINUTESI

.0 1167

0 00(m OU-a.s i &

"FIGURE 65MAIN TRANSMISSION SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE 125 0 F

NOTES: 1. TRANSMISSIONS SERVICED WITH MIL-L-7808H OIL2. RIGHT HAND MAIN TRANSMISSION OIL PUMP FAILED

OIL SUMt4P LT.," '-• •.-,;,.2. '°"--- V

oil _0 OIL SI MP RT

-t ! cz i -a C-L

0 mOIL PRESSURE___." 5 OL:i ..

ENGINES OFF

.10 1% POO

TEMP- IN

2 00 Lt :00• .

.. • i . ITEMP OUTc) i t O0 O"

50 -An L i" - • -

ID- , II

* g -ENGINE STARTS

-3 3 0 -0 s•o 60 u' e)c w0 I• co 'Q I

c•,".168

r.r.

S...... ..... • ; .. . • _- I i _ _... .

. - ., , , . . • . . . . - . . - . . - . . -. . - . .- .S -. . - . - . .

FIGURE 66MAIN TRANSMISSION SURVEY

XYTT-4 USA SN 74-22249CLIMATIC LABORATORY TEMPERATURE 125°F

NOTES: 1. TRANSMISSION SERVICED WITH MIL-L-7808H OIL

hALT4 ~ UM LTr~4$$' .

- _

aL Wt aw "'i ;u1 01

.,'

z -0 Z

"OIL SUMP RT .-5' _¢ I, -A m .. .... .. .-

-. ENGAPI SSART --S-ENGINES OFF-- " --* ENGINE STARTS

aVI I 't t', .o r POO

i64 IN5.-

z -4

1 i . , i ':

0 I

0d1' ' ," I! 1 '

a-' I'•) !•: '' E P I

'- • :'"F - *'" " , "4

169

FIGURE 67TRANSMISSIONS SURVEY

• YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 70OF

NOTE: TRANSMISSIONS SERVICED WITH MIL-L-23699C 0IL

1w1

V) !V

.7- •T

1KFm

hoc P START -* ENGINE OFF

100 -- T-" tV---NGINESTART

"so •

IIn

•';- -U...-AUm STRT EN INEOF

4 •7' I-t.3 { • ,I." .¶ 1.F '0 50 '

, ,•-. i •r. w , RT L• PRESS- W w :• " , 1

-IME CMINu•TFS

"170

7.9

FIGURE 68TRANSMISSION SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -250 F

NOTES: 1. TRANSMISSIONS SERVICED WITH MiL-L-23699C OIL2. LEFT ENGINE NOSE GEARBOX OIL TEMPERATURE INSTRU-

MENTATION FAILED

1-5 PO POO

L~0.

• •.a 151?a -t--1

--.- -

. AGB PRESS . tI-,.. i'j ' l50 too

.00 1

" e• O t 3 o - T

0 z iI i

•-c r• 1o 1o 1 E I -GB NO. 1 . ,< N -M I" : ! i,,.':~ ~ -50 -30II I i __ t • • I ; • . ..

4.-- .-, APU START ""--"-ENGINE STARTS'-41 -,-ENGINES OFF

LT OIL PRESS

°~. ýj LD , • [ I _ ,l i I T , • ; : ._

50 i .. I RT OIL PRESSW, '. 2 (

i • w P j * ! 'ui ! |i m -t -+ - t - -j -, i - t ', .

O PD 30 3- 1 0 so) 9O 0 ic 1,13 IA

.IME (MINkTES.1

171

S-

_* T S ! , I : : : : : : . .: : • : : : S SS I" . ... . ... . 5 . . .... . "

FIGURE 69

TRANSMISSIONS SURVEY

YAH-64 USA SIN 74-22249

CLIMATIC LABORATORY TEMPERATURE -50°F

NOTES: 1. TRANSMISSIONS SERVICED WITH MIL-L-7808H OIL

2. LEFT ENGINE NOSE GEARBOX OIL TEMPERATURE INSTRU-

MENTATION FATIED

250 P0 000 -200

00.. G:

-!-j

Ix

-J

4 -

-j0, 1i

°°-iil'T .. . . .

ILB PRESS S

2 I9 so t

0t so I4 t-NLrv4ft7•,:, ~c i:- ? l i RT OIL PRES '-| III : : '

u, CD

-•- ; • "YL I M 'rL~ - ,

0- 172

FIGURE 70TRANSMISSIONS SURVEY

YAH- ;4 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE 125 0 F

NOTES: 1. TRANSMISSIONS SERVICED WITH MIL-L-78U8H UIL

2. LEFT ENGINE NOSE GEARBOX OIL TEMPERATUREINSTRUMENTATION FAILED

0 210 250

r--"r

kl I%10 LD- IS0 C - 1__30_ It j

fij; Iu ___

ci..- I cnD In o[Gal W0 lr, 00 w OC0

-- c

bo so 50

S.o~~~~~, C2 l 1 i T -- TT]r

Y4 < • "" • •-AGB PRESS Lo -- APU START ENGINES OFF•~15 100 ,o 100•iEN N STARTS

1!) I tpo 1u soI0 soUJ 8

3 L"} W/ i -- "

- a I i .TOL PRESS;IbO x5 60 M• 6u • -,- -

I wz w t,"} tJ

zw 1 00 ZI 01 z v) 40

Ž. .*. 0. ...

I 20 50 •0 ".0 60 '0l I5C cr IS • •r

TV'4F LMNIUTF$'J

" ~173

a-C

FIGURE 71ANTI/DE-I1CE SYSTEMS SURVEYI YAH-64 USA SIN 74-22249

CUMAATIC LABORATORY TEMPERATURE 70OFI

a LT BLD/ANTi-ICE'

.3 grl 991--4T

' IaIA.

4-L INL

~ mn -t----'-- -

IOU 1 F- i------f- t I. -- '--0 - 4-C l" f4

V' t&~ ~~~~HS B HL *~ J I_

CL

2Cr8u tit, 7flJ174

FIGURE 72ANTI/DE-ICE SYSTEMS SURVEY

YAH-64 USA S/N 74-22249CLIMATIC LABORATORY TEMPERATURE -25°F

.:8 ANTI/DEICE SYSTEMS SURVEY

SL0 ' O0 .. .T 1-r~ j--r -e• 210 -• i • l" 1" 5030 150

n-- lo L) 1i0

< LLi 50 <Lu 5100, ca LT BL/N I-ICE

-0 RT BLO AIR

-- 0"--

-5 1 L J - M,- - -i7 0 4 -Li

n- I LT I T -mm w

__-LJ -'• =' . . I . . : • ? ",.. .I - - - . . .. _

i_..

I 1

uJ So- + -4-

01 1( -T

I -- ISEB-h

3u I IS uj 15

0- u ~ (I' a- 1r X PAS PHASE C

517C3

FIGURIE 73ANTI/DE-ICE SYSTEMS SURVEY

YAH-64 USA SIN 74-22249CLIMATIC LABORATORY TEMPERATURE -50OF

NOTE: LEFT ENGINE CROSS-SHAFT FAIRING INSTRUMENTATION FAILED

12ANI I /OF ICE SYSTEMS ý,j~vF Y[-1-

!"to u- I -ICE : )'"D tlQ1 • -• 00

4- 4- .. 1,.__.. -.. 1 i 1 .... T BLD-rf-...xc j....

C3a-.. J R T B L D A I RI,

S0 7 lw LL .rC- _J-V -TT - F--21 TT1 f I

uj ISO "A - ;I no a t- 4--- -l-_ - -

U TX-SHAT [.Jf4 W '3

WT -- -- t-L INTLjcnj Ai I __4

i~~i 4_1-I

I, C,4on

IJCD

",c M• I I ;KS~

"",I I I

176

'4 • ;

APPENDIX F. SERVICING RECORD

"Tables 1 through 10 present fluid level and servicing informationfor the hydraulic systems, the engines, and transmissions.

177

- 4-

TABLE I

SERVICING RECORD

YAH-64 USA 74-22249

CLIMATIC LABORATORY TEMPERATURE 70OF

RUN NO. 3

HYDRAULICS NORML PRERUN POSTRUN SERVICING

ACCUMULATORPRESS 3000 2600 2600

ACCUMULATOR N/A 1600 N/ANITROGEN PRESS

FULLY HALF HALFUTIL ITY RESERVOIR EXTENDED EXTENDED EXTENDED-- •R EE I 'FULLY FULLY FULLYPRIMRY RESERVOIR EXTENDED j EXTENDED EXTENDED _

TRANSMISSIONS 1 ______ _______

MID MID MIDFAIN #1 GLASS GLASS GLASS

MID MID MIDPAIN #2 GLASS GLASS GLASS

MID MID 1/8 INCH#1 ENGINE NOSE GEARBOX GLASS GLASS LOW

HID MID 1/8 INCH#2 ENGINE NOSE GEARBOX GLASS GLASS LOW i

MITn FULL FULL#1 ENGINE OIL GLASS GLASS GLASS

MID FULL FULLL.. #2 ENGINE OIL GLASS GLASS GLASS _

SI MID WID MID,"" . APU OIL GLASS GLASS GLASS

178

TABLE 2

"SERVICING RECORD

YAH-64 USA 74-22249

CLIMATIC LABORATORY TEMPERATURE 70OF

RUN NO. 4

HYDRAULICS NORML PRERUN POSTRUN SERVICING

". ~ACCUMULATOR"PRESS 3000 2500 2600

ACCUMULATOR N/A 1500 N/ANITROGEN PRESS

FULLY 1'/2 I3UTILITY RESERVOIR EXTENDED EXTENDED EXTENDED

FULLY FULLY I IN REDPRINKRYi RESERVOIR EXTENDED EXTENDED EXTENDED _

"TRANSMISSIONSMID) 1/16 INCH MID

A4IN #1 GLASS LOW GLASSMID 1/16 INCH MID

MkN #2 CLASS LOW GLASSMID 1/16 INCH

-#1 ENGINE NOSE GEARBOX GLASS LOW 50ZMID 1/16 INCH 1/8 INCH

#2 ENGINE NOSE GEARBOX GLASS LOW LOW

"MID FULL FULL#1 ENGINE OIL GLASS GLASS GLASS

""MID FULL FULL4 #2 ENGINE OIL GLASS GLASS GLASS

MID 1/16 INCH 1/4 INCH""APU OIL CLASS LOW LOW

179

'4

TABLE 3

SERVICING RECORD

YAH-64 USA 74-22249

CLIM&TIC LABORATORY TFMPERATIJRE 170F

RUIN NO. 5

CHYDRAULICS NORM.L PRERUN POSTRUN SERVICING

ACCUMULATORPRESS 3000 2500 2400,

ACCUMULATOR N/A 1500 N/A"NITROGEN PRESS

1 FULLY 2/3 2/3UTILITY RESERVOIR EXTENDED EXTENDED EXTENDED

FULLY FULLY FULLY-- PRIMkRY RESERVOIR EXTENDED EXTENDE EXTENDED

--. •TRANSMISSIONSHID MIDMI

MKIN #1 GLASS GASS GLASS?KNhf2 MID MID MID

I•,I #2GLASS GLASS GLASS....:.MID MID

-#1 ENGINE NOSE GEARBOX GLASS GLASS NIA 6 OZ-MID MID0 #2 ENGINE NOSE GEARBOX GLASS GLASS N/A 8 OZ

HID f FULL FULL#1 ENGINE OIL GLASS GLASS GLASS

IHID FULL FULL#2 ENGINE OIL GLASSj GLASS GLASS_ _ _ _ _

MID 1/ 4 r NNQNH 1/4 INCH

APU OIL GLASS j HIGH HIGH

180

TABLE 4

"SERVICING RECORD

"YAH-64 USA 74-22249

CLIMA.TIC LABORATORY TEMPERATURE -25 F

RUN NO. 6

HYDRAULICS NORMAL PRERUN POSTRUN SERVICIr

!!::. ACCUMULATOR

PRESS 3000 2000 N/A _ 1

SACCUMUgLATOR NIA N/A N/A TO,N ITROGEN PRESS 1350

"T Y RFULLY 2/3 1/2 15

-_-._UTILITY RESERVOIR EXTENDED EXTENDED EXTENDED I-RIFULLY FULLY FULLYPRIMARY RESERVOIR EXTENDED EXTENDED EXTENDED _

TRANSMISSIONS _

MID 1/4 INCH MIDMATN #1 CLASS LOW GLASS

KD • -1/4 INCH tD:::H MIN #2 CLASS LOW GLASS

01 ENGINE NOSE GEARBOX GLASS Low1 N/A 61 0Z-.-. "'No I ,r1/8 INCH-"-'" { #2 ENGINE NOSE GEARBOX CLS LASS N/A 8O

MID) FULL T FULL 1#1 ENGINE OIL GLASS GLASS GLASS _

MID FULL FULL 1#2 ENG'-E OIL GLASS GLASS GLASS .,_

MI ID GLASAPU OIL GLASS j GLASS GLASS _ _ _

.r-:-.-181

4"

TABLE 5

"SERVICING RECORD

"YA.-64 USA 74-22249

CLIfLTIC LABORATORY TEMPERATURE -25 F

RUN NO. 8

HYDRAULICS NOR KL PRERUN POSTRUN SERVICING

ACCUMULATORPRESS 3000 2800 2600

ACCUMULATOR N/A N/A N/ANITROGEN PRESS

FULLY 1/4 1/3UTILITY RESERVOIR EXTENDED EXTENDED EXTENDED

SY FULLY FULLY

"PRfiRY RESERVOIR EXTEADED EXTENDED EXTENDED

TRANS MISS IONS

MID 118 INCH MID-MIN 11 GLASS LOW GLASS

MID 118 IcNC MIDKAIN #2 GLASS LOW GLASS

MID MID#1 ENGINE NOSE GEARBOX GLASS GLASS N/A 12 OZ

MID MID#2 ENGINE NOSE GEARBOX GLASS GLASS N/A 60Z

4

:.MID FULL

j 1 ENGINE OIL GLASS GLASS I OUART• "-• WUL FmL rULL

:t#2 ENGINE OIL GLASS GLASS GLASSMID MID MID

APU OIL GLASS GLASS GLASS

1824

TABLE 6

SERVICING RECORD

YAH-64 USA 74-22249

"CLIMATIC LABORATORY TEMPERATURE -50F

kiUN NO. 12

HYDRAULICS NORML PRERUN POSTRUN SERV[CING

ACCUMULATORPRESS 3000 N/A N/A

ACCUMULATOR N/A 1450 1100NITROGEN PRESS

FULLY 1/2 FROMUTILITY RESERVOIR EXTENDED RETRACTED EXTENDED CARTr.FULLY 2/3 2/3PRIMIARY RESERVOIR EXTENDED EXTENDED EXTENDED

TRANSMISS IONS MIDMIDFULLH ID MILD FULL

MAIN #N GLASS GLASS GLASSMID KID FULL

#2 MAIN N2 GLASS GLASS GLASSMID no MLD

#1 ENGINE NOSE GEARBOX GLASS GLASS CLASS:.-MID MID

!•#2 ENG;INE NOSE GEARBOX GLASS GLASS N/A [ 4OZ

'$1# ENGINE 011, CLASS GLASS GLASS' I QUART

.:,FULL FULL FULL#2 ENGINE. On. CLASS GLASS CLASS

MID 2/3 FULLAPU OIL CLASS GLASS - LAS

183

TABLE 7

"SERVICING RECORD

YAH-64 USA 74-22249

CLIM#TIC LABORATORY TEMPERATURE -50OF

MUN NO. 13

f HYDRAULICS NOR WL RERUN___ ________ERVICIN

ACCUMULATORPRESS 3000 N/A N/A

ACCUMULATOR N/A 1100 N/A TONITROGEN PRESS 1800

- FULLY 1/2 FULLY FROMSITrILITY RESERVOIR EXTENDED EXTENDED EXTENDED MULE

FULLY 2/3 2/3j PRIMARY RESERVOIR EXTENDED EXTENDED EXTENDED

TRANS MISSIONS ......SMID HID K mI

SMIN #1 GLASS GLASS GLASS_ITD 1/16 INCH 1/8 INCH

!K4IN #2 GLASS LOW HIGH"MID 1/8 INCH 1/8 INCH

#1 ENGINE NOSE GEARBOX GLASS LOW HIGHMn t/8 INCH 1/8 INCH

#2 ENGINE NOSE GEARBOX GLASS L.OW HIGH

KID FULL#i ENGINE OIL GLASS GLASS N/A -2 QUARTS

FULL FULL FULL#2 ENGINE OIL GLASS GLASS GLASS

MNlD KID 2/3L APU OIL I GLASS GLASS GLASS

4 184

TABTZ 8

SERVICING RECORD

YAIN-64 USA 74-22249

CLIMATIC LABORATORY TEMPERATURE 125 0 F

RUN NO. 14

HYDRAULICS NORMAL PRERUN POSTRUN SERVICING

ACCUMULATOR" PRESS 3000 N/A N/A

ACCUMULATOR N/A 1750 1800 TONITROGEN PRESS 1750

FULLY FULLY FROMUTILITY RESERVOIR EXTENDED RETRACTED EXTENDED MULE

FULLY FULLY 3/4RIARIYE EXTENDED EXTENDED EXTENDED

TRANS MISS IONS"MID MID FULL

MAIN #1 GLASS GLASS GLASSMID 1/8 INCH FULL

M&IN #2 GLASS HIGH GLASSMID 1/8 INCH

#1 ENGINE NOSE GEARBOX GLASS HIGH N/AMID MID

"#2 ENGINE NOSE GEARBOX GLASS GLASS N/A

MID FULL FULL .#1 ENGINE OIL GLASS GLASS GLASS {

FULL FULL FULL#2 ENGINE OIL GLASS GLASS GLASS

MID MID MIDAPU OIL GLASS GLASS GLASS

185

TABLE 9

SERVICING RECORD

YAH-64 USA 74-22249

CLIMATIC LABORATORY TEMPERATURE 125OF

RUN NO. 16

HYDRAULICS NORMAL PRERUN POSTRUN SERVICING

ACCUMULATORPRESS 3000 3000 2850 ......... 2850

ACCUMULATOR N/A 1825 N/A TONITROGEN PRESS FULLY FULLY 271 1825FULLY F ULLY 7

UTILITY RESERVOIR EXTENDED EXTENDED EXTENDEDFULLY 3/4 3/4

PRIMARY RESERVOIR EXTENDED EXTENDED EXTENDED

TRANSMISSIONS ____________ ______

MID MID BUBBLEMAIN #2 GLASS GLASS AT TOPM: ID MID BUBBLE

MAIN #2 GLASS GIAJSS AT TOP

HID MIDI.#1 ENGINE NOSE GEARBOX GLASS GLASS N/A 6 OZ

'ID FULL#2 ENGINE NOSE GEARBOX GLASS GLASS N/A 32 OZ

MID FULL FULL

#1 ENGINE OIL GLASS GLASS GLASSFULL FULL FULL

#2 ENGINE OIL GLASS GLASS GLASS

MID HID 2/3APU OIL I LASS GLASS GLASS I

4 .186

TABLE 10

SERVICING RECORD

YAH-64 USA 74-22249

"CLIMATIC LABORATORY TEMPERATURE -25*F

RUN NO. 17

HYDRAULICS NORMAL PRERUN POSTRUN SERVICING

ACCUMULATOR TOPRESS 3000 3000 2750 3000

"ACCUMULATOR N/A 1200 N/ANITROGEN PRESS

FULLY 2/3 1/2UTILITY RESERVOIR EXTENDED EXTENDED EXTENDED

FULLY 1/2 2/3PRIMARY RESERVOIR EXTENDED EXTENDED EXTENDED

TRANSMISSIONSMID 1/8 INCH MID

MA.N #1 GLASS LOW . GLASSMID 1/9 INCH MID

MAIN #2 GLASS LOW GLASSMID BOTTOM BELOW

#1 ENGINE NOSE GEARBOX GLASS OF GLASS GLASS 6 O0MID BOTTOM BELOW 4 OZ AND

"#2 ENGINE NOSE GEARBOX GLASS OF GLASS GLASS 12 OZ

"HID BUBBLE FULL#1 ENGINE OIL GLASS AT TOP GLASS

MID BOTTOM FULL2 ENGINE OILGLASS OF GLASS GLASS

MID MID INCHAPU OIL GLASS GLASS HIGH

- 187

. - . .

APPENDIX G. EQUIPMENT PERFORMANCE REPORTS

TestTemperatue

NUMBER TITLE (°F)

80-07-1 Engine Nose Gearbox +70"80-07-2 12 Eng Fuel Filter Housing +7080-07-3 Prim Hyd Sys Press Trans +7080-07-4 Util Hyd Accumulator +70

* 80-07-5 Util Ryd - Manifold Solenoid -2580-07-6 Fuel Pump -2580-07-7 Eng NR 2 -2580-07-8 Press Air System +7080-07-9 NiCad Battery -2580-07-10 NiCad Battery Instl -2580-07-11 Power Quadrant -2580-07-12 Fan, Van Axial, Aft -2580-07-13 Pylon & Rack Assy -2580-07-14 Manifold, Hyd Sys -2580-07-15 Accumulator Assy -5080-07-16 Pump Assym Hyd -5080-07-17 Manifold, Hyd Assy -5080-07-18 Hyd Hose, Press, Primary -5080-07-19 APU -5080-07-20 CPC Windshield -5080-07-21 Rose, Hydraulic -50"80-07-22 Hydro Mech Unit -5080-07-23 Manifold, Hyd -50"80-07-24 Clock (CFM1 -5080-07-25 Main Rotor Trans -50/

+125"80-07-26 Mechanical Flt Controls -5080-07-27 Eng Nose GB Fairings -50"80-07-28 APU -5080-07-29 Accumulator Assy -5080-07-30 Trans Rectifier #2 +12580-07-31 Press Gage - Util Hyd Accum ALL80-07-32 DASE -2580-07-33 Manifold, Util Hyd +12580-07-34 MLG Brake +12580-07-35 Control Box, Stabailstor +12580-07-36 Eng NR 1 +12580-07-37 Eng NR 1 +12580-07-38 SDC Check Valve +12580-07-39 Anti-ice Valve +70

.-4

k' 188 4- - - - - - - - --. 7: 4 *t* -

TestTemperatue

NUMBER TITLE (PF)

80-07-40 Propulsion Sys Panel +12580-07-41 Accumulator, Util Hyd +7580-07-42 Eng Nose Gearboxes ALL80-07-43 Service Criteria ALL80-07-44 Main Rotor Trans +2080-07-45 APU -2580-07-46 Util Hyd override Solenoid -25

"I80-07-47 Hose Assy -25."80-07-48 Flame Detector -25"80-07-49 Hyd Press Indicator -2580-07-50 Battery Charger Assy -25

189

I

APPENDIX H.MISSION EQUIPMENT TEST RESULTS

190

TECOM PROJECT NO. 4-AI-100-AAH-015

TEST SPONSOR: PMO-AAH

FINAL TEST REPORT

"CLIMATIC LABORATORY SURVEY

OF THE

YAH-64 ADVANCED ATTACK HELICOPTER

MISSION EQUIPMENT

BY

LTC Billy W. TaylorMr. Jerry W. Petrie

CW4 Lawrance L. Proper

FEBRUARY 1982

REVISED

MARCH 1982

"UNITED STATES ARMY AVIATION DEVELOPMENT TEST ACTIVITY

FORT RUCKER, ALABAMA 36362

191

TABLE OF CONTENTS

PAGE

1. REFERENCES . . . . .................. . . ..... . 193

2. BACKGROUND . ...................... 193

3. TEST OBJECTVIES .................... 194

4. DESCRIPTION . . . . . . . . . . . . . . . . . 194

5. SCOPE .. . . . . . . . . . . . . . . . . . . . . . . . 194

6. TES" METHODOLOGY .................... 194

7. RESULTS AND DISCUSSION ................. 195

7.1 General.. .... 1957.2 Target Acquisition and Designation'Sight (TADS) . . 1957.3 Pilot Night Vision Sensor (PNVS) . . . . . .... 200"7.4 Fire Control System . . . . . . . .... . ...... 2007.5 Heading and Attitude Reference System (HARS) . 2027.6 Area Weapon System . . . .y .".S" .t......... 2037.7 Integrated Helmet and Display ight

Subsystem (IHADSS) .. ............ .. 2037.8 External Stores/Pylons . . . . . ..... ........ 2047.9 Fault Detection/Location System (FD/LS) . . . . 2047.10 TADS/PNVS Anti-Ice System ............. 2047.11 Point Target Weapon System (PTWS) . . . . . . . . . 2057.12 Air Data Sensor System (ADS) . . ........ .... 2067.13 Lightweight Doppler Navigational System (LCNS) • 2067.14 Human Factors Characteristics .... ........... 2067.15 Environmental Control Unit (ENCU) ........... . 2087.16 Maintenance Data...... ... . . . . . . . . 208

8. CONCLUSIONS . . . . . . . . . . . . . . . . . . . . .. 208

9. RECOMMENDATIONS ... ..... .. ..................... 209

10. AUTHORS . . . . . . . . . . . . .. . . . . . . . . . . 209

INCLOSURES

1. Deficiencies and Shortcomings . . . . . . . . 2102. Equipment Performance Reports Summary .......... 2123. Detailed Test Data . . . .... .......... . . . . 222

192

0

DEPARTMENT OF THE ARMY.M.. US ARMY AVIATION M71e0U" SftW T•E AC•ITY

mOr ftuaWM AssM MW

STEBG-CO-AA

SUBJECT: Final Report, Climatic Laboratory Survey of che YAH-64 AdvancedAttack Helicopter Mission Equipment, TECOM Project Number 4-AI-"100-AAH-015

CormianderUS Army Test and Evaluation CommandATTN: DRSTE-CT-AAberdeen Proving Ground, MD 21005

1. REFERENCES

1.1 Letter, DRSTE-CT-A. Headquarters, US Army Test and Evaluation Command, 30July 1980, subject: Customer Support Directive for EDT-G, YAH-64 ClimaticLaboratory Survey, TECOM Project No. 4-AI-100-AAH-015.

1.2 Letter, DRSTE-CT-A, Headquarters, US Army Test and Evaluation Command, 10September 1981, subject: Change 1, Customer Support Directive for EDT-G, YAH-64Climatic Laboratory Survey, TECOM Project No. 4-AI-100-AAH-015.

1.3 Letter, DRSTE-CT-A. Headquarters, US Army Test and Evaluation Command, 8October 1981, subject: Support Directive for EDT-G, YAH-64 Climatic LaboratorySurvey, TECON Project No. 4-AI-10-AAH-015.

1.4 Test Plan, US Amy Aviation Engineering Flight Activity, "Climatic Labor-atory Survey Hujhes YAH-64 Helicopter," August 1981.

1.5 Final Test Report, US Arny Aviation Development Test Activity, "EngineeringDesign Test-Government (EDT-G) No. 5 of the Advanced Attack Helicopter (AAH)(YAH-64)," May 1981.

1.6 System Specification, Advanced Attack Helicopter, YAH-64 Phase 2, Vol. 1,Book 1, AMC-SS-AAH-H1OOOOA, Hughes Helicopters, Revised 23 Nov 76.

1.7 Technical Manual (TM) 55-1520-238-10. Operator's Manual for Amy YAH-64Helicopter, 1 May 1981.

2. BACKGROUND

The US Army Aviation Development Test Activitj (USAAVNDTA) was tasked by theUS Army Test and Evaluation Command (TECOM) to support and participate in theYAH-64 Climatic Laboratory Survey (ref 1.1, 1.2, and 1.3) which was jointlyconducted by the US Army Aviation Engineering Flight Activity (AEFA) and the

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USAAVNDTA. An AEFA test plan was published in August 1981 (ref 1.4). Themission equipment test performed by USAAVNDTA was incorporated as a part of the"AEFA test plan.

3. TEST OBJECTIVES

The objective of the Climatic Laboratory Survey was to verify that the YAH-64 helicopter mission equipment could function satisfactorily throughout aselected range of climatic extremes.

4. DESCRIPTION

The test aircraft was a YAH-64 Advanced Attack Helicopter, Army serialnumber (ASN) 74-2249 (AVO 3) with a competitive development Target AcquisitionDesignaition Sight/Pilot Night Vision Sensor (TADS/PNVS) TADS SN CD 7 and PNVS SN3. The aircraft was equipped with four wing store pylons, 30am chain gun, andone training HELLFIRE missile. TADS/PNVS anti-icing was operational. Only theinboard wing stores stations were used to load three HELLFIRE dummy missiles perstation. Rocket pods were not installed on the outboard stations. A basicdescription of the YAH-64 mission equipment and systems is presented in ref-erence 1.5.

5. SCOPE

The test was conducted at Eglin Air Force Base, Florida, in the McKinleyClimatic Laboratory from 3 November 1981 through 15 December 1981. A total of14.4 hours of aircraft operational time was conducted. System performance wasevaluated against the requirements of Hughes Helicopters, System Specification(Phase 2), AMC-55-AAH-HIOOOOA, revised November 1976 (ref 1.6), and TechnicalManual (TM) 55-1520-238-10. Operator's Manual for Army YAH-64 Helicopter, 1 May1981 (ref 1.7). Instrumentation, maintenance, and support were provided byHughes Helicopters and Martin Marietta.

6. TEST METHODOLOGY

6.1 The YAH-64 mission equipment was evaluat'U at the designated temperature:of +70°F (+21.1 0 C) (baseline, -25 0 F (-31.7 0 C), -50 0 F (-45.60C), and +125 0 F(+51,7 0 C). A test matrix is presented in Incl 3, table 3-1. Additional datawere derived between designated test temperatures in the performance of main-tenance or check runs (+10 0 F (-12.2 0 C), +160 F (-8.8 0 C), and +360 F (+2.2 0 C)).Efforts were made to insure that the aircraft and mission systems were returnedto a baseline condition prior to each change in designated test temperature.Malfunctioning characteristics which occurred at +70°F (+21.1 0 C) and those thdt

4 were consistently noted at various other test temperatures were considered to berandom failures and not necessarily temperature related.

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6.2 The test crew included an experimental test pilot from AEFA, a copilot/-gunner (CPG) from USAAVNDTA, and a CPG from the Development Test and TrainingDetachment (DTTD). The tests were performed using the TM 55-1520-238-10 check-list as a test card (see AEFA portion of report) at each temperature for themission equipment which included TADS/PNVS, 30mm chain gun, HELLFIRE missilesystem, and associated systems and components. Dummy 30mm ammo was cycledthrough the 30rm gun, and a training missile was vsS.d to simulate firing. Videoand symbology were recorded by on-board video tape. Data were acquired with theCPG in control of TADS and gun, the pilot in control of the PNVS and gun.TADS/PNVS turn-on temperatures, TADS/PNVS anti-icing parameters, and fire con-trol system characteristics were recorded through limited instrumentation pre-sentation in an instrumentation and control booth. Cockpit voice communication,TADS/PNVS, and Integrated Helmet and Display Sight Subsystem (IHADSS) video/-symbology were monitored in real time by support personnel in the control booth.

7. RESULTS AND DISCUSSION

7.1 General

Many of the components and systems were not the latest configurations whichprecluded an adequate climatic evaluation for a system which is about to enterproduction. It appears that a significant number of the problems encounteredcan be directly related to the inadequacy of the Environmental Control Unit(ENCU) and system for both cold and hot temperatures. Comments relating to"modification and qualification of these systems and components are included inthe Equipment Performance Report (EPR) Summary presented in Incl 2. This sum-mary also provides information to indicate if the malfunction was temperature"related. Additional detailed test data is presented in Incl 3.

7.2 Target Acquisition and Designation Sight (TADS)

7.2.1 TAJS Configuration. The TADS system tested was not of the "P" or pro-duction system configuration. A Competition Development TADS system, SN 007,was prepared for the Climatic Laboratory Survey. The test item was deliveredwith several system unique characteristics and inadequacies which were notedprior to test initiation or during the conduct of the survey. These charac-teristics are presented in Incl 3, table 3-2.

7.2.2 TAOS Test Results7.2.2.1 Baseline Random Failures/Characteristics. Two characteristics werenoted at +70OF (+21.1 0 C): the TADS would not couple with the IHADSS in the

HMD/TADS position (EPR KF-7) and control of the TADS was lost when the PNVS wasswitched to NVS by the pilot (EPR KF-8). Neither item could be duplicated. Asummary of the TAOS air inlet temperature data for the various test temperatures"is presented in Incl 3, table 3-3. At +70°F (+21.1 0 C), the ENCU was providing

* ~ an average temperature between data runs of +22.29C to the TADS inlet.195

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7.2.2.2 Maintenance Check, +160 F (-8.8oC). At this temperature the firstfailure of the TAOS occurred during slewing checks. The TAOS stuck at about 45degrees left and up. All displays and symbology were lost, except for a brightline midway in the Heads Down Display (HOD). The PNVS would not return to stow.It was found that the 28 VDC circuit breaker had tripped in the TAOS powersupply located in the right FAB (Incl 3, fig 3-5). This malfunction continuedto occur at -25 0 F (-31.7"C) and -50°F (-45.6 0 C). The malfunction appears to be

* temperature related in that it never occurred at +700F (+21.1 0 C) and +125°F(+51.7 0 C). This characteristic is considered a shortcoming. The circuit break-er was replaced after the survey, but was reported to continue tripping, indi-cating a failure elsewhere within the system.

7.2.2.3 Characteristics, -25OF (-31.7 0 C). Several problems occurred at thistieperature as shown in table 1 with the appropriate characteristics marked asshortcomings. Malfunctions are referenced.to the EPR's summarized in Inc] 2,table 2-1, which also indicates if the malfunction was temperature related. As"shown in incl 3, table 3-3, a steady state air temperature of approximately+25 0 C was provided to the TADS inlet by the ENCU. To achieve this temoeraturerequired 30 to 35 minutes and was then maintained for approximately 65 minutesbefore gradually increasing to +35 0 C, at which time the test was terminated.

Table 1. TADS -25OF (-310 C) Characteristics

Item Shortcoming

1. TADS failed (28 VDC circuit breaker tripped). Yes_- See EPR No. KF 36-S-1

2. Heads up display .:-mpression of video. Yes(EPR No. KF-18)

3. DTV camera inoperative (EPR No. KF-64-SI). Yes

4. Intermittent lasp'r (EPR No. KF-22). Yes

5. CPG unable to monitor TADS with pilot in com- No* mand of TADS (EPR No. KF-17).

6. FLIR boresight retention could not be checked NO(EPR No. KF-21,, 21-SI, 24).

7. The TAOS video would not appear in the Helmet NoMounted Display (HMD) except when H1ID/TADS wasselected. Any other sight select position re-sulted in a blank HMD.

8. Pilot did not have _..ny HMO symbology. No

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Note: Items 7 and 8 did not have EPR's writtenagainst them. These items may have been producedby significant IHADSS problems which existedwhen they were noted.

7.2.2.4 Characteristics, -50 0 F (-45.60C)

a. The TADS Environmental Control System (ECS) Control Box was modi-fied to accommodate TAOS operation at temperatures below -25 0 F (-31.70C). Thismodification consisted of the TADS internal ECS Control Box rewiring and theaddition of a two position switch external to the system to allow the TADS fanto operate prior to system "turn on" to provide heated air to the system.Special operating instructions were also provided which required a TADS inlettemperature equal to +40 0 F (+4.4 0 C) for 28 minutes prior to positioning the CPGsight select switch to standby and then turning the TADS power switch on. A 15minujte wait was then required before operation, If the TADS inlet temperaturefailed to obtain +40OF (+4.40C), the ECS had to operate for the minimum timesshown in table 2.

Table 2. TAOS ECS Operating Requirements Below -25 0 F (-310 C)

TADS Inlet Temperature Minimum ECS Operating Time

00F (-17.8 0 C) 60 minutes100F (-12.1 0C) 48 minutes20OF (-6.70C) 38 minutes300 F (-1.1°C) 35 minutes

b. TAOS air inlet temperature data is summarized in Incl 3, table3-3, and also presented in Inc] 3, figure 3-3. Two -50OF (-45.6 0 C) test runswere available for TADS operation: (1) During the first run, the minimum ECSrun tiwre was started at a TADS inlet temperature of OOF (-17.70C) which allowsa minimum rut time of 60 minutes prior to turning the TADS on. As the aircraftENCU continued to provide warmer air, the time lapse precluded using any other

m 4 minimum run time. After 42 minutes into the test run, the TAOS inlet temper-ature was -4 0 C. When 60 minutes had been reached, the 40OF temp(rature had notbeen provided by the ENCU, the symbol generator had not provided symbology, theaircraft portion of the test had been corcluded; therefore, the TADS was notturned on and the test was terminated, (2) The second run was conducted withthe fire control computer and symbol generator preheated. After the minimumtime had been reached and the TADS was switched out of standby the TADS 28 VDCcircuit breaker tripped and the system was turned off and the test was termin-ated.

c. The slgiificant TAOS system problems are presented in table 3.

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Table 3. TADS -50°F (-45.6 0 C) Characteristics

Item Shortcoming

1. TAUS system tripped the TADS power supply Yes28 VOC circuit breaker (EPR No. KF-36).

2. Gray scale was not present on any displays No(EPR No. KF-40).

3. Heads Up Display (HUD) did not have sym- Nobology (EPR No. KF-41).

4. Heads Down Display (HOD) symbol set reticle Nomissing (EPR No. KF-42).

7.2.2.5 Characteristics, +125 0 F (+51.7 0 C). The following system malfunction/-characteristics were noted. Analysis of these characteristics are presentedunder the appropriate EPR in ind 2, table 2-1. Based on this survey, the YAH-64 TADS system can not adequately function at +125OF (+51.7 0 C) with the presentenvironmental conditioning available. Inadequate cooling air is provided to theTADS, electronic boxes in the forward avionics bays (FABS), and the cockpit andis considered a deficiency. FABS inlet air temperatures are sunmarized in Incl3, table 3-4, and also presented in time history format in Incl 3, figures 3-1through 3-4. Heat sensitive tabs located in the FABS indicated that the EU-1box reached +160OF (+71.1 0 C) and the remote HELLFIRE electronics (RHE) reached+140 0 F (+60 0 C). Contractor personnel stated that most of the problems at thistemperature came from the time generator card in the EU-2 box (incl 3, fig 3-5).

a. The TADS system failed after 56.5 minutes (EPR No. KF-61).

(1) The TAOS caution light illuminated.

(2) The CPG's HMD went to gray scale.

(3) The HUD went blank except for a horizontal white line.

(4) All control of TADS was lost.

(5) Circuit breakers were in.

b. The HOD on the ORT was inoperative (EPR No. KF-59).

c. The HUD on ORT had compressed video and symbology toward thecenter of the dis,ilay with a vertical line at the display center.

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e. Pilot lost control of the PNVS in elevation. The problem wasevaluated by contractor personnel and found to be derived from the thermalprotection switch on the PNVS elevation motor indicating overheating.

f. PNVS video and symbology was very scrambled when the PC-16 (auto-matic contrast control) switch was operated.

g. The CPG could not command the PNVS.

After "cool down" of the hangar, the system was checked at a temperature ofapproximately +36 0 F (+2.2 0 C) and found to be operable. During the next run at-25 0 F (-31.7 0 C) the DTV camera was totally inoperative.

7.2.2.6 TADS Boresight Characteristics

a. General. Overall boresight characteristics including boresightretention checks were unsatisfactory except for portions of the DTV system.This was primarily due to the use of outmoded competition development (CD)systems for the Climatic Laboratory Survey. A sunmary of system onboard bore-sight checks is presented in incl 3, table 3-5.

b. DVO. DVO boresight characteristics were difficult to evaluate inthe climatic hangar due to low light level conditions. With the competitiondevelopment (CD) TADS there was no DVO reticle lighting which made it more dif-ficult to define where the TADS was pointed (orientation). "Out front" bore-sight checks had to be made capturing one of the hangar overhead lights. TheDVO boresight could not be accomplished at -25°F (-31.7 0 C) ana -50OF (-45.6 0 C)test points due to the inability of the DVO boresight system to "spiral". Thischaracteristic was considered to be a shortcoming. The CPG was able to get theDVO spiral to "break loose" at +160 F (-8.80C).

c. FLIR. The FLIR boresight in most caese had to be accomplishedusing nonstandard procedures which is a unique characteristic of the early CDsystems. The boresight cue did not appear and the tracking gates would notcapture the cue. The alternate boresight routine had to be performed by uti-lizing manual search and acquiring of the cue which was time consuming and onlygave approximate centering with the image automatic tracking (IAT) gates. Thesystem would intermittently lose the boresight vector which precluded any checkof boresight retention.

d. DTV. DTV boresight and retention procedures were qualitativelyevaluated as being satisfactory. Problems were experienced with the laser in

* that it was intermittent as a function of decrease in temperature. This char-acteristic was noted at -25 0 F (-31.7 0 C) and is considered to be a shortcoming.On the initial laser trigger pull at this temperature, the laser did not appear

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to work but would eventually start pulsing with intermittent pulses. Additionaltests at cold temperatures should be conducted to determine if the laser pulsecode frequency is actually changing with temperature which could precludemissile operation.

7.3 Pilot Night Vision Sensor (PNVS)

7.3.1 PNVS Configuration. The PNVS system tested was a Competition Development(CD) system, serial number 003. Although this is a CD system, no significantchanges are known to be planned for production. A characteristic unique to theCD TADS/PNVS system was that when the pilot selects PNVS, the TAOS TV videowould become unuseable due to a previously defined phase-lock loop sync phenom-enon. This prevented the TADS from being operated simultaneously with the PNVS.

7.3.2 PNVS Test Results

7.3.2.1 The PNVS operated satisfactorily at the baseline (+70°F (+21.1 0 C))temperature. The TADS power supply 28 VOC circuit breaker tripping problem,which became evident at +160 F (-8.8 0 C) and colder, also incapacitated the PNVS.Primarily, the only PNVS independent problems were at +125 0 F (+51.7 0C) whereasthe PNVS elevation control was lost and operation of the PC-16 switch produced

*a scrambled PNVS display. The PC-16 function provides an automatic contrastcontrol capability for the PNVS video.

7.3.2.2 The PNVS was prohibited from operation below -25°F (-31.7 0 C) and

therefore could not be operated at the -50OF (-45.6 0C) test temperature.

7.4 Fire Control System

7.4.1 Fire Control Computer (FCC)

7.4.1.1 The FCC was evaluated for the proper accomplishment of its capabilityto control the multiplex system and provide fire control for the weapon systems.The unit tested was reported to not be a production configuration. Production"changes are unknown by USAAVNDTA.

7.4.1.2 The FCC (incl 3, figure 3-6) was replaced three times during the con-duct of the test for the malfunctions presented in table 4. Also, the lastinstalled FCC indicated some loss of its capabilities during the later part ofthe Climatic Survey. An analysis of the FCC malfunctions is presented in theappropriate EPR in incl 2, table 2-1. Based on the number of FCC malfunctionsand the number of FCC's required to complete the survey, the FCC as a systemcomponent is considered unreliable. This characteristic is considered to be adeficiency (incl 1, para 1.1).

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Table 4. Fire Control Computer Malfunctions

1. The FCC lost all memory and tripped the BITE indicator"two times at -25 0 F (-31.1 0 C). This loss of memoryrenders the FCC unuseable. The units were replaced.

2. At -50°F (-45.6 0 C) the FCC D.C. circuit breaker trippedand could not be reset due to an internal short in theFCC. The FCC was replaced.

3. At +1250 F (+51.7 0 C) the FCC exhibited programming anoma-lies. The preflight Grid Zone data entered into thecomputer would truncate. Entries that were accepted into"the computer would later truncate a digit up or down.This affected the TADS waypoint target accuracy. Alsoat +125 0 F (+51.7 0 C), even when the proper preflight datawas being retained, the FCC directed the TADS the wrongdirection when waypointing.

7.4.2 Backup Bus Controller (BBC)

7.4.2.1 The BBC was evaluated for its capability to automatically assume con-trol of the multiplex system in case of primary BUS controller failure (FCC).The BBC was not a production configuration unit.

7.4.2.2 The BBC operated properly when switching from primary to secondary.However; due to improper software programming, the BBC could not provide anycontrol over the weapon systems. This impacted the Climatic Survey when the FCChad been removed or malfunctioned. The BBC was replaced once during the Cli-matic Survey.

7.4.3 Pilot's Multiplex Remote Terminal Unit (MRTU). The pilot's MRTU failedat +70°F (+21.1 0 C) (EPR No. KF-4) and was considered a baseline non-temperaturerelated random failure. The resulting loss of proper multiplex communicationsresulted in several mission equipment anomalies which are noted as follows:

7.4.3.1 The loss of all IHADSS video and symboiogy to the pilot and CPG.

7.4.3.2 The unconmanded transfer of the TAOS to the pilot, with loss of controlof the TAOS system for both the pilot and CPG,

7.4.3.3 Other multiplex anomalies, plus a FD/LS indication of: multiplex com--�munication no-go, lefthand.FAB.

7.4.4 Copilot/Gunner's Fire Control Panel (FCP). The CPG's FCP microprocessorfailed at +70OF (+21.1 0C) (EPR No. KF-57). This failure resulted in the inabil-ity to control arny of the armament systems. This also produced an invalid

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coding of the TADS Laser Designator seen by an intermittent laser spot in theboresight mode. A review of the eight stored addresses containing differentlaser codes revealed improper pulse rates for the commanded addresses.

7.4.5 YAH-64 Symbol Generator (YSG). The YSG (incl 3, figure 3-5) is a majorcomponent of the fire control system in that it provides video signals. alpha-numeric characters and symbology to the displays. Without this information,"mission equipment pre-checks cannot be performed. Excessive YSG warm-up timeat -25OF (-31,7 0 C) and below would preclude a normal quick reaction capabilityand is considered a deficiency. The YSG was usable instantaneously at +70OF

*:•. (+21.1°) and +125 0 F (+51.7 0 C) test temperatures; 3.3 minutes were required at+160F (-8.80C), up to 24 minutes at -25°F (-31.7 0 C) and preheat was requiredat -50OF (-45.6OC). YSG warm-up times for the aurvey are presented in Incl 3,

* "table 3-6. The aircraft ENCU appears to be inadequate for supplying properheated/cooled air to the electrical components located in the FABS and is con-sidered to be a deficiency (incl 1, para 1.1).

7.5 Heading and Attitude Reference System (HARS)

7.5.1 General. HARS alignment times as a function of temperature is presentedin !ncl 3. table 3-7 for the normal and fast modes. Normal and fast alignmentmodes were not normally conducted during the same test run except in cases wherea normal alignment was tried and the system failed to align. Two HARS were

*• required to complete the Climatic Survey. The first HARS failed at -50OF(-45.6 0 C) after several runs at -25OF (-32.7 0 C). When the second HARS wasinstalled, it produced an oscillatory heading at -25 0 F (-31.7C). The secondHARS was never exposed to -50OF (-45.60C), but had been exposed to +125 0 F(+51.70C).

7.5.2 At +700F (+21.1 0 C), in-l 3, table 3-7, shows that the HARS (2nd one)would normal align in 8.6 minutes. No data is available for fast alignmenttimes at +70OF (+21.1 0 C), although no problems were noted. At +160F (-8.8 0 C)the HARS would fast align on the first attempt. At -25 0 F (-31.7 0 C) the systemwould not normal align but a fast alignment could be achieved on the secondattempt (cycle) in the fast mode. Fast alignment times (4.5 to 7.5 minutes)presented for the second cycle do not inlcude the first cycle time. With thesecond HARS at -25OF (-31.7 0 C), heading differences of 10 degrees were observedand later went oscillatory (270-295 deg vs a magnetic compass heading of 305deg). After the headings went oscillatory, a second fast alignment was com-pleted in 7.5 minutes. This HARS was later removed and returned to service atYuma Proving Ground on another YAH-64. At -50°F (-45.60C) the HARS wouldneither normal or fast align and was replaced prior to proceeding to the +125 0 F(+51.7 0c) test environment.

7.5.3 Due to the importance of the HARS for nroviding heading and attitudeinformation to the aircraft and mission equipment, the failure to properly alignin all modes and the system reliability at cold temperatures is considered to bea deficiency (incl 1, para 1-1).

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7.6 Area Weapon System (AWS)

7.6.1 The AWS, as installed on the test aircraft, did not include the latestgun/feed system (incl 3, table 3-8) and the latest electrical components (guncontrol box). During initial presurvey slewing checks, the gun transfer housingand system were broken when the gun was slewed to the limits. This was repairedand care was exercised during the survey to preclude going to the mechanicallimits to avoid further breakage. Item 7 of incl 3, table 3-8, indicates animprovement in the latest configuration. Apparently, sofeware programming wasnot included to preclude such malfunction. Based on this problem, a GUN LIMITSenvelope was provided for the survey by the contractor and is ?resented infigure 3-7.

7.6.2 Instrumentation problems precluded evaluation of the gun slew rates andtracking at the various test temperatures. Live firing was not conducted but atotal of 478 rounds of dummiy ammvnition was cycled at the test temperaturesshown in incl 3, table "-9, except at +125F (+51.7 0 C) oue to aircraft missionequipment problems. All OR ,c~Ying was performed at the end of the test runwith only the APU operating.

7.6.3 At -25 ' F (-31.70C), it was noted that the AWS would intermittently nottrack the TADS. This was physically observed in that the TADS would be posi-tioned looking left and the gun would be positioned pointed to the right. This

_ intermittent tracking was considered to be a shortcoming (incl 1, para 1-2), in"that the crew has no way of actually knowing if the gun is tracking or itsposition. The malfunction was considered to be temperature related and the

-- contractor suspected the gun control box (EPR KF-23). The slewing tests wereconducted with the rotors turning.

7.6.4 Another problem noted was that the AWS would continue to cycle 1 to 1½seconds after trigger release (EPR KF-58). This was first observed after thefirst cold soak to -25°F (-31.7 0 C), but was later observed at test temperaturesof +70°F (+21.1 0 C), +125OF (+51.79C), and -25OF (-31.7 0 C) again. Again, the guncontrol box was not of the production configuration.

7.7 Integrated Helmet and Display Sight Subsystem (IHADSS)

S.7.7.1 The IHADSS was pi,1verily inoperative throughout the survey until the lasttwo test runs (+125OF (+61.7 0 C) and -250 F (-31.7 0 C). The system was not in-itially prepared for the survey and recurring problems (EPR KF-50) were foundwith the Sensor Survfiying Units (SSU) and the helmet display unit had mechanical

* *problems (EPR KF-51).

7.7.2 At +125°F (+51.7 0 C), an IHADSS fail mpssage was displayed in the aft crew"station and the IHADSS would not boresight. The CPG and pilot had an invalidline-of-sight message and the Fault Detection/Location System (FD/LS) indicated

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IHADSS No-Go. Further FD/LS checks showed that the pilot's right sensor surveyunit (SSU) had failed. Further investigation indicated that a short existed inthe SSU connecting plug. No abnormalities occurred during the following -250F(-31.7 0 C) test run.

7.7.3 In summary, the IHAOSS would probably have operated satisfactorily ifproperly set up prior to the survey. Further evaluation should be conducted toevaluate the response of the Sensor Surveying Units to various temperatures.

7.8 External Stores/Pylons

.78.1 Evaluation of the external stores/pylon system was limited to physicalobservations of movement and operation. Instrumentation was not available torecord pylon position. Operation was satisfactory for the missile and rocketsystems except for the following:

"7.8.1.1 At +70 0 F (+21.1 0 C), the left inboard missile launcher failed BIT. Afault was found in the wing store pylon and the pylon was replaced (EPR KF-2).

7.8.1.2 An electrical short occured in the pylon wiring (EPR KF-30).

7.8.2 Random pylon articulation was initially noted at +125 0 F (+51.7 0 C), butwould later occur at +70 0 F (+21.10C) and -250F (-31.7 0 C), indicating a hardfailure at that initial temperature (EPR KF-65). It was noted that the sym-bology displayed airspeed cycled from 0 to 100 knots during articulation. TheAir Data Sensor had been disconnected and the contractor related the problem tothe possibility of the Doppler going in and out of memory although the test teamnever noted indication of the memory light.

7.9 Fault Detection/Location System (FD/LS)

7.9.1 The FD/LS was only partially integrated for the Climatic Survey. TheTADS/PNVS did not provide any input to the FO/LS and the FD/LS "flashing" mes-sage on the displays was not incorporated. Interrogation of the FD/LS could beperformed by running a "GSTAT" end-to-end test.

-. 7.9.2 Systems that were incorporated in FD/LS and appeared to work satisfac-torily throughout the survey were the fire control computer, missile, rocket,air data sensor, and IHADSS systems.

"7.10 TAgS/PNVS Anti-Ice System

7.10.1 General. The Climatic Laboratory Survey was an initial "on-board"operational test of this system. Data acquired was to provide information todetermine if any changes might be required prior to follow-on icng tests. Due

4 204

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STEBG-CO-AASUBJECT: Final Report, Climatic Laboratory Survey of the YAH-64 Advanced

Attack Helicopter Mission Equipment, TECOM Project Number 4-AI-1O0-AAH-015

to overall TADS/PNVS problems, only limited data was acquired at -250F(-31.7 0 C). No data was acquired at -50OF (-45.6 0 C) due to the inability to turnthe TADS/PNVS system on.

7.10.2 PNVS. The PNVS uses a thermister to control voltage across the ger-manium window heater. The thermister is temperature sensitive and should"maintain 58 VAC rms across the window. For follow-on icing tests, the windowtemperature should be maintained at +850 F (+29.4 0 C) to +90 0 F (+32.2 0 C). Duringthe Climatic Laboratory Survey the set point temperature was set at approxi-mately +75 0 F (+23.8 0 C) to protect the window during initial testing. Testsindicated that some problems may exist in the temperature control system.

7.10.3 TADS Night Side. Voltage across the TADS night side window should be"approximately 65 VAC rms and temperature should be maintained at +850 F (+29.4 0 C)to +90°F (+32.2 0 C) for anti-icing. During the Climatic Laboratory Survey, the"temperature reached approximately +104°F (+40 0 C). This temperature level wastoo high and should be decreased for normal operation. Tests indicated adecrease of approximately 1/2 volt (+90F (-12.7 0 C)) with the aircraft rotorsturning, possibly due to air flow characteristics, which produced a temperatureshift on the lower day side and night side windows. It is presently unknown ifthis characteristic will be evident in flight.

7.10.4 TADS Day Side. Voltage across the TADS day side window should beapproximately 115 VAC rms (130 VAC for worst icing conditions) and the set pointtemperature for the upper and lower windows should be +120OF (+48.8 0 C). The setpoint temperature should be increased as tests indicated upper and lower windowtemperatures of approximately +90OF (+32.2 0 C) and +110 0F (+43.3 0 C) respectively.The bottom window cracked during the survey during an arabient temperature trans-ition from -50°F (-45.6 0 C) to +125F (+51.7 0 C). This window failure was at-tributed to the test window being modified with a "lip" along the outer edge forinstallation purposes which allowed thermal stress to occur. Later versions aresaid to not incorporate this feature and will be a full plate window.

7.11 Point Target Weapon System (PTWS)

7.11.1 The PTWS was evaluated only as to its function, utilizing a trainingmissile, and its capability to perform a simulated lock-on-after-launch (LOAL)firing. An external laser source was not available for the survey, precludingany lock-on-before-launch (LOBL) sequences. The training missile was mountedjust prior to sequence simulation so that the missile components would not beheat or cold soaked. Due to the installed missile system being an early con-figuration (not production), the system would not ftnction using normal proce-dures. The Remote Hellfire Electronics (RHE) circuit breaker (labeled AC ELEC)had to be cycled to allow the system to reinventory, to allow bypass of thelauncher Fail Bit messages, and to allow the system to achieve launch constraints.

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Attack Helicopter Mission Equipment, TECOM Project Number 4-Al-lOG-AAH-015

7.11.2 The missile system functioned normally at +700 F (+21.1 0 C) and -25 0 F(-31.7 0 C). At -50OF (-45.60C), the system wouid not pass BIT (EPR KF-39).Several attempts were made; finally the missile fail caution light illuminated.This failure to pass BIT was suspected due to HARS nonalignment. At +125 0 F(+51.7 0 C), which followed the -50°F (-45.60C) test run, the RHE failed (EPR KF-47). The missile fail caution light illwdinated and tha FD/LS indicated No-Go.It is suspected that failare of the RHE may have actually occurred at -50°F(-45.60C).

7.12 Air Data Sensor System (ADS)

The ADS system as provided to the Climatic Laboratory Survey was notoperational due to an improper air data processor. Whenever the ADS was turnedon, the aircraft stabilator would fail. The system was only briefly turned onat all test temperatures to visually insure that the omnidirectional airspeedsensor (OAS), located on top of the stationary mast, would rotate. No data isavailable to ascertain if the OAS was turning at the correct speed.

7.13 Lightweight Doppler Navigational System (LONS)

The LDNS was only tested for program retention. The LDNS was programmedat the beginning of the test and memory was retained throughout all temperaturestested.

7.14 Human Factors Characteristics

7.14.1 General. Human factors characteristics were obtained based on theability of the Environmental Control Unit (ENCU) to provide an adequate en-vironment in extremely cold (-250 F (-31.70C), -50OF (-45.60C)) and extremely hot(+125OF (+51.70C)) ambient temperatures. The performance of the ENCU wasevaluated against the requirements specified in MIL-STO-14728, section 5.8.1 andgeneral human factors design considerations. Airflow velocity data were ob-tained with a hot wire anemometer placed 8 to 10 inches (23.3 to 25.4 cm) fromthe left and right instrument panel ducts in th2 pilot's and CPG's station, 8 to"10 inches (23.3 to 25.4 cm) from the floor ducts in the CPG's station, at thecyclic grip in the pilot's station, and in the slots whic'i allow fore and afttravel of the pilot's antitorque pedals. Temperature measures were also ob-tained at these locations using a digital thermometer. In addition, each of thethree pilots was interviewed following their flights in extreme cold tempera-tures and extreme hot temperatures to determine the capability of the ENCU tomaintain a comfortable environment.

7.14.2 Cockpit Temperature and Airflow. Temperature and airflow measurementsare presented in incl 3, tatles 3-10 through 3-13. The temperature and airflowdata taken at the pilot's cyclic grip are most representative of these exper-

. ienced by the upper body. No significant airflow velocity problems exist at

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STEBG-CO-AASUBJECT; Final Report, Climatic Laboratory Survey of the YAR-64 Advanced

Attack Helicopter Mission Equipment, TECOM Project Number 4-AI-100-"AAH-015

this location in extremely cold external conditions. Temperatures at thislocation, however, are below the minimum of +50°F (+100C) specified for per-sonnel-occupied enclosures in MIL-STD-1472B, paragraph 5.8.1.1, in all flightmodes except with rotor stopped. Airflow measurements at the pedal travel slot(fig 3-8) in the pilot's floor greatly exceed the specified 100 feet per minutelimit (MIL-STD-1472B, para 5.8.1.2). Temperatures at this location are wellbelow the required +50OF (+I0°C) temperature. With rotor stopped, however,temperatures at these slots are above the specified temperature (incl 3, table"3-10, -25OF ambient temperature), indicating that the temperature problem isprobably caused by cold external air rapidly entering through these slots duringflight modes. This introduction of cold air contributes to the inability of theENCU to keep the cockpit warm. Pilot comments concur with these findings andindicate that the problem becomes worse as more torque is applied. The currentconfiguration is regarded as a shortcoming (incl 2, para 1-2) because the ex-treme cold temperatures within the cockpit could have a debilitating effect onpilot efficiency, performance, and safety due to the probability of frostbite.Pilot comments also indicate that with hot external conditions, hot air enters

* through the pedal travel slots in the pilot's floo-. These high temperatureslead to such problems as excessive perspiration from the head running into theeyes, "hot spots" on the seat back and bottom, and general discomfort.

7.14.3 Flow Restrictors. When the ENCU is first turned on, no heat is avail-able, and cold air is blown through the cockpit. No flow restrictors wereinstalled in the CPG's head vents, preventing him from stopping this flow ofcold air (which blows directly on the crewmember) until the ENCU began pro-ducing heat. Crewmembers cannot remove their hands from the large mittens andbegin the preflight checklist and programming procedures by manipulating switches,controls, etc., until the cockpit warns up. The lack of adequate flow res-trictors is considered a shortcoming (incl 1, para 1-2) due to the induced chillfactor.

7.14.4 Restraint System. The bulkiness of the external flight parka and arcticboots made ingress/egress difficult. A safety hazard also occurs for largeindividuals (approximately 90th percentile) when wearing the parka because

- insufficient adjustment exists in the restraint system to buckle it over theparka. It must be fastened under the parka, making quick release difficult inan emergency. In addition, no adjustment exists in the anti-submarine strap

"* (between the legs). When wearing the parka, the crewman is raised in his seat,"lowering the placement of the five-point buckle toward the crotch which mayeffect the restraining characteristics of the system. The lack of sufficient

* - adjustment to accommodate the 90th percentile aviator in arctic clothing isconsidered a shortcoming (see AEFA report).

7.14.5 Chemical or Biological Environment. The inability of the cooling systemto maintain the work environment at or below +85OF (+29.4 0 C) will have itshedviest impact during operations in d chemical or biological environment. The

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STEBG-CO-AASUBJECT: Final Report, Climatic Laboratory Survey of the YAH-64 Advanced

Attack Helicopter Mission Equipment, TECOM Project Number 4-AI-100-"AAH-015

use of the NBC protective mask, hood, boots, gloves, and outer garment willfurther aggravate the discomfort problems encountered during this test.

7.15 Environmental Control Unit (ENCU)

7.15.1 The ENCU would not provide adequate heated/cooled air at -25 0 F (-31.7 0 C),-50°F (-45.6 0C), and +125 0 F (+51.7 0 C). Although the ENCU is rot considered apart of the mission equipment or armament systems, its performance hjs a sig-nificant impact on the overall system operation. Areas impacted by its per-formance were the pilot and CPG cockpits from a human factors consideration(para 7.14), TADS/PNVS operation (para 7.2 and 7.3), and the forward avionicsbays (FABS). The inability of the ENCU to provide the proper conditioning andits failure to meet system specification requirements at these temperatures (seeAEFA portion of report) were considered a major deficiency.

7.15.2 A significant number of the deficiencies and shortcomings (incl 1, para1.1 and 1.2) can be directly related to the inadequacy of the ENCU. At the coldtemperatures, overall system prechecks are temporarily precluded due to thesymbol generator excessive warm-up time, effect on the FCC and HARS reliability,and capability to operate the TADS/PNVS below -25OF (-31.7 0 C). At +125 0 F(+51.7 0 C), the overall TADS/PNVS and weapon systems were inoperative after 56.5minutes of operation. At -50°F (-45.6 0 C), approximately one hour was requiredprior to system operation (para 7.2.2.4) due to the inability of the ENCU andsystem to provide +40"F (+4.40C) air to the TADS air inlet. Based on heat-sensitive tape tabs, at +125°F (+51.7 0 C), the TADS EU-i external temperaturereached +160 F (+71.1 0 C) and the RHE reached +140OF (+60 0C). Both are locatedin the FABS (incl 3, figs 3-5 and 3-6). A summary of the FABS inlet air tem-perature is presented in incl 3, table 3-4. Time histories are presented inincl 3, figures 3-1 through 3-4.

7.16 Maintenance Data

"-. Maintenance was performed by the contractor. Maintenance data is notpresented except for the description of the EPR (incl 2, table 2-1), which werepreviously distributed to the test project manager during the conduct of thetest. An assessment as to whether the EPR related malfunction is temperaturerelated and the associated "follow-up" action is also included. These assess-mients were made following the Climatic Laboratory Survey by a combined group ofArmy Program Manager's personnel, Hughes Helicopters, Martin Marietta and theUSAAVNDTA Test Team. Additional information by the USAAVNDTA Test Team arepresented in the remarks r.olumn.

8. CONCLUSIONS

-•. The Climatic Laboratory Survey was conducted with a c'; ipetitiun developmentTAOS/PNVS system which had several unique operational characteristics not

208

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STEBG-CO-AASUBJECT: Final Report, Climatic Laboratory Survey of the YAH-64 Advanced

Attack Helicopter Mission Equipment, TECOM Project Number 4-AI-100-"PAH-015

representative-Of the production units. The associated mission equipment, inseveral cases, did not incorporate the latest components or circuitry and, somecomponents and systems-were not .omplete or were inadequately prepared for theevaluation.

8.2 A significant number of the deficiencies and shortcomings (Human Factorsand Mission Equipment) can be directly related to the inadequacy of the ENCU(ncl 1, para 1-1 and 1-2). The ENCU did not meet system specification re-quirements at -25 0 F (-31.7 0 C), -50°F (-45.6 0 C), and +125OF (+51.7 0 C).

8.3 Cold weather operation at -25°F (-31.7 0 C) and below may be precluded due tothe unreliability of the FCC and HARS.

8.4 The excessive symbol generator warm-up time precludes a quick-reaction"capability at -25OF (-31. AC) and below.8.5 The YAH-64 mission equipment cannot adequately function at +125°F (+51.7 0 C)

with the present environmental conditioning available.

8.6 TAOS operation, within a reasonable timefrai.ie, was precluded at -50 0 F(-45.6 0 C) due to the inability of the ENCU to provide the required +40°F (+4.4 0 C)heated air to the TADS.

8.7 Temperature extremes did not appear to affect FD/LS operation for thesystems that were incorporated.

8.8 Based on limited testing, the TADS/PNVS anti-ice system appeared to besatisfactory at -25°F (-31.7°C) with some minor modifications required.

"8.9 Five deficiencies were noted (incl 1, para 1-1).

8.10 Eleven shortcomings were noted (incl 1, para 1-2).

--- 9. RECOIWENDATIONS

9.1 Deficiencies and shortcomings be corrected prior to production.

9.2 Climatic Laboratory testing be conducted with production systems installed.

9.3 Determine if laser pulse rate (coding) changes as a function of tempera-ture.

10. AUTHORS

This report was prepared by LTC Billy W. Taylor (Test Project Manager/CPG),Mr. Jerry W. Petrie (Project Engineer), CW4 Lawrance L. Proper (CPG), and Mr.

4 Thomas Dennison (Human Factors Engineer).209

"DEFICIENCIES AND SHORTCOMINGS

1-1. Deficiencies

1. The fire control computer (FCC) was unreliable.

a. Lost memory twice at -25°F (-31.7 0C).

b. Malfunctioned once at -50OF (-45.6 0 C).

c. Lost or changed navigational data, precIidirg proper waypoint targetingoperation; initially noted at +1250F (+51.7 0 C).

d. Appears that the FCC should be removed and kept warm prior to operation- -at cold temperatures.

e. FCC replaced three times during survey and fourth FCC was malfunctioningprior to end of survey.

2. The YAH-64 symbol generator (YSG). required an excessive warm-up time at coldtemperatures.

a. +125°F (+51.7 0 C) - instantaneous.

b. +70&F (+21.10C) - instantaneous.

c. +I0F (-12.20C) - 3.3 minutes.

d. -25 0 F (-31.7 0 C) - up to 24 minutes.

e. -50&F (-45.6 0 C) - preheat required.

3. The heading and attitude reference system (HlARS) was unreliable:

a. Would not normal align at -25OF (-31.7 0 C) after 30 minutes.

b. Fast align required two cycles at-25°F (-31.7"C).

c. Second cycle at -25 0 F (-31.7 0 C) required 4.5 to 7.5 minutes for alignment.

d. The first HARS failed to normal or fast align at -50OF (-45.6 0 C) and was* replaced.

e. The second HARS failed to provide correct heading information at -25°F(-31.7 0C).

4. The environmental control unit (ENCU) did not provide adequate heated/cooledair to the cockpit, TAOS, an% FABS at -250F (-31.7'C), -50 0 F (-45.6 0 C), and +125UF(+51.7 0 C).

5. The TADS/PNVS and weapon systems did not a.equately function at +1250 F (+51.7 0 C).

d 1 210

7.

1-2. Shortcomings

1. TADS/PNVS power supply 28VDC circuit breal~er would trip at +160 F (-8.8 0 C)

and below.

2. The heads up display video compression was a function of temperature.

3. Day television camera failed at +125 0 F (+51.7 0 C).

4. NVO boresight system would not spiral at -25 0 F (-31.7 0 C).

5. The laser was intermittent as a function of temperature decrease.

6. The intermittent tracking of the 30mm gun with the TAOS.

7. The remote hellfire electronics (RHE) failed at +125 0 F (+51.7 0 C).

8. The random articulation of the pylons.

9. The excessive airflow through the tailrotor pedal slots.

10. The TAOS bottom day side window cracked during transition from -50°F(-45.6 0C) to +125 0F (+51.7 0 C).

11. The lack of flow restrictors in cockpit vents allows large quantities ofcold air to enter when the ENCU is first started.

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DETAILED TEST DATA

Table Title !a9e

"Table 3-1. Test Matrix ................ 223Table 3-2. TADS System Characteristics and

Inadequacies as Delivered . . . . . . . . . . 224Table 3-3. TADS Air Inlet Summary . . . . . . . . . .. 227Table 3-4. Forward Avionics Bays Inlet Air

Temperature Summary. . . . ........ . 228Table 3-5. Boresight Characteristics . . . . . . . . . . 229Table 3-6. Symbol Generator Warm-Up Times . . . . . .. 231Table 3-7. HARS Alignment .............. 232Table 3-8. AWS Gun/Feed System Physical Differences . . 234Table 3-9. Area Weapon System Operation .... ..... ?35Table 3-10. YAH-64 Environmental Survey (-25*F) . . . . 236Table 3-11. YAH-64 Environmental Survey (-509F) . . ... 237Table 3-12. YAH-64 Environmental Survey,

Pilot Station (+125 0F) . . • • . . 238Table 3-13. YAH-64 Environmental Survey,

CPG Station (+125°F) 239

Figure Title Pae

Figure 3-1. Mission Equipment Air TemperatureSurvey (+70F) . . . . . . ............... 240

Figure 3-2. Mission Equipment Air TemperatureSurvey (-250 F) .... ......... 243

Figure 3-3. Mission Equipment Air TemperatureSurvey (-50°F) ...... . ..... 246

Figure 3-4. Mission Equipment Air TemperatureSurvey (+1250F) . ......... ..... 248

Figure 3-5. Right Forward Avionics Bay . . . . . . . . . 250Figure 3-6. Left Forward Avionics Bay . . . . . . . . . . 251Figure 3-7. AWS Mechanical/Software Limits . . . . . . . 252Figure 3-8. Tail Rotor Pedal Slots . . . . . . . . . . . 253

"Incl 3

222

-

Table 3-1. Test Matrix

Date Run No./Test No. Temperature Remarks

12 November I/NA Ambient APU Run

13 November 2/880 Ambient Shakedown Run

16 November Accepted Aircraft

16 November 3/881 +700 F Data Run

19 November 4/884 +70.F Data Run

"20 November 5/885 +70°F Data Run

"23 November 6/886 -25°F Data Run

24 November 7/887 -25OF Attemp*-d

25 November 8/888 -25°F Data Run

27 November 9/889 -25°F Data Run

28 November --- +10 0 F to +16°F Maintenance Run

1 December 10/891 -50°F Data Run

2 December 11/892 -50°F Data Run

3 December 12/893 -50.F Data Run

"4 December 13/894 -50°F Data Run

7 December --- +125°F Shakedown

8 December 14/895 +125°F Attempted

8 December -- aintenance Returned to HH

12 December 15/897 Ambient ( +700F) Maintenance Run

14 December 16/898 +125°F Data Run

14 December --- +36°F System Check

15 December 17/899 -25°F Data Run

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Table 3-8. AWS Gun/Feed System Physical Differences

AV03 (Climatic Hangar) AV06 (Latest Configuration)

1. Magazine - flat pac. 1. Magazine - 12 pac.

2. Standard armament aft flex 2. Nobles aft flex chutes diff # ofchutes. segments.

3. Tensioners - I each main rod - 3. 3 each main extension rods bronze2 each small guide rods. bushings.

4. Extension springs total 80 4. Compression springs - 3 each @ 30pounds per tensioner. pounds each per spring per inch, i.e.,

for 3 inch movement, Z70 pounds totalper tensioner.

5, Aft elbows - smaller diameter, 5. Greater diameter because ofuses rollers. sprockets that pick up carriers.

6. Fwd flex chute - differ in 6. 26 each segments with solidamount of segments, i.e., 33 each fingers @ gun end.with flexible fingers @ gun end.

7. Transfer housing - 4 each small 7. 2 each large lug gun end attachlug gun end attach points, smaller points used with lg bolts (2 each),tear drops (Hughes-type transfer large strap-type tear drops. Housinghousing). used to upload through feed cover door

with loader/downloader). (W.D.C. typetransfer housing).

8. Gun unmodified for loader/down- Gun modified for loader/downloader -loader use. Must load @ aft rt, clutch housing and RD guide basetensioner. 2 each index dr. lock plate machined to accommodate upload-pins to hold index dr. to gun ing thru gun. Gun has 3 ea thru boltsreceiver. instead of lock pins, to accept loader/

downloader.

234

Table 3-9. ArMa.Weapon System0perat Ion

Rounds GunDate Tpc Iled Position

13 Nov +700 F 12 Fix Fwd

13 Nov +700 F 15 Fix Fwd

20 Nov +700 F 7 Fix Fwd

25 Nov -250 F 25 45 L, 45 Dn

28 Nov +100 F 41 45 L, 45 Dn

4 Dec -500 F 141 Fix Fwd

10 Dec 700 g 14 45 L, 45 Dn

12 Dec 700 F 18 45 Lr 45 Dn

15 Dec -250 I 205 45 L, 45 Dn

Total 478 Rounds Cycled

NOTE: I.Unable to cycle gun at +3250 g due to aircraft mission equipmentprobl ens.

2.Gun positions are only approximate,

235

............

• ]j3,10. YA~i-64 Einvirormental Survey (,-25°)

Crew Station: Pilot

Outside Air Tenp: -25*F

Environmental Control Unit: Full Heat

AIRFLOW (FPM) /TEMP (degrees F)

FLIGHT MODE LOCATION

LEFT RIGHT CYCLIC LEFT RIGHT"PEDAL PEDAL GRIP PANEL DUCT PANEL DUCT

Rotor Stopped 50 FPM/ 50 FPM/ENCU on 590 55.4o 62.60 1310 123.80

100% Rotor RPM 250 FPM 350 FPM 50 FPM"Flat Pitch(No Torque)

Hover 1200 FPM/ 1000 FPM/ 100 FPM/50% Torque 21.20 21.2* 35.60

"Takeoff 900 FPM/ 1100 FPM/ 70FPN/64% Torque 19.40 21.20 32

Climb/Cruise 1500 FPM 2000 PM 100 FPM100% Torque

Single Engine 700 FPM/ 700 FPN/ 100 FPPM.70% 17.60 21.20 42.80

236

Table 3-11. Y!-64 Environmental Suryve (-500 F)

Crew Station: Pilot

Outside Air Temp: -50°F

"Environmental Control Unit: Full Heat

*:: AIRFLOW (FPN) /TENP (degrees F)

FLIGHT MODE LOCATION

LEFT RIGHT CYCLIC LEFT RIGHTPEDAL PEDAL GRIP PANEL DUCT PANEL DUCT

Rotor Stopped 50 FPM/ 50 FPN/ENCU on 28.40 23

100% Rotor RPM 700 FPM/ 1500 FPP/ 100 FPKFlat Pitch -9.40 -7.60(No Torque)

Hover 900 FPM/ 1200 FPM/ 15.8047% Torque -14.80 -5.80

Climb -14.8* 15.80 134.60 l27.4*100% Torque

Cruise -14.80 -2.2° 19.40 134.60 127.49340 Torque

237

Table 3-12. YAH-64 Environmental Survey, Pilot Station (+1Z5°F)

Crew Station: Pilot

Outside Air Temp: 125OF

Environmental Control Unit: Full cool

AIRFLOW (FPM) /TEMP (degrees F)

FLIGHT MODE LOCATION

LEFT RIGHT CYCLIC LEFT RIGHTPEDAL PEDAL GRIP PANEL DUCT PANEL DUCT

100% Rotor RPM 100 FPM/ 200 FPI/ 50 FPMI/ 73.4o 770Flat Pitch 123.80 123.80 111.2*(No Torque)

Hover 900 FPM/ 750 FPM/54% Torque 1220 120.2* 1180 75.2* 75.20

Takeoff 900 FPM/ 1000 FPM/ 200 FPM/70% Torque 118.4* 120.2* 113"

"Climb 1000 FPM/ 1000 FPM/ 2W0 FPM/ 75.2° 80.6'

80% Torque 1220 123.80 113a

Power Descent 700 FPM 700 FPN37% Torque

238

Table 3-13. YAH-64 Environmental Survey, CPG Station (+1250 F)

Crew Station: CPG

Outside Air remp: 125"F

Environmental Control Unit: Full cool

AIRFLOW (FPN)/TEMP (degrees F)LEFT FLOOR RIGHT FLOOR RIGHT AFT LEFT PANEL RIGHT PANELmAUCT DUCT -DUCT DUCT DUCT5500 FPM/ 4500 FPM/ 4800 FPN/ I00 FPM/ 250 FPN/"8089.60 86o 89.60 96.80

4+ 239

•.....-- ------

Figure 3-Mission Equipment Air Tuiprature Survey

YAH-64'USA SN 74-22249Climatic Laboratory Temperature (+700-F)

* + TAOS TURN'-ON TEMPS

1-50 '*0 too-

rJ -0 0 0 .

wI x w

D1 -0

Ln00

SO- -(0 _50

-60 40 0

20 0 law--- - - - -- - - -- - - -

LAAi

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_j C. 0 0w JLO <~f

(AI

-0J0 0 a

Q C> -20 50 C) 20 '000 0 00 0 S I

TIME (MINUTES)

4 240

Figure 3-1 (Can't)Mission Eqipment Air Temperature Survey

VAN -64 USA SN 74-22249Climatic Labora~tory Temperature (+100 F)

TAOS TURN-ON TEMP5

00000 - - -

* .. ji 00 1-w

-n >r 40 "059

100 200, log

Ld I

o 0_ - wI- s

L~Lai

00 LW InN L Ire 40b

0 < 0

W to co

?0 0

1241

Figure 3-1 (Con't)Mission Equipment Air Temperature Survey

YAH-64 USA SN 74-22Z49Climatic Laboratory Temperature (+700 F)

TAOS rURN-ON TENPS

HUilI xl a00

"(I ;j L J -60 -00 -

LAJ

2• ..o = i ,.o a ,, - - - - - - - -

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ba 3 so ' s -

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242

.

"Figure 3-2Mission Equipment Air Tenperature Survey

YAH-64 USA SN 74-22249Climatic Laboratory Temperature (-250 F)

TAUS TURN-ON TEMPS

"ISO 40 Ito

100 W _ z. -o IN�€-U ZU I

.- uJ LL L0-w 0Ow Ilni

2tr oII.L • -1 (" .J--'O - •

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CTL~ (MINUTESx)

w In wQ72<

I�. ,-4

Figure 3-2 (Con't)Mission Equipment Air Temperature Survey

YAR-64 USA SN 74-22249Climatic Laboratory Temperature (-250 F)

TAOS TURN-ON TEMPS

05

'J-

""0an DS

o - w

00 00

00. i-UCl'VO LA

1.c) 0

fla. en-4 -5.

0o 40G 0 srS o 1

244

Figure 3-2 (Con,'t)Mission Equipment Air Temperature Survey

YARf-64 USA SN 74-22249 -20FClimatic Laboratory Temperature (2OF

17 TAOS TURN-ON TEMPS

40 CL~ lw

LUJ to LL 0 o

_j o 0 a

n 01LL 0-MU r1%

b... CO

0 L0

-C of

0. o

r-

C.,iC) 0

4 ~ a or- - - -- - -

245

Figure 3-3Mission Equipment Air Tanperature Survey

YAH-64 USA SN 74-22249Climatic Laboratory Temperature (-500 F)

12 TAOS TURN-ON TEMPS

a. w

t oo --

_j U Z

_J1. -0

C2.

-0 -o I

w •- L 0 -.

* 00 ---0a:r M _w

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0 40

<. C..

W 0 a

"" - '. 0 - 0- ii

4 0 70 n0* o 1110 to o tG ic ISO

* TIME (MINUTES)

246

Figure 3-3 (Con't)Mission Equipment Air Temperature Survey

YAH-64 USA SN 74-22249Climatic Laboratory Temperature (-500 F)

,13 TAOS TURN-ON TEMPS

a-6..JL...' j- .. N. <-1 ij U - '-r

00

r.<!<C o , L" ,t

'.0.° . 0

au a. wa-D -C 0

0 - ,

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•'-"T• "r' LL.C

I'-

-oM -- 0,Ar

-6 W to 3 30 s6o o 70 so- 1O 110+ : • *0TIME (MINUTES)

247

il-.

Figure 3-4Mission Equipment Air Temperature Survey

YAH-64 USA SN 74-22249Climatic Laboratory Temperature (+1250 F)

14 TAOS TURN-ON4 TEMlPSl.

$" IOi &J

z-z:J

0 --

0.0C - - -M I

IGO I DO log - - - - - -

r. r w

w°°0 - w.00 0 0

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an 00 W. log zi soS S 0~Tu

0il CNNTS

S' ~TIME' (1MINUTE'S

248

Y./

- - - - - - - - - - -

Figure 3-4 (Con't)Mission Equipment Air Temperature Survey

YAH-64 USA SN 74-22249Climatic Laboratory Temperature (+1250 F)

TAODS TUPN-ON TENPS

o- too

.-.- _U)

-n "- 1Lwia 0

c,0P

a..

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-C <. 0 6

TM sM-- ""E")•-"

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jjHajirt n Nioi 4sti W~. . -i

252

9..;9

253)

DISTRIbUTION

Deputy Chief of Staff for Logistics (DALO-SMM, DALO-AV) 1

Deputy Chief of Staff Operations (DAMD-RO) 1

Deputy Chief of Staff for Personnel (DAPE-HRS) 1

Deputy Chief of Staff for Research Development and

Acquisition (DAMA-PPII-T, DA)k-RA, DAYA-WSA) 3

Comptroller of the Army (DACA-EA) 1

US Army Materiel Development and Readiness Command

(DRCDE-SA, DRCQA-E, DRCDE-I, DRCDE-P) 4

US Army Training and Doctrine Command (ATTG-U, ATCD-T,

ATCD-ET, ATCD-B) 4

US Army Aviation Research and Development Command

(DRDAV-DI, DRDAV-EE, DRDAV-EG) 10

US Army Test and Evaluatiou Command (DRSTE-CT-A,

DRSTE-TO-O) 2

US Army Troop Support &ad Aviation Mkteriel Readiness

Command (DRSTS-0) 1

US Army Logistics Evaluation Agency (DALO-LEI) 1

US Army Materiel Systems Analysis Agency (DR-XSY-R, DRXSY-MP) 1

"US Army Operational Test and Evaluation Agency (CSTE-POD) I

US Army Armor Center (ATZK-CD-TE) 1

US Army Aviation Center (ATZQ-D-T, ATZQ-TSM-A,

ATZO-TSH-S, ATZO-TSM-U) 4

US Army Combined Arms Center (ATZLCA-DM) I

US Army Safety Center (IGAR-TA, IGAR-Library) 2

US Army Research and Technology Laboratories/Aeromechanics

Laboratory (DAVDL-AL-D) I

"Defense Technical Information Center (DDR) 12."

US mlitary Academy (MkDN-F) I

US Army Research and Technology Laboratories/Applied

Technology Laboratory (DAVDL-ATL-D, DAVDL-Library) 2

US Army Research and Technology Laboratories/Proplusion

"Laboratory (DAVDL-PL-D)

US Army Research and Technology Laboratories

(DAVDL-AS, DAVDL-POM (Library)) 2

MrMC-TEA (Mrr-TRC) 1

"ASD/AFXT 1

Program Manager, Advanced Attack Helicopter

(DRCPH-AAH-TM, DRCPH-AAR-APH-TE) 6

US Army Operational Test and Evaluation Agency

(CSTE-TH-AV) 1

General Electric (AEG) 1

"US Army Nkteriel System Analysis Agency (DRXSY-AAS) 1

Hughes Helicopters (M. Gerry Ryan) 3

US Army Mdssile Command (DRCPIM-HDT-T) 1

-I

Ii