Chapter (2) ACFT and Systems AH64E.pdf

TM (QT) 1-1520-263-10 CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION SECTION I. AIRCRAFT 2-1. AIRCRAFT GENERAL...

TM (QT) 1-1520-263-10 CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION SECTION I. AIRCRAFT 2-1. AIRCRAFT GENERAL b. The tail rotor is a semi-rigid design and consists of four blades. The AH-64E Apache helicopter is a twin engine, tandem seat, aerial weapons platform. 2-5. ENGINES This chapter describes the crew interface requirements The helicopter is powered by two turboshaft engines. for management of AH-64E Apache aircraft systems. Power is supplied to the main transmission through en- Aircraft systems are the non-mission related systems gine mounted nose gearboxes, shafts, and over-running that provide basic aircraft operations. Interface with air- clutches. The main transmission drives the main and tail craft systems is provided by the multiplex (MUX) data rotors and accessory gearbox. bus, and serial links. The MUX bus system provides the main interface for components and systems involved in 2-6. WINGS Aircraft Systems Management (ASM). Left and right wings are attached to the center fuselage. 2-2. GENERAL ARRANGEMENT Each wing provides two hard points for external stores pylons with hydraulic and electrical quick-disconnects. Figure 2-1 depicts the general arrangement of the Wing tip pylons are installed on the outboard portion of AH-64E Apache helicopter including access panels and each wing for mounting the ATA launchers. major exterior components. 2-7. SPECIAL MISSION KITS 2-3. FUSELAGE The helicopter can be equipped with the following kits: The fuselage includes a forward, center, and aft section. All major weight items (crew, fuel, and ammunition) are Longbow Fire Control Radar (FCR) supported by bulkheads, frames, and a longitudinal sup- Winterization port structure. Extended Range Fuel System a. The forward fuselage section contains a portion of the Extended Forward Avionics Bays (EFAB), and the ASE CPG station. The TADS, PNVS, and M230E1 AWS are Air to Air to Ground (AAG) also mounted to this section. Upper Receiver (UR) b. The center fuselage contains a portion of the Link 16 EFAB, the pilot station, and provides support for the main landing gear, main transmission, wings, fuel cells, 2-8. PRINCIPLE DIMENSIONS and ammunition bay. Figure 2-2 illustrates principle helicopter dimensions. c. The aft fuselage section includes the vertical sta- bilizer and mounts the tail landing gear. The aft avionics 2-9. TURNING RADIUS AND GROUND bay and stowage compartments are contained in the aft section. The tail rotor, drive shafts, gearboxes, and sta- CLEARANCE bilator are attached to the aft section. Figure 2-3 illustrates helicopter turning radius and ground clearance. 2-4. ROTORS a. The helicopter has a fully articulated four-blade main rotor system equipped with elastomeric lead-lag dampers. 2-1 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-1. General Arrangement (Sheet 1 of 2) 2-2 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-1. General Arrangement (Sheet 2 of 2) 2-3 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-2. Principle Helicopter Dimensions 2-4 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-3. Turning Radius and Ground Clearance 2-5 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 2-10. DANGER AREAS e. Flare Dispenser. Personnel should avoid stand- ing forward of either flare dispenser. Figure 2-4 illustrates aircraft danger areas as described in the following subparagraphs: f. Gun, Missile, and Rocket. Personnel should avoid standing directly in front of or behind the aircraft a. Approaching Operating Aircraft. Personnel when live ordnance is installed on the aircraft. approaching an operating helicopter shall do so at a 45° angle from the front. The approach shall be made g. Laser. The laser must be given special safety from well outside the rotor disc area until recognition is considerations because of extreme danger involved dur- received from the pilot. The pilot will signal when closer ing its operation. approach is safe. h. SATCOM (VU1). When the ARC-231 radio (VU1) is operating in SATCOM mode, up to 125 Watts of b. Tail Rotor Air Flow and Main Rotor Down- power can be transmitted from the SATCOM antenna. wash. When the helicopter is in a hover or operating at Personnel should not be within a 10 foot radius of the takeoff power, the downwash and airflow may be dan- SATCOM antenna on the catwalk area when the VU1 gerous even outside the turning radius of the helicopter. is operating in SATCOM mode. c. Exhaust Gases. Personnel should remain clear i. Link 16. When the Link 16 is operating on the of areas exposed to exhaust gases (i.e. helicopter en- ground, up to 50 Watts of power can be transmitted from gines and APU). Severe burns may result from exposure the Link 16 antennas located on each wing. Personnel to these areas. should not be within a 5 foot radius of the Link 16 anten- nas. d. During Canopy Jettison. Acrylic fragments may be propelled up to 50 feet from the helicopter. Per- j. Environmental Control System Exhaust. High sonnel approaching a crash damaged helicopter must temperature, high velocity air is exhausted from the rear look for a signal from the crew that closer approach is of both EFABS. Personnel should remain clear of these safe. exhaust areas when working on or around the helicopter. 2-6 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-4. Danger Areas 2-7 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 2-11. LANDING GEAR (b) On the TAIL WHEEL panel, the pushbut- ton illuminates to indicate UNLOCK. Pressing a push- a. Main Landing Gear. Each main landing gear button again de-energizes the unlock actuator and al- support consists of a trailing arm and a nitrogen/oil lows spring force to insert the lock pin when the tail shock strut. wheel is aligned to center position (the UNLOCK push- button light will be extinguished). (1) Trailing Arm Upper Ends. The upper ends of the trailing arms attach to a cross tube which (c) When the aircraft is on the ground, the passes through the fuselage and is supported by fuse- T/W UNLK SEL or T/W LOCK SEL is displayed on the lage anchored pivot bearings. EUFD to indicate the commanded state. (2) Trailing Arms. The trailing arms transfer (d) If the tail wheel is unlocked manually, it the helicopter landing and static loads to the airframe. can be locked from either crew station by pressing a tail wheel lock/unlock switch. (3) High Performance Shock Strut. The High Performance Shock Struts (HPSS) absorb vertical (e) The tail wheel is locked to: loads. The upper ends are attached to mounts on the fuselage structure. Each shock strut has a variable Absorb rotor torque reaction during rotor brake operation. metered orifice which allows hydraulic fluid to move from one area to another at a controlled rate to slowly Prevent shimmy during rolling takeoffs and absorb the energy and decelerates the aircraft from a landings. certain sink rate to a full stop. Prevent swivel during ground operation in high winds. Prevent swivel during operation on slopes. Attention must be given to rate of POWER LEVER movement when the tailwheel is on slippery surfaces (e.g. Snow or ice) , or when releasing ROTOR BRAKE during a lock start. Rapid application of POWER LEVER, or re- leasing the ROTOR BRAKE, can result in an un-commanded turn of the helicopter. b. Tail Landing Gear. The tail landing gear con- sists of two trailing arms, nitrogen/oil shock strut, fork, axle, and wheel. The shock strut has an impact ab- Figure 2-5. TAIL WHEEL Panel sorbing capability similar to that of the main landing gear shock strut. c. Landing Gear Brakes. The brake system af- The tail wheel has a 360° free swiveling capability for fects only the main landing gear wheels. The landing taxiing and ground handling. The tail landing gear sys- gear brakes consist of two independent hydromechani- tem incorporates a spring loaded tail wheel lock. cal systems, one left and one right. The tail landing gear can be locked/unlocked: Braking is initiated by either crewmember applying pres- sure to the top portion of the directional control pedals, (1) Manually on the ground using a handle at- which activates a hydraulically filled master cylinder at- tached to the actuator. tached to each brake pedal. NOTE (2) Hydraulically from the crew station by hy- If the PARK BRAKE handle is pulled out without draulic pressure from the utility hydraulic system. Hy- pressure applied to the brake pedals, the PARK draulic pressure is routed to the tail wheel unlock actu- BRAKE handle may remain out but the brakes ator through a control valve located in the tail boom. will not be set. (a) The valve is controlled by lock/unlock To set the brakes, a crewmember applies and maintains switches on the TAIL WHEEL panel (Figure 2-5) and pressure on the brakes until the PARK BRAKE handle collective flight control grips (Figure 4-8). The tail wheel is pulled out by the pilot. When the brake pressure is lock/unlock switches are alternate action pushbuttons. released, the handle can be released. If the handle re- Pressing a button energizes the unlock actuator and mains out, the parking brakes should be set. retracts the locking pin. Either station can release the parking brake by exerting pressure at the top of the directional control pedals. Change 1 2-8 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 2-12. WINDSHIELD AND CANOPY equipped with back, seat, and lumbar support cushions. Each seat is equipped with a shoulder harness, lap a. Windshield. The windshield consists of two belt, crotch belt, and inertial reel. The shoulder harness heated, glass panels. One is directly forward and one and belts have adjustment fittings, come together at a is directly above the CPG. common attachment point, and provide a single release b. Canopy. The canopy consists of five acrylic pan- that can be rotated either clockwise or counterclockwise els: two on each side of the crew stations and one di- to simultaneously release the shoulder harness and all rectly above the pilot. The two canopy panels on the belts. right side are independently hinged. They latch and un- latch separately by interior and exterior handles. They NOTE swing upward and outward to provide ingress/egress to/from the crew stations. Failure to properly close ei- Seat height should be adjusted to the bore- ther canopy will cause the CANOPY OPEN advisory to sight position for all flight operations. Viewing appear on the EUFD. The two canopy panels on the left MPDs when the seat is not in the boresight side are fixed and do not open. Refer to Chapter 9 for position can result in symbol color change information about the canopy jettison system. on the MPDs, as well as reduced quality or distortion of MPD video information. The 2-13. CREW STATIONS MPD viewing cone accommodates normal body movement when the seat is adjusted to Crew stations are arranged in tandem and are separated the design eye position. by a transparent ballistic shield. The CPG station is for- ward of the pilot’s station. The crew stations are laid out The crewmember should be seated prior to releasing the vertical adjust control handle, as similar to each other. Handholds and steps permit the spring force will cause the seat to jump up if crew to enter and exit on the right side of the helicopter. weight is not applied. The canopy frame and transparent ballistic shield form a structure designed to provide safety to the crew in the a. Seat Height Adjustment. The seats are ad- event of a rollover. justable for height only. Seat adjustment is controlled by a lever on the right front of the seat bucket. When the a. Transparent Ballistic “Blast” Shield. The blast lever is pulled out (sideways), the seat can be moved shield separates the two crew stations. The Blast shield vertically. The lever returns to the locked position when is designed to stop fragments of a round penetrating released. Springs counterbalance the weight of the one crew station from entering the opposite crew sta- seat during seat height adjustments. tion. Additionally, the blast shield is a rigid structure that is designed to keep the structural integrity of the crew b. Seat Position Sensors (SPS). A set of seat po- stations in the event the aircraft rolls over. sition sensors are mounted to the back of each seat to b. M-4 Gun Mounts. The M-4 gun mounts are lo- indicate to the IHADSS magnetic tracking system where cated on the right side of the airframe in each crew sta- the seat is and updates for any seat height adjustment. tion and provide a mounting point for the crewmember's weapon during flight. c. Inertia Reel Operation. A two position shoulder harness inertial reel lock lever is on the left front of each 2-14. CREWMEMBER SEATS seat. (1) When the lever is in the aft position, the shoulder harness lock will engage with an acceleration Seats stroke downward during a crash, and any of 6 Gs in any direction and/or if the webbing is exposed obstruction may increase the possibility of in- to an acceleration of 2-1/2 Gs or greater, they remain jury. Items shall not be placed beneath seats. locked until the lock lever is placed forward and then aft. The armored seats (Figure 2-6) provide maximum (2) In the forward position, the shoulder har- survivability and minimum vulnerability. The seats are ness lock is locked. 2-9 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-6. Crewmember Seat 2-15. CONTROLS, DISPLAYS, INSTRUMENT PANELS AND CONSOLES Figures 2-7 and 2-8 provide an overview of controls, dis- plays, and instrumentation in both crew stations. Individ- ual controls, displays, and instruments will be discussed with their associated systems. 2-10 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-7. Pilot Station 2-11 Change 3 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-8. CPG Station 2-12 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 2-16. MULTIPURPOSE DISPLAY (MPD) will enter a screen save mode in which the display back- light extinguishes if no button presses have been re- The MPDs provide the capability for controlling and ceived within 5 minutes. The MPD can be brought out monitoring of most aircraft systems. The MPD is a of screen save mode by selecting any button on either color display which displays video images provided by MPD in that crew station. Cursor and knob operations the MMP. There are two MPDs in each crew station will also interrupt the screen save mode. supported by AC power. e. MPD Viewability Controls. Each MPD has The reference designators displayed in Figure 2-9; T1 - independent controls for adjustment of display image T6, L1 - L6, R1 - R6, and B1 - B6 are used to identify the quality. respective MPD button locations. B1 button is always the menu (M) button. (1) Brightness (BRT) Knob. The BRT knob varies the intensity of the display video and/or symbol- ogy. The brightness range available is affected by the DAY/NIGHT/MONO control selection. The BRT knob on the RH MPD also adjusts daytime intensity of the CCP displays. (2) Video Enhancement (VID) Knob. The VID knob allows a crewmember to optimize the video on that MPD for a specific sensor or scene content. Leaving the VID knob in the center detent position provides unmodified video. (a) Rotating the VID knob clockwise bright- ens the video and can bring out information within the dark areas. (b) Rotating the VID knob counterclockwise darkens the video and can bring out information within the bright areas. NOTE The VID knob is optionally used with data en- try buttons that have a "knob" icon displayed Figure 2-9. Multipurpose Display in the label to incrementally adjust the value for the selected data entry button. When a data entry button is selected, the VID knob a. Eyewear Restrictions. MPDs emit polarized can be used to "dial up" (clockwise rotation) light. Polarized sunglasses should not be worn by the the value or "dial down" (counter-clockwise crewmembers, because they could make the display rotation) the value. appear black. Sunglasses which preferentially block certain colors (e.g. yellow or green tint glasses) should Selection of any other button while the data not be used as they can alter or cancel MPD colors. entry (knob icon) button is selected will de- Neutral density gray sunglasses are compatible with select the button and the VID enhancement color displays. The MPDs are compatible with approved knob will adjust the map video. laser glasses and visors. b. Cleaning Restrictions. The MPDs should be During single MMP operations, the video enhancement cleaned with a clean cotton cloth and alcohol. Ammo- function uses a last-select logic. nia-based cleaners shall not be used. When displaying a map on the TSD page, the VID knob c. Response To Touch. The MPDs will feel warm controls the amount of attenuation on the map underlay. to the touch during normal operation. Crewmember The attenuation allows for better visual separation of the touches will result in localized cooling of the glass, and TSD symbols from the map underlay. a color fingerprint will display at the location of the touch for a short time. The displays will not be damaged by 1 Rotating the knob clockwise decreases routine handling. the attenuation (brightens the map underlay). d. Screen Save Mode. During ground operations 2 Rotating the knob counterclockwise in- on external power with the power levers OFF, the MPDs creases the attenuation (darkens the map underlay). 2-13 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 g. Asterisk (*) Button. The Asterisk (*) button is NOTE used to cycle through MPD page formats as set up by For Day Mode dimming of the CCP display leg- each crewmember for each MPD. There is an asterisk ends, the PRIMARY lighting knob on the INTR icon displayed adjacent to the asterisk button to allow LT panel must be in the OFF position (full CCW). for cursor selection. Day Mode: With the right MPD set to DAY h. Menu Button. The Menu button is used to dis- mode, the right MPD BRT knob dims both the play the MENU page on the MPD when selected if the MPD and the CCP display legends. MENU page is not displayed. The DMS page is dis- played if the Menu button is selected while the MENU Night Mode: With the right MPD set to NT page is displayed. or MONO the PRIMARY lighting control on the INTR LT panel will dim the CCP legends i. MPD Variable Action Bezel Buttons. MPD vari- concurrently with the primary lighting which able action buttons on the bezel are used to select the includes the CCP lightplate. page displayed on that MPD, or to make selections or commands specified by the adjacent display text label. (3) DAY, NIGHT (NT), MONO Knob. The j. MPD Button Control Affect. MPD pushbutton DAY, NT, MONO knob varies the operating range of the control selections can have one of the following affects: BRT controls and the color mode. (1) Aircraft/Common Affect – Controls hav- (a) DAY – provides MPD white or green ing an aircraft affect are referred to as common to both video underlay and color symbols which can be used crew stations. For example, changes to the fuel system from bright daytime ambient conditions to dim twilight controls affect the entire fuel system (aircraft), and con- ambient conditions. trols/displays in both crew stations. (b) NIGHT – provides MPD white and green (2) Crew Station Only Affect – Controls hav- video underlay and color symbols which can be used ing a crew station affect are referred to as independent from completely dark to dimly lit or nighttime ambient in each crew station. For example, the majority of the conditions. WPN page controls are independent for that crew sta- tion. (c) MONO – provides green video underlay and green symbols which can be used from completely (3) MPD Only Affect – Controls that only dark to dimly lit ambient or nighttime conditions. change what is displayed on an MPD are referred to as MPD affect. Page button selections are considered an The NT and MONO modes provide an expanded lower MPD affect. That page change is reflected only on the dimming range to allow fine adjustment to accommodate MPD where the page pushbutton is selected. Another various nighttime ambient and dark adaptation condi- example, changing the map scale on the TSD page tions. affects only the control and display of the map scale on that MPD. Backlight brightness control for DAY, NT, MONO knob is not impacted by single MMP operation. If either MPD k. Interrupting a Process. If an MPD bezel push- is set to MONO, only green symbols and video will be button is pressed to start a process, pressing an unre- available for that MPD set. Otherwise, color symbols lated MPD bezel button will abort the original process and white or green video will be available for that MPD. and the new selection process is accepted. For exam- ple, if a data entry button is pressed, setting the Key- NOTE board Unit (KU) for data entry, and an unrelated MPD Selection of the A/C FAB will select the ENG bezel pushbutton is selected, the data entry process is page on the ground and the FLT page off the aborted and the new selection is accepted. squat switch initially and then toggle between the two pages with each button selection. l. MPD Button Types. There are many types of buttons used on the MPDs. The types of buttons used f. Fixed Action Buttons (FAB). The fixed action on the MPDs will be discussed in the following para- buttons are used to immediately display a page on the graphs. MPD and include FCR, WPN, TSD, VID, COM, and A/C. This provides quick access to the selected page when (1) Page Buttons. Page buttons (Figure 2-10) the respective button is selected. are used to select the desired page on the MPD. 2-14 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (5) Two State Buttons. Two state buttons (Figure 2-14) are used to toggle hardware or operating modes between one of two states. Figure 2-10. Page Buttons (2) Maintained Buttons. Maintained buttons (Figure 2-11) are used to set hardware or operating modes. Figure 2-14. Two State Buttons (6) Grouped and Multi-State But- tons. Grouped and Multi-state buttons (Figures 2-15 and 2-16) are used to select the desired state of a system or operating mode when there are three or more options available. Figure 2-11. Maintained Buttons (3) Momentary Buttons. Momentary buttons (Figure 2-12) command the aircraft systems to perform the action described by the text label. Figure 2-15. Grouped Buttons Figure 2-12. Momentary Buttons (4) On/Off Buttons. On/Off buttons (Figure 2-13) command hardware to be powered on or off, or to turn operating modes on or off. Figure 2-13. On/Off Buttons Figure 2-16. Multi-State Buttons 2-15 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (7) Data Entry Buttons. Data entry buttons (Figure 2-17) are used to enter alphanumeric and spe- cial character data entry using the KU. Figure 2-19. Paging List Buttons m. Button Selection Indications. When the crew Figure 2-17. Data Entry Buttons makes a button selection there is visible feedback of the button selection. (8) Scroll Buttons. Scroll buttons (Figure 2-18) are used to scroll through lists of buttons or to NOTE move graphics up or down. When the cursor is moved in the area of a selectable option (e.g. Bezel button controls) the option will be highlighted to indicate to the crew that the cursor is in a selectable area. This should not be misinterpreted as OIP. In MONO mode, labels which would be dis- played in red or yellow during NIGHT mode continue to be displayed in bold font. (1) Bold Font/Characters. Button labels show bold intensity when the cursor is close enough to the symbol to choose it (Figure 2-20). Upon cursor selection, the bolded item will be chosen. Bold fonts are also applied to any characters displayed in inverse video, and any characters which are displayed in red or yellow colors. Figure 2-18. Scroll Buttons (9) Paging List Buttons. Paging list buttons (Figure 2-19) are used to select previous (left) and next (right) pages. Figure 2-20. Bold Character Presentation (2) Management by Exception. The man- agement by exception rule states that if a component is not installed or turned on, the controls and any dis- plays for that system will not be displayed on any MPD page. Likewise, if a system or procedure has not been 2-16 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 properly set up, the controls or applications to run the with a white triangle (Figure 2-23) between the button system will not be displayed. and text label, pointing to the button to be selected for a retry. (3) Button/Label Not Selectable. If a button is not selectable in the current operating mode and does contain relevant information, it is displayed with a partial intensity barrier, separating it from the adjacent bezel button (Figure 2-21). Figure 2-23. Command Failed Triangle (6) Data Field display of Invalid or Missing Data. If data is invalid or missing, a question mark (white) is displayed in the data field if this is a result of a system error, or is a non standard condition. 2-17. MPD OPERATION Crewmembers are provided consistent display feedback to indicate the current aircraft states. In general, infor- mation is displayed by exception. If it is not relevant to the current task or conditions, it will not be presented. Figure 2-21. Not Selectable Barrier For example, engine instruments will not routinely be presented constantly on the MPD after engine startup. However, the system will provide the ENG page auto- (4) Operation In Progress (OIP). The current matically if an emergency condition occurs. state of buttons are displayed in inverse video while their state is changing, or an operation is in progress (Figure a. MPD Color Application. Seven colors are used 2-22). The new state is displayed at the completion of to indicate the following conditions: the process in normal video. Buttons cannot be selected while they are OIP. Green: Normal (default), advisory conditions Red: Warnings, Enemy Threats Yellow: Cautions, Hazards White: Attention Cyan: Friendlies, sky of attitude indicator Brown: Ground of attitude indicator Magenta: Instrument flight related data (e.g. course deviation indicator) Partial Intensity of any of these colors, to de-em- phasize normal conditions. Partial green may appear blue-green. Partial yellow may appear brown or orange. b. Status Windows. Information which is provided by a system, such as status indications or digital read- outs, are contained within a status window with rounded Figure 2-22. Operation In Progress corners (Figure 2-24). Crewmember selected options are indicated by a box. Crewmember selected options, (5) Command Failed. If a crewmember com- such as those in a grouped options bracket, are indi- mand did not happen, the button selected is displayed cated by a box. 2-17 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Tabs will be numbered and an indicator in the upper right area of the interactive window will display the tab se- lected and the total number of tabs available. Interactive windows include the following: Selectable tabs Fast tab left/right arrows – Allows crew to quickly advance through tabs Header line – displays indication of the current in- teractive window displayed List selections – list of selectable items for the dis- played interactive window When an interactive window is displayed, associated bezel controls are displayed for navigating through the interactive window and include: Left/Right Arrows (B2, B5) – (only displayed when a multiple tab interactive window is displayed) Allows the crewmember to select through the tabs Figure 2-24. MPD Status Indicators and Readouts Up/Down Arrows (B3, B4) – Allows the crewmem- ber to select up/down through the displayed list of se- 1. Status windows lections 2. Selectable options Selection button (B6) – Allows the crewmember to enter/select the selected interactive window selection d. Automatic Paging (Autopaging) of MPD For- mats. The ENG page is automatically displayed to the crew in response to all aircraft warnings that have voice message capability. ASE information is automatically displayed to the crew in response to detection of ASE or MRFI threats. (1) DMS Autopage. When ENG is autopaged, it is displayed on the left MPD unless already displayed on the right, or unless the left MPD displays the FLT page. In the latter cases, the right MPD displays the ENG page. The CPG can suppress ENG autopaging in that crew station using the DMS AUTOPAGE button on the DMS UTIL page. NOTE ASE autopage settings are crew station inde- pendent. (2) ASE Autopage. The ASE system updates Figure 2-25. MPD Interactive Windows the crew with the current ASE and MRFI threat infor- mation when a threat detection threshold is reached. c. Interactive Windows. Windows displaying se- Each crewmember can alter or disable the threshold lectable selections (Figure 2-25) can be displayed on a level through the PAGE ASE/TSD button located on the page allowing a crewmember to use the cursor to make ASE and TSD UTIL page. Threat detection thresholds the selection or use an associated bezel selection. are Search (SRCH), Acquisition (ACQ), Track (TRK), Launch (LNCH) and OFF. An MPD autopage will occur The interactive window is a box with square corners that when ASE or MRFI information has been updated. can contain singular tab data or multiple tabs with data on each tab. Selections are displayed as a list on each If the crewmember is not viewing the ASE, TSD, FLT or tab. Emergency ENG page on either MPD, the system 2-18 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 will autopage the right MPD to the selected AUTOPAGE of desired movement. Cursor speed increases with button (ASE or TSD) setting. If the FLT or Emergency increasing force applied. The cursor is positioned to ENG page is displayed on one MPD, the other MPD will another display by: autopage to TSD or ASE as selected by the crewmem- ber. If the FLT and Emergency ENG page are both dis- (1) Moving it to the adjacent edge of the MPD, played or if the TSD or ASE page is displayed on an and then double bumping it over to the next TEDAC or MPD then no autopaging will occur. MPD display. If a TSD autopage occurs, then the TSD page is dis- (2) The cursor can be moved to the center of played with the ASE show settings ON, the map pan the other MPD by selecting the collective mission control OFF and the ownship centered. grip or LHG CURSOR Display Select button. e. Switch Paging of MPD Formats. The following Cursor selections can be made by: physical switch actions cause an autopage to the MPD without bezel button selection: Pressing the center detent of the cursor con- troller (1) Emergency Hydraulic (EMERG HYD) Pressing the cursor enter on the collective mis- Button. If the EMERG HYD button on the EMER- sion grip GENCY panel is pressed, the ENG page will be displayed. Selecting the ENTER pushbutton on the RHG (2) Engine Start. If the ENG START switch is The cursor is stowed in the lower left corner of the MPD pressed, the ENG page (ground format) is displayed in three minutes after the last use. If in a valid selection the pilots station only. Advancing both power levers to area, the cursor will remain in that valid selection indef- FLY causes the ENG page to change from Ground for- initely. mat to Flight format. The cursor is automatically positioned to the FCR page’s (3) Sight Select FCR. Selecting FCR us- NTS button when a crewmember who has the FCR as ing the sight select switch establishes control of the his selected sight initiates an FCR scan or selects a new FCR/UAV (only the CPG can select UAV) to that crew next-to-shoot symbol using the cursor. station in the mode/format last selected. If the FCR/UAV page is not currently displayed on either MPD or the If the cursor is located on the MPD at the asterisk, it will TEDAC, it is automatically displayed on the left MPD (in remain at that location allowing the crewmember to tog- that crew station). All controls are available. gle through the pages by cursor entering at the asterisk. (4) Instant FLT Page Access/Return. Press- h. Cursor Presentation. The cursor will be dis- ing the Z-axis of the symbol select switch on the cyclic played in different formats based on a current operation, grip in a crew station will display the FLT page on the left mode or selection (Figures 2-26 through 2-30). MPD with the standard FLT page format with no video underlay selected. (1) The standard cursor is circular with the marks extending outward. Subsequent switch selection will toggle the left MPD be- tween the FLT page and the previous page selection. The return function will remain in effect until a page change occurs as a result of entry into single MMP, au- topaging, switch paging, subsystem button selection, or page button selection. f. Cursor Control. Control of the pilot and CPG’s MPD cursor symbols in each crew station is independent of the other crew station. Bezel button inputs override simultaneous cursor entered inputs. Figure 2-26. Standard Cursor Symbol g. MPD Cursor Operation. Both crewmembers (2) Central crosshairs are displayed when in have the capability to select options on the MPD through an operating mode which allows selection of individual the use of cursor controls on the collective mission icons. When selecting an icon, the icon is displayed over grip and the handgrips. The cursor is positioned on the cursor. the MPD by providing a force input in the direction 2-19 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 2-18. MPD PAGES MPD pages are selected using the following button types: Variable action buttons Fixed action buttons (FCR, WPN, TSD, A/C, COM, or Figure 2-27. Cursor Selectable Symbol VID) Asterisk (*) button (3) During FCR Zoom (Figure 2-28) and TSD page target reference point creation (Figure 2-29), the Menu (M) button cursor symbol graphic changes to a size encompassing the area to be zoomed or to be the target reference point. a. Subsystem Organization. All aircraft top-level FCR Zoom cursor is white in color. pages can be accessed via the Menu page. (1) The Menu page is accessed by selecting the M bezel button. (2) The top level format displayed is the format selected by the Menu page or fixed action button (FCR, WPN, TSD, A/C, COM, or VID). The top level format label is presented over the M button. (3) The top-level pages can be accessed di- Figure 2-28. Cursor Symbol FCR Zoom Operation rectly through their respective subsystem buttons and include: (4) On the BAM page, with PFZ selected and zone set to TRP, the cursor is displayed as the target NOTE reference point cursor. Selecting the A/C button will toggle the MPD between the FLT and ENG pages. Fire Control Radar (FCR) Weapons (WPN) Tactical Situation Display (TSD) Aircraft (A/C) Figure 2-29. Cursor Symbol Target Reference Communications (COM) Point Video (VID) (5) During panning operations on the PAN b. Menu Page. The Menu top level page (Figure page the cursor is changed to the Panning cursor 2-31) is accessible from any other page by double action (Figure 2-30) when in the Cursor mode. of the Menu button. Figure 2-30. Cursor Panning Operation (6) During single MMP operations, the CPG cursor will display with tic marks slightly altered (Figure 9-16). 2-20 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (8) WPN Button (L5). The WPN button pro- vides access to weapons controls, weapons status (loads, coding, tracking, faults), arm/safe status, sight and acquisition source moding, LRFD and LST cod- ing, IHADSS grayscale, boresight controls, and ASE dispense status. (9) FCR Button (L6). The FCR button pro- vides access to Fire Control Radar targeting and radar scan moding controls. (10) UR Button (L6). The UR button (if UR in- stalled) provides access to the UR page. (11) COM Button (R6). The COM button pro- vides access to presets and tuning. (12) DMS Button (B1). The DMS button pro- vides access to the Data Management formats. (13) ENG Button (B2). The ENG button pro- Figure 2-31. Menu Page vides access to engine instruments. The following selections are available on the Menu (14) FLT Button (B3). The FLT button pro- page: vides access to flight instruments. (1) VIDEO Button (T1). The VIDEO but- (15) FUEL Button (B4). The FUEL button pro- ton provides access to real-time display of sensor vides access to fuel system controls. video controls. It also provides access to the DVR, MPD,PMSNandAAG pages. (16) PERF Button (B5). The PERF button pro- vides access to performance information and controls. (2) DVR Button (T2). The DVR button pro- vides access to the DVR controls. (17) UTIL Button (B6). The UTIL button pro- vides access to the aircraft subsystem utility controls, (3) AAG Button (T3) The AAG button provides including the cockpit ECS, anti-icing controls, and flight access to the AAG controls. controls. c. INIT Page. The INIT (Initialization) page pro- (4) INIT Button (T5). The INIT button provides vides functions that help the crew initiate tasks. The access to the initialization page used to confirm aircraft INIT page is accessed from the MENU or COM page. initialization settings and/or to initialize certain tasks. The INIT page displays the following common controls: (5) Asterisk (*) Button (T6). The (*) button (1) MSN Button (T1). The MSN button is used provides access to the (*) Asterisk page. to access shutdown and FARP tasks. (6) ASE Button (L3). The ASE button pro- (2) COM Button (T2). The COM button is vides access to Aircraft Survivability Equipment (radar used to access COM related tasks. warning receiver, MRFI, dispensers, etc.) and display of any detected threats. (3) CDAS Button (T3). The CDAS button is used to access CDAS related controls. (7) TSD Button (L4). The TSD button pro- vides access to the Tactical Situation Display navigation d. INIT Page – Shutdown Controls. When the route, hazards, threat, and target coordinates, display INIT button is set to SHUTDOWN, controls used to shut of boundary lines, phase lines, and engagement areas down the aircraft are displayed. as well as sensor footprint area. 2-21 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (8) ERASE DVR Button (R2). The ERASE DVR button is used to erase files from the DVR (eS- SRD). Selecting the ERASE DVR button will display the following options: (a) NO Button (R2). The NO button is used to deselect the ERASE DVR button. No files will be erased from the DVR (eSSRD). (b) NON EVENT FILES Button (R3). The NON EVENT button is used to erase all files from the DVR (eSSRD) that are considered to be non event related. (c) ALL CLIPS Button (R4). The ALL FILES button is used to erase all recorded clips from the DVR (eSSRD). (d) ALL FILES Button (R5). The ALL FILES button is used to erase all recorded files from the DVR (eSSRD). Figure 2-32. INIT Page – SHUTDOWN Selected (9) SATCOM LOGOUT Button (R3). The The following unique selections are available on the INIT SATCOM LOGOUT button is used to log the VU1 radio page (Figure 2-32) when INIT is set to SHUTDOWN: off the satellite net if SATCOM was used during the flight. (1) INIT Button (L1). The INIT button is used to select between SHUTDOWN and FARP. (10) DVR AUTORECORD Button (R5). The DVR AUTORECORD button is used to set how the DVR will record. The button toggles between: (2) MASTER OFF Button (L2). The MASTER OFF button is used to shutdown aircraft systems. Se- lecting the MASTER OFF button will set the eSSRD (a) TAKE OFF/EVENTS. Will start recording to STBY, IDM to STBY, and shutdown the FCR, UR, when the aircraft is off the squat switch and every event TADS, and PNVS (if possible). if the DVR recording has been selected off. (3) FCR Button (L3). The FCR button en- (b) EVENTS ONLY. Will only start recording ables/disables the FCR. when a recordable event occurs. NOTE (4) UR Button (L3). The UR button en- Failure to set the IDM to STBY could corrupt the ables/disables the UR system. IDM’S software. (5) TADS Button (L4). The TADS button en- ables and disables the TADS. (11) IDM Button (R6). The IDM button toggles between standby and operate. The IDM is initialized to (6) PNVS Button (L5). The PNVS button en- STBY when the aircraft is powered up. When a COM ables and disables the PNVS. upload is commanded which contains IDM configura- tion data (such as MASTER LOAD, IDM CONFIG, COM (7) DVR STBY Button (L6). The DVR STBY ALL, etc.), the IDM will automatically mode to OPER. button is used to place the DVR into standby which stops When the IDM is in STBY, digital messages cannot be the recorder from recording. transmitted or received. The IDM must be set to STBY before removing power from the IDM. When in STBY, NOTE an IDM IN STANDBY advisory will be displayed on the COM page and EUFD. The ERASE DVR button will be barriered if either DVR channel is in record or playback (12) AAG Button (B2). The AAG button en- or an eRMM is not installed in the eSSRD. ables/disables the AAG system. The ERASE DVR does not change the clas- sification level of the eRMM. 2-22 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (13) Stabilator Icon. The stabilator position (1) XPNDR Button (T5). The XPNDR button is icon is provided to the crew by the stabilator symbol used to toggle the transponder between standby and and functions as described in Chapter 2. norm. (14) DAFIF DATE Status Window. The (2) SSRD Button (T6). The SSRD button is DAFIF DATE status window displays the valid date used to place the DTU portion of the eSSRD in the range of the DAFIF version loaded in the database. If standby mode for maintenance support. The SSRD the current date is within the version range, the DAFIF button toggles between STBY and OPER. The eSSRD status window will display the valid range in green. If is set to OPER at aircraft start up. The eSSRD must be the current date is before the effective date or after set to STBY prior to removing the eRMMs. the expired date of the DAFIF version file, the status window will display the version range and DATE OUT (3) REARM-REFUEL Button (L2). The OF RANGE in white. If the DAFIF is corrupt, the status REARM-REFUEL button is used to rapidly safe or window will display the error in white. turn systems on/off for conducting FARP operations. Upon deselection of the button all listed systems will be (15) VO DATE Status Window. The VO Date placed back into an operational/enabled state. status window displays the valid date range of the Verti- cal Obstacle (VO) version loaded in the database. If the VU1 SATCOM Radio current date is within the version range, the VO status IDM window will display the valid range in green. If the cur- rent date is before the effective date or after the expired XPNDR date of the VO version file, the status window will dis- GUN play the version range and DATE OUT OF RANGE in white. If the VO database is corrupt, the status window MSL will display the error in white. RKT e. INIT Page – FARP Controls. When the INIT but- CMDS ton is set to FARP, controls normally used to safe sys- tems or turn systems on/off during FARP operations are ATA displayed (Figure 2-33). AAG RJAM L16 (4) SATCOM GND OVRD Button (L3). The SATCOM GND OVRD button is used to override squat switch inhibits to communicate over the VU1 radio when in SATCOM mode. (5) SATCOM STATE Button (L4). The SAT- COM STATE button is used to toggle the SATCOM radio (VU1) between NORMAL and SILENT mode. When the aircraft lands, the SATCOM radio is set to SILENT mode and the STATE button is barriered. (6) IDM INHBT Button (L5). The IDM INHBT button is used to inhibit automatic digital message trans- missions via the IDM. (7) L16 INHBT Button (L6). The L16 INHBT button is used to inhibit transmissions from the Link 16 Terminal to the Link 16 net. (8) CMDS Button (R2). The CMDS button is used to ARM/SAFE the Counter Measure Dispensing Figure 2-33. INIT Page – FARP Selected System. The INIT page displays the following buttons when the (9) RJAM Button (R3). The RJAM button is INIT button is set to FARP: used to enable/disable the radar jammer. 2-23 Change 2 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (10) REINVENTORY Button (R4). The REIN- VENTORY button is used to reinventory the chaff/flare count after rearming. (11) AAG XMIT INHBT Button (R6). The AAG XMIT INHBT button is used to enable/disable AAG transmissions. (12) GUN Button (B2). The GUN button en- ables/disables the gun. (13) MSL button (B3). The MSL button en- ables/disables the HF missile system. (14) ATA Button (B4). The ATA button en- ables/ disables the ATA missile system. This button is only displayed when the ATA system is installed. (15) RKT Button (B5). The RKT button en- ables/disables the rocket system. Figure 2-34. INIT Page – CDAS Selected (16) GND STOW Button (B6). The GND STOW button is used to put the pylons in the ground stow position. The INIT page (Figure 2-34) displays the following but- tons when CDAS is selected: (17) RMM Status Window. The RMM Status window displays the three eSSRD slots with the card (1) AUTO REPLAN Button (L2). The AUTO type loaded in each slot and percentage of eRMM ca- REPLAN button is used to enable/disable the route pacity used. A maximum of one mission card with mis- replanner. When enabled, the route replanner will sion, maps and DAFIF will be read by the aircraft sys- prompt the crew for a route change if a route violation tem. Up to two video eRMMs can be loaded in the eS- is determined by the system. When AUTO REPLAN is SRD. not selected, route violations are displayed but no route re-planning prompts are displayed. (18) CMDS ARM/SAFE Status Window. The CMDS ARM/SAFE status window will display ARM, (2) RTE FLT MODE Button (L3). The RTE SAFE or PIN to indicate the status of CMDS. While in FLT MODE button is used to select the route profile ARM mode, PIN indicates the CMDS safety pin may that the route replanner will use to redraw new route be installed. The dispenser status is displayed in green segments when the route replanner is enabled. The when the status is SAFE; it is displayed in yellow when options available include: LOW LEVEL, CONTOUR, the status is ARM or PIN. PIN indicates there is a safety NOE and PLANNED (default). The values associated pin installed while the system is in ARM mode. If the with each selection are as follows: system is in ASE Backup Mode or CMDS bypass Mode then the status window will display ASE BCKUP or NOE – 40 kts, 25 ft Above Highest Obstacle (AHO) CMDS BYPAS in white. CONTOUR – 70 kts, 80 ft AHO (19) CMDS EXPENDABLE Status Win- dow. The CMDS EXPENDABLE status window LOW LEVEL – 120 kts, 200 ft AHO displayed in the center area of the WPN page provides PLANNED (default) – per AMPS load the remaining number of flare or chaff cartridges decre- mented by the MMP and the current chaff dispenser (3) DIR FLT MODE Button (L4). The DIR FLT status: SAFE, ARM or PIN. MODE button is used to select the route profile that the route replanner will use to redraw a hasty route when f. INIT Page – CDAS (Cognitive Decision Aiding the route replanner is enabled. The options available System) Selected. When the INIT button is set to include: LOW LEVEL, CONTOUR (default), and NOE. CDAS, controls used to set up the CDAS behaviors for The values associated with each selection are as fol- the mission are displayed (Figure 2-34). lows: NOE – 40 kts, 25 ft AHO CONTOUR (default) – 70 kts, 80 ft AHO LOW LEVEL – 120 kts, 200 ft AHO 2-24 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (4) THREAT AVOIDANCE Button (L5). The g. Asterisk (*) Page. The (*) page (Figure 2-35) THREAT AVOIDANCE button is used to select the risk allows crewmembers to store frequently used favorite level the Route Planner will use when re-planning the pages in one or all of the three available queue positions route. The selections include: 1-3. LETHAL: Replanned routing is expected to be Each MPD is capable of storing three pages for a outside of the lethal range but may be within the detec- total of six pages per crew station. tion range. Selecting the asterisk (*) button will cycle through DETECTION: Replanned routing is expected to the stored pages in the numerical order indicated in the be outside of both lethal and detection ranges. page store status window on the respective MPD. (5) TOT/ABF OFFSET Button (L6). The An arrow in the page store status window indicates the current selected page. TOT/ABF OFFSET button is used to set a time offset between ABF arrival time (hard time) and TOT to pro- vide an engagement setup buffer: The ATK Planner will pass the time offset to the Hasty Route Planner to be automatically provided as the hard time for the ABF Displayed as MM+SS Max time entry is 99 min and 59 sec The default time is 2 minutes (6) ETA DELTA Button (R1). The ETA DELTA button is used to set a time delta to regulate when the ETA violation window is displayed (e.g., ETA exceeds +/- 30 seconds, speed cues are presented). Displayed as MM+SS. (99 min and 59 sec) (7) PASSAGE POINT Button (R2). The PAS- SAGE POINT button is used to identify the desired Point and Time for a designated passage point. This is a se- quential entry button. Figure 2-35. Asterisk (*) Page (8) FARP LOC Button (R3). The FARP LOC button with database search capability (inclusive of NOTE DAFIF and User points) identifies the point used for When at least one page has been stored, the the dynamic fuel calculation and associated alert. If a asterisk (*) label will appear next to the asterisk FARP location is not designated. button. This indicates a memory page is avail- able to view by selecting the asterisk button or (9) RECOVERY LOC Button (R4). The RE- cursor selecting the (*) symbol. COVERY LOC button with database search capability (inclusive of DAFIF and User points) is used to identify a “pre-set” location for maintenance or emergency recov- (1) Queue 1-3 Buttons (T3–T5). Selecting ery. The entry will be provided as a hasty direct option any of the queue buttons determines the location for a on the TSD page. page to be stored. The default sequence for storing is 1-2-3 based on the first available empty location. An (10) MAX ALT Button (R5). The MAX ALT empty location is indicated with NONE displayed in a data entry button is used to identify the maximum queue position 1-3 in the page store status window. altitude the aircraft will fly on that mission. Default is 10,000'. (11) MSN ENVIRONMENT Button (R6). The MSN ENVIRONMENT multi-state button is used to iden- tify the type of environment the mission will be flown in (FLAT, HILLS (default), MOUNTAINS). 2-25 Change 1 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 (16) COM Store Button (B6). Selecting the NOTE COM button stores the COM page. Selecting any of the MISSION, AIRCRAFT, (17) Asterisk Cycle Button. Selecting the (*) COM or VIDEO pages from the asterisk page button cycles through the stored pages in the queue. will store that page in the currently boxed queue position 1-3 regardless of whether a 2-19. KEYBOARD UNIT (KU) position indicates NONE or a page is already stored. The KU (Figure 2-36) allows the crew to enter data. When NONE is displayed in a queue position The KU communicates directly with the MMP. The KU (1-3), that position will be skipped in the page consists of a scratchpad display, alphanumeric pushbut- cycle sequence. tons, calculator function buttons, special function but- tons, and a scratchpad display brightness control. Selection of a Store button stores that page into the currently selected queue position (1-3). (2) NONE Button (T6). Selection of the NONE button removes the page stored in the currently selected queue. (3) ASE Store Button (L2). Selecting the ASE button stores the ASE page. (4) INST Store Button (L3). Selecting the INST button stores the INST page. (5) TSD Store Button (L4). Selecting the TSD button stores the TSD page. (6) WPN Store Button (L5). Selecting the WPN button stores the WPN page. (7) FCR Store Button (L6). Selecting the FCR button stores the FCR page. Figure 2-36. KU (8) UR Store Button (L6). Selecting the UR a. KU Keys. The KU provides alphanumeric, dec- button stores the UR page (if installed). imal, plus/minus, backspace, insert (space), left arrow, right arrow, clear, multiply, divide, plus, minus, and en- (9) PMSN Store Button (R3). Selecting the ter/equals keys. PMSN button stores the PMSN page. b. Scratchpad Display. The KU scratchpad ac- (10) AAG Store Button (R4). Selecting the cepts up to 44 characters, and can display up to 22 of AAG button stores the AAG page. these characters at a time. If the scratchpad exceeds 22 characters, the remaining text can be scrolled in and (11) DVR Store Button (R5). Selecting the out of the scratchpad area using the left or right arrows. DVR button stores the DVR page. The scratchpad also displays an up to 9 character prompt followed by a colon. The scratchpad LEDs can (12) VIDEO Store Button (R6). Selecting the be tested by selecting the A and + keys simultaneously. VIDEO button stores the VIDEO page. c. KU Lighting. The pushbutton brightness is con- trolled by the interior lights PRIMARY knob. Scratchpad (13) ENG Store Button (B2). Selecting the brightness is controlled by the knob on the lower left cor- ENG button stores the ENG page. ner of the unit. When the KU has not been in use for a minute, the display is not illuminated. Pressing any but- (14) FLT Store Button (B3). Selecting the ton or actioning a data entry key will illuminate the dis- FLT button stores the FLT page. play. (15) PERF Store Button (B4). Selecting the d. KU Operation. The KU becomes active in re- PERF button stores the PERF page. sponse to MPD selection of a data entry button. A short 2-26 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 prompt and colon are presented, indicating the antici- keystroke stops the flashing and allows the crew to edit pated data to be entered. No data is accepted by the the data. system from the scratchpad until ENTER is pressed. Upon selection of ENTER, the MMP reads the scratch- e. KU Shortcut Keys. The KU supports the use of pad data and determines its validity. If it is valid, this shortcut keys in order to reduce the number of actions data is accepted and the scratchpad blanks. If it is in- required to complete a task. The following is a list of valid, the scratchpad data will flash. The next operator shortcuts and their functionality: Table 2-1. KU Shortcuts Entry Function Description A Auto Range Activates Auto ranging for that particular crewmember. S1 Squelch adjust Adjusts squelch for VU1 radio S2 Squelch adjust Adjusts squelch for VU2 radio 116.00 – Manual Tune Tunes the VU1 or VU2 to the entered VHF frequency. 151.975 225.00 – Manual Tune Tunes the VU2 radio to the entered UHF frequency. 399.975 F00.000 – Havequick Tune Tunes the VU2 radio to the entered Havequick frequency. F99.975 M1..M28 Maritime Tune Tunes the VU1 radio to the entered channel. M60..M88 30.00 – 87.975 Manual Tune Tunes either VU2, FM1, or FM2 radio to the entered frequency. After entering the frequency the crew will be prompted whether the entered frequency is for VU2, FM1, or FM2. F000(E) – Hopset Tune Tunes either VU2, FM1, or FM2 radio to the entered hopset. After F999(E) entering the hopset the crew will be prompted to enter a hopset location (1 – 6) and a desired radio (VU2, FM1, or FM2). JA## or JB## L16 JVoice Tune Tunes the Link 16 Terminal JVOICE channel for voice communication. X#### Transponder 3/A 0000–7777 Code 2-20. ENHANCED UP-FRONT DISPLAY (EUFD) advisory areas (columnar, left to right). The next lines of the display present VU1, VU2, FM1, FM2, and L16 sta- The EUFD (Figure 2-37) provides presentation of critical tus. The last line displays total fuel quantity, UR status, information under battery power and normal electrical AAG status, transponder (XP) status, local or Zulu time, power conditions. The upper portion of the active dis- and CMDS STATUS. play is divided by vertical lines into warning, caution, and Figure 2-37. EUFD 2-27 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 a. EUFD Controls. NOTE (1) IDM Control. The IDM rocker switch con- The crew should wait 60 seconds after apply- trols the selection of a radio for IDM transmission. ing battery power prior to tuning radios via the EUFD preset to permit the VU1, FM1/2 to initial- (a) The IDM rocker switch allows cycling up ize upon power on. or down through the available radios to send a digital message. (5) Preset (P) Control. The Preset button opens or closes the EUFD preset window. The EUFD (b) Selection of the IDM rocker switch is cir- preset window is used to select one of the available cular such that selection beyond the top or bottom of the presets, in order to tune a single channel frequency into list of available radios will cause the IDM transmit sym- the current RTS radio. bol to be displayed at the bottom or top of the list. (6) Enter Control. The Enter button is used to (2) WCA Control. The WCA rocker switch initiate a tune of the current RTS radio, based on the controls scrolling of the WCA lists. preset select arrow symbol displayed in the EUFD Pre- set Window. (a) If there are more than six warnings, cau- tions, or advisories to be displayed the vertical lines sep- (a) Selecting the Enter button when the pre- arating the WCA lists will display a double arrowhead in- set arrow is displayed, will close the EUFD preset win- dicating the direction to scroll the WCA lists into view on dow, regardless of whether or not the preset selected is the EUFD. valid (i.e. an invalid preset will not actually tune, but the EUFD preset window will close). (b) The WCA rocker switch is also used in conjunction with the EUFD preset window to select one (b) Selecting the Enter button, when the pre- of ten presets for tuning the current radio as selected set arrow is not displayed will not close the EUFD preset using the RTS switch. window, nor initiate a tune. (3) RTS Control. The RTS rocker switch con- (7) Timer Control. The timer button starts, trols the selection of a radio for voice transmission. The stops, and resets the timer function. The timer field is left facing solid triangle is your current voice transmit ra- displayed in the lower right portion of the EUFD display, dio. The right facing solid triangle is the other crewmem- above the clock field. ber’s voice transmit radio. The RTS rocker switch can be momentarily pressed for single radio selection or con- (a) Selecting the timer button the first time tinually pressed to scroll through the available radios. will start the timer. (a) The RTS rocker switch allows cycling up (b) Selecting the timer button again will stop or down through the available radios to select a voice the timer. transmit radio. The RTS switch located on the cyclic grip only allows cycling down through the available radios. (c) To continue the timer the timer button can be selected again. (b) Selection of the RTS rocker switch is cir- cular such that selection beyond the top or bottom of the (d) To reset the timer, the timer button needs list of available radios will cause the RTS transmit sym- to be held pressed for approximately 2 seconds. The bol to be displayed at the bottom or top of the list. timer field is not displayed when reset. The timer func- tion is independent in each crew station. (c) The RTS switch is used with the CCP to enable/disable radio squelch. To enable/disable (8) Swap Control. The Swap button swaps squelch for a radio, the crewmember must first RTS to the current RTS radio, encryption, and IDM net config- the radio. uration with the standby radio, encryption, and IDM net configuration. (4) BRT Control Knob. The BRT knob varies the brightness of the EUFD. 2-28 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 SECTION II. EMERGENCY EQUIPMENT 2-21. EMERGENCY EQUIPMENT Two first aid kits Emergency equipment on the helicopter consists of: Sensitive data Master Zeroize Switch Canopy Jettison System Survivability Equipment - CBR Blower Stores Jettison System Emergency Locator Transmitter Portable fire extinguisher Underwater Acoustic Beacon Engine and Auxiliary Power Unit (APU) Fire Detec- Aircraft emergency equipment is discussed further in tion/Extinguishing System Chapter 9. Aft Deck, Pass-Thru Bay and Tailboom Fire Detection System 2-29 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 SECTION III. ENGINES AND RELATED SYSTEMS 2-22. ENGINES INTRODUCTION stage 2 stator vanes. Components mounted on the cold section module include: the Enhanced Digital Electronic The T700 GE 701D EDECU engines (Figure 2-38) are Control Unit (EDECU), history recorder/history counter, front drive turboshaft engines of modular construction. ignition system, and electrical cables as well as the One horizontally mounted engine is housed in an en- accessory section module. gine nacelle on each side of the fuselage aft of the main transmission above the wing. The engine is divided into b. Hot Section. The hot section module consists four modules: cold section, hot section, power turbine of three subassemblies: the gas generator turbine (NG), section, and accessory section. the stage 1 nozzle assembly, and the annular combus- tion liner. a. Cold Section. The cold section includes the main frame, diffuser and mid frame assembly, inlet c. Power Turbine Section. The power turbine particle separator, compressor, output shaft assembly, module includes a two stage power turbine (NP) and and associated components. The compressor has exhaust frame. Mounted on the power turbine module five axial stages and one centrifugal stage. There are is the thermocouple harness, the torque and overspeed variable inlet guide vanes and variable stage 1 and sensor, and the NP sensor. Figure 2-38. 701D Engine (Sheet 1 of 2) 2-30 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 Figure 2-38. 701D Engine (Sheet 2 of 2) 2-31 Copyright © 2023 Boeing. Export Controlled Information  TM (QT) 1-1520-263-10 d. Accessory Section. The accessory section Engine fifth stage bleed air is used to heat the swirl module includes the top mounted accessory gearbox vanes, nose splitter, and eng