TM 1-S70i-280-MTF

TM 1-S70i-280-MTF
TECHNICAL MANUAL
MAINTENANCE TEST
FLIGHT MANUAL
SIKORSKY MODEL
S-70i HELICOPTER
R COPYRIGHT SIKORSKY, A LOCKHEED MARTIN COMPANY 2010
WARNING: THIS DOCUMENT, OR AN EMBODIMENT OF IT IN

ANY MEDIA, DISCLOSES INFORMATION WHICH IS
PROPRIETARY, IS THE PROPERTY OF LOCKHEED MARTIN
CORPORATION AND/OR ITS SUBSIDIARIES, IS AN
UNPUBLISHED WORK PROTECTED UNDER APPLICABLE
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CONDITION THAT IT IS NOT TO BE USED, DISCLOSED,
REPRODUCED, IN WHOLE OR IN PART (INCLUDING
REPRODUCTION AS A DERIVATIVE WORK), OR USED FOR
MANUFACTURE FOR ANYONE OTHER THAN LOCKHEED
MARTIN CORPORATION AND/OR ITS SUBSIDIARIES WITHOUT
ITS WRITTEN CONSENT, AND THAT NO RIGHT IS GRANTED TO
DISCLOSE OR SO USE ANY INFORMATION CONTAINED HEREIN.
ALL RIGHTS RESERVED. ANY ACT IN VIOLATION OF
APPLICABLE LAW MAY RESULT IN CIVIL AND CRIMINAL
PENALTIES.
1 FEBRUARY 2016
Change 4 - 15 December 2018
WARNING – This file contains export controlled information subject to the ITAR. USML VIII(i)
This file contains export controlled information. See WARNING on first page.
TM 1-S70i-280-MTF
WARNING
A maintenance test flight is an exceptionally de-

manding operation and requires a thorough flight
readiness inspection (PREFLIGHT). The flight
readiness inspection is prescribed in TM 1-S70i-
280-10 Operator’s Manual and must be completed
before each maintenance test flight. Emergency
procedures are found in the applicable Operator’s
Manual (-10) or Checklist (-CL) and are not du-
plicated in this publication. Before each mainte-
nance test flight, the pilot will contact
maintenance/quality control personnel regarding
the maintenance that has been done. This manual
should be used only by qualified maintenance test
flight pilots.
a/(b Blank)
TM 1-S70i-280-MTF
LIST OF EFFECTIVE PAGES
Insert latest changed pages; dispose of superseded pages in

accordance with applicable regulations.
NOTE: On a changed page, the portion of the text affected

by the latest change is indicated by a vertical line in the
outer margin of the page. A miniature pointing hand symbol,
a MAJOR CHANGE symbol, or a change bar next to the
title denotes changes on an illustration.
Dates of issue for original and changed pages are:
Original ........................ 1 December 2010

Reissue ......................... 1 February 2016
Change 1 ......................... 1 February 2017
Change 2 ......................... 1 April 2018
Change 3 ......................... 1 October 2018
Change 4 ......................... 15 December 2018
Total number of pages in this manual is 238 consisting of

the following:
Page *Change Page *Change

No. No. No. No.
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TM 1-S70i-280-MTF

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TM 1-S70i-280-MTF
TABLE OF CONTENTS
REPORTING ERRORS AND

RECOMMENDING IMPROVEMENTS
You can help improve this manual. If you find any mistakes
or if you know of a way to improve the procedures, please
let us know. Mail your Soundoff Report Form, located in the
back of the applicable Aircraft Operator’s Manual, direct to:
Sikorsky Aircraft, ATTN: Manager, Maintenance Planning &
Publications, 6 Corporate Drive, MS R207A, Shelton, CT
06484, or e-mail to soundoff.dl-sik@groups.lmco.com.
Section Page
I Introduction.......................................... 1-1
II Maintenance Test Flight Checklist...... 2-1

Prior to Maintenance Test Flight ........ 2-1
Interior.................................................. 2-1
Before Starting Engines ...................... 2-10
Starting Engines................................... 2-43
Run-Up................................................. 2-54
Taxi ...................................................... 2-62
Before Hover ....................................... 2-63
Aircraft Hover...................................... 2-64
Before Takeoff ..................................... 2-73
After Takeoff........................................ 2-74
Climb ................................................... 2-74
Cruise ................................................... 2-75
Before Landing .................................... 2-100
i C3
TM 1-S70i-280-MTF
TABLE OF CONTENTS (CONT)
Section Page
After Landing ...................................... 2-100

Engine Shutdown................................. 2-100
III Fault Isolation Procedures................... 3-1
IV Special/Detailed Procedures ................ 4-1

General................................................. 4-1
A. Lighting Systems Check .............. 4-1
B. Blade Deice System Test (If
Installed) ....................................... 4-6
C. Cargo Hook Operational Check
(If Installed).................................. 4-10
D. Rescue Hoist System Test (If
Installed) ....................................... 4-13
E. Avionics Ground Checks ............ 4-15
F. Rotor Brake Break-In Check (If
Installed) ....................................... 4-23
G. Rotor Brake Dynamic Check (If
Installed) ....................................... 4-24
H. Operating Engine with Rotor
Brake On (If Installed)................. 4-26
I. Buddy Start................................... 4-28
J. Engine Fuel System Priming ....... 4-40
K. DEICE EOT Check (If
Installed) ....................................... 4-41
L. CEFS Auxiliary Fuel Transfer
Check (If Installed) ...................... 4-43
ii
TM 1-S70i-280-MTF
TABLE OF CONTENTS (CONT)
Section Page
M. Engine Health Indicator

Test/Anti-Ice Check...................... 4-45
N. HIT Baseline Procedures Check .. 4-49
N.1.IVHMS HIT Baseline
Procedures Check (If Installed) ... 4-54
O. Communication and Navigation
Equipment Airborne Checks ........ 4-54.2
P. EGI Accuracy Check.................... 4-58
Q. Main Rotor Ground Track/
Balance (If IVHMS Installed) ..... 4-59
R. Tail Rotor Balance (If IVHMS
Installed) ....................................... 4-61
S. Engine Output Shaft Test/
Balance (If IVHMS Installed) ..... 4-62
T. Oil Cooler Vibration
Measurements (If IVHMS
Installed) ....................................... 4-65
U. Unusual Vibration Test/Isolation
(If IVHMS Installed).................... 4-66
V. Main Rotor Flight Track/Balance
(If IVHMS Installed).................... 4-68
W. Engine Compressor Cleaning
and Water Wash Procedures......... 4-71
V Charts and Forms ............................... 5-1
iii/(iv Blank) C4
TM 1-S70i-280-MTF
SECTION I. INTRODUCTION
1. Purpose. This manual has complete instructions for per-

forming a maintenance test flight of the S-70i helicopter. For
the specific conditions which require a general or limited
maintenance test flight, refer to TM 1-S70i-280-23. A mainte-
nance test flight is not required for folding and unfolding main
rotor blades. Folding tail rotor blades does require a limited
test flight.
2. Definition.
a. Maintenance Test Flight. A functional test flight for

which the primary purpose is to determine whether the air-
frame, powerplant, accessories and other equipment are func-
tioning in accordance with predetermined requirements while
subjected to the intended environment.
b. Warnings, Cautions and Notes. Warnings, Cautions

and Notes are used to emphasize important and critical instruc-
tions and are used for these conditions:
WARNING
An operating procedure, practice, etc.,

which, if not correctly followed, will result
in personnel injury or loss of life.
CAUTION
An operating procedure, practice, etc.,

which, if not strictly observed, will result in
damage to or destruction of equipment.
NOTE
An operating procedure, condition, etc., which

must be highlighted.
1-1
TM 1-S70i-280-MTF
c. Use of Words Shall, Should and May. Within this

technical manual the word shall is used to indicate a manda-
tory requirement. The word should is used to indicate a non-
mandatory but preferred method of accomplishment. The word
may is used to indicate an acceptable method of accomplish-
ment.
d. Designation Symbols. Designation Symbols are used

in conjunction with text context, paragraph titles and illustra-
tions to show limited effectivity of the material. Designators
are used to indicate proper effectivity, unless the material ap-
plies to either model and configurations within the manual.
Designator symbols shall precede procedural steps. If the ma-
terial applies to all series and configurations, no designator
symbols will be used. When practical, descriptive information
is condensed and combined for either model to avoid duplica-
tion.
3. General Information.
a. This manual covers only maintenance test flight of the

S-70i helicopters and in no way supersedes any information in
TM 1-S70i-280-10 or -CL, but is to be used in conjunction
with the -10 and -CL. For the purpose of maintenance test
flights only, this manual satisfies all the requirements of the
-CL from Interior Check through Engine Shutdown. This
manual has incorporated the following Temporary Revisions:
T REV. NO. TITLE

1 Rotor Brake Step.
2 Rescue Hoist Pre-Operational
Control Check.
b. Crew requirements for maintenance test flights will be

as specified in TM 1-S70i-280-23 and TM 1-S70i-280-10.
Two rated pilots are preferred for ground operations, however
a qualified maintenance test pilot may perform single engine
ground runups with the rotor system turning at flat pitch for
the purpose of completing engine flushes, flat pitch rotor track-
ing, tail rotor balancing, engine and oil cooler vibration
1-2 C3
TM 1-S70i-280-MTF
checks, rotor brake operations (if installed) and other mainte-

nance operational checks that can be completed with the col-
lective maintained in the full down position. The maintenance
test pilot should occupy the left crew seat. The other seat must
be occupied by an individual who has been briefed to monitor
the flight controls and to ensure the collective is maintained in
the full down position, except during startup and shutdown.
c. A qualified maintenance test pilot may perform single

engine ground runups against the rotor brake, with the rotor
system static, for the purpose of completing maintenance oper-
ational checks. The maintenance test pilot should occupy the
right crew seat in order to monitor the rotor brake (if installed).
4. Special Instructions.
a. Cargo and Passengers. Cargo and passengers are

prohibited on maintenance test flights.
b. Forms and Records. Forms and records will be

checked before the maintenance test flight to determine main-
tenance done and type of maintenance test flight required (i.e.,
general or limited).
c. Configuration. The configuration of the helicopter

should be determined before the maintenance test flight in or-
der to determine performance parameters.
d. Post Test Flight Inspection. A thorough visual in-

spection will be done to the extent necessary to assure that de-
ficiencies or shortcomings developed as a result of the main-
tenance test flight are detected.
e. References. When a maintenance test flight is re-

quired to assure proper operation of a specific system(s), refer
to the applicable maintenance manual for the limits of that
system.
1-3 C3
TM 1-S70i-280-MTF
f. Asterisked Checks. An asterisk ( * ) before a check

requires that the Test Flight Check Sheet be annotated. A
check ( U ) for satisfactory performance, or an ( x ) for prob-
lem detected will be recorded and a short statement entered in
the Remarks block of the Check Sheet.
g. An ( O ) indicates a requirement if the equipment is

installed.
h. A (.) indicates a detailed procedure for this step is

included in Section IV, Special/Detailed Procedures.
i. Maintenance Test Flight Check Sheet. The Check

Sheet contained in Section V will be used for all test flights.
When a limited test flight is done to determine if specific
equipment or systems are operating properly, completion of
only that portion of the Maintenance Test Flight Check Sheet
applicable to the specific equipment or systems being tested is
required. The helicopter test flight Check Sheets may be lo-
cally reproduced. Continuation sheets may be used when nec-
essary. Items that prove to be unsatisfactory during test flight
and require corrective action, shall be listed in the Remarks
block during flight and transferred to the appropriate form im-
mediately after termination of the flight. After accumulation of
two or more sheets, the data should be reviewed to determine
if trends are developing.
1-4 C2
TM 1-S70i-280-MTF
SECTION II. MAINTENANCE TEST FLIGHT

CHECKLIST
General. This section contains the maintenance test flight re-

quirements peculiar to S-70i helicopters. Conditions requiring
test flights shall be per TM 1-S70i-280-23 or applicable main-
tenance manual. The requirements herein are established to as-
sure a thorough inspection of the helicopter before flight, dur-
ing flight and upon completion of the maintenance test flight.
PRIOR TO MAINTENANCE TEST FLIGHT
*1. Forms and records — Check.
*2. Thorough flight readiness inspection per the require-

ments in TM 1-S70i-280-10 — Performed.
*3. Special preflight checks — Accomplished.
INTERIOR
1. Tail rotor pedal travel — Check (pilot and copilot).
a. Pull PED ADJ lock release lock with feet on pedals

— Allow pedals to move to full aft position.
b. Check for freedom of movement full forward with

no binding.
c. Check that lock will hold pedals in different posi-

tions throughout travel range.
2. Seat height adjustment (pilot and copilot) — Check.
a. Check full travel for smooth operation.
b. Check that lock will hold in different positions

throughout travel range.
3. Seat forward and aft adjustment (pilot and copilot) —

Check.
2-1 C2
TM 1-S70i-280-MTF
INTERIOR (CONT)
a. Check that seat moves through full range smoothly.
b. Check that lock will hold in different positions

throughout travel range.
O c. Lumbar and seat cushion valves — Press in halfway

and check that lumbar cushion and seat cushion ad-
just to pressure.
O d. Variable Load Energy Attenuator (VLEA) setting —

Moves through full range. Set as required.
4. Seat and pedals — Adjust for flight.
5. Seat belt and shoulder harness (pilot and copilot) —

Check for proper operation of the two position har-
ness inertia lock reel lever by:
a. Starting with the lever in the aft (auto-lock) position,

rapidly extend the harness to engage the inertia reel
auto lock.
b. Slowly let the harness retract all the way back into
the inertia reel.
c. With a hand on the lever throughout, cycle the lever

to FWD (manual lock) position and then AFT (auto-
lock) position.
d. Slowly pull the harness out of the reel to verify the

inertial reel is unlocked.
e. Fasten seat belt and tighten for flight.
2-2 C4
TM 1-S70i-280-MTF
6. Copilot’s collective stick — Extended and locked.
7. Cockpit doors — As desired.
8. Parking brakes — Check pilot’s and copilot’s.
9. Cockpit switches/circuit breakers — Check and set.
a. NO. 1 and NO. 2 BATT and BATT UTIL BUS cir-

cuit breakers — In.
O b. BLADE DEICE TEST switch — NORM,

POWER switch — OFF, MODE switch —
AUTO.
c. Data cartridges — Insert in data loader as required.
O d. Rescue hoist HOIST POWER switch — OFF.
O e. STORES JETTISON switch — OFF.
f. Backup COM panels — Set as required.
g. ICS panels — Set as desired.
h. MSN SYS panel — EGI 1 and 2 — OFF, RAD

ALT — ON.
i. SERVO OFF switch — NORM.
j. TAIL SERVO switch — NORMAL.
k. BACKUP HYD PUMP switch — As required.
l. EMERGENCY CONTROL PANEL switches —

Centered.
O m. AUX FUEL MANAGEMENT PANEL XFER

switches — OFF/CLOSE.
O n. Mission equipment — Check and set as required.
2-3
TM 1-S70i-280-MTF
INTERIOR (CONT)
o. ENGINE IGNITION switch — OFF.
p. MFD 1, 2, and 4 — OFF, MFD 3 — ON.
q. Standby magnetic compass — Check full of fluid,

no discoloration, free in the race.
r. Standby compass calibration card — Current and

legible.
s. FAT gage(s) — Check for security and indication,

bonding jumper installed.
t. FIRE DET TST switch — OPER.
u. CABIN DOME LT — OFF.
v. LIGHTS rheostats — DIM and OFF.
w. ANTI COLLISION, POSITION and FORMA-

TION lights — As required.
x. EXT LTS MODE switch — As required.
y. NO.1 DC ESNTL BUS circuit breakers — In.
z. Copilot auxiliary circuit breaker panel circuit break-

ers — In.
aa. VIB CONT switch — ON.
O ab. CARGO HOOK EMERG REL switch — OPEN,

CONTR ARM switch — SAFE.
ac. NO. 1 and NO. 2 GENERATORS switches — ON.
ad. APU GENERATORS — OFF.
2-4 C4
TM 1-S70i-280-MTF
ae. BATT NO. 1 and NO. 2 — TEST, BATT GOOD

status light comes on then release.
af. STBY INST BATT switch — TEST. BATT

GOOD status light comes on.
ag. STBY INST BATT switch — ARM. The ESIS au-

dio tone shall activate.
ah. STBY INST BATT switch — OFF. The ESIS au-

dio tone shall go away.
ai. EXT PWR switch — OFF.
aj. APU CONT switch — OFF.
ak. FUEL PUMP switch — OFF.
al. AIR SCE HT/STRT switch — APU (OFF for ex-

ternal air source).
am. APU FIRE T-handle — In.
an. FUEL BOOST PUMP switches — OFF.
ao. Engine control quadrant (both engines).
(1) ENG FUEL SYS selectors — XFD detent, then

DIR detent, no binding.
O (2) With batteries and rotor brake OFF, check ENG

POWER CONT levers will not advance past
IDLE unless manual override tab is pulled down
— Check ENG POWER CONT levers — Full
range, no binding, note detents, then OFF.
(3) ENGINE FIRE T-handles — Note positive de-

tent full forward.
ap. WINDSHIELD ANTI-ICE switches — OFF.
2-5 C1
TM 1-S70i-280-MTF
INTERIOR (CONT)
aq. ENG ANTI-ICE switches — OFF.
ar. PITOT HEAT switches — OFF.
as. WINDSHIELD WIPER switch — OFF.
at. VENT BLOWER switch — OFF.
au. HEATER switch — OFF.
av. NO. 2 DC ESNTL BUS circuit breakers — In.
aw. Pilot’s and copilot’s overhead circuit breakers — In.
NOTE
Unless otherwise stated, the MASTER CAU-

TION will be reset when performing the various
checks. Check both pilot’s and copilot’s Master
Reset panels and cyclic VOX-CAUT buttons.
10. Helmet and gloves — On.
11. BATT NO. 1 and NO. 2 switches — ON. DCU and

ICS power-up BIT will run. The engine out and sta-
bilator audio warning should be heard at the end of
the BIT. Press MASTER CAUTION to reset audio
or press cyclic VOX-CAUT button to reset the audio.
NOTE
Only the pilot’s FMS and MFD #3 come on with

battery power.
12. The following EICAS cautions and advisories appear

on MFD 3:
Cautions:
2-6 C1
TM 1-S70i-280-MTF
a. ENG 1 and 2 OIL PRESS
b. CONV 1 and 2 FAIL
c. AFCS FAIL
d. TRIM FAIL
e. STAB MANUAL MODE
f. STBY INST NOT ARMD
g. CHECK EICAS
h. BOOST SERVO OFF
i. SAS OFF
j. FUEL 1 and FUEL 2 PRESS LOW
Advisories:
a. WOW
b. AVCS INOP
c. AC REF BUS DEGRAD
O d. IFF STDBY
*13. Fire detection/Battery bus tie connector test.
a. FIRE DET TST switch — Position 2, Note EN-

GINE 1 FIRE, ENGINE 2 FIRE T-handles and
master FIRE warning lights illuminate.
b. FIRE DET TST switch — Position 1, Note the il-

lumination of the previous lights plus the APU
FIRE T-handle.
2-7 C4
TM 1-S70i-280-MTF
INTERIOR (CONT)
c. BATT NO. 1 switch — OFF.
(1) Check DC ESS BUS 1 OFF caution does not ap-

pear.
(2) APU FIRE T-handle remains on.
d. BATT NO. 1 switch — ON.
e. BATT NO. 2 switch — OFF.
(1) Check MFD 3 remains on.
(2) ENGINE 2 FIRE T-handle remains on.
f. BATT NO. 2 switch — ON.
g. FIRE DET TST switch — OPER.
O 14. Rotor brake — Check.
a. Check BATT switches — ON, Rotor Brake — Off.

ENG POWER CONT levers can be advanced past
the IDLE detent.
b. Rotor brake — On, manual override tab should

move to the up position.
(1) ROTOR BRAKE ON advisory appears.
(2) With battery and rotor brake on, the ENG

POWER CONT levers cannot be advanced past
the IDLE detent.
(3) Check pressure 450-690 psi.
c. Rotor brake — Off.
(1) Manual override tab moves to the down position.
2-8
TM 1-S70i-280-MTF
(2) Check pressure returns to 0 psi.
(3) ROTOR BRAKE ON advisory disappears.
WARNING
Before applying external power, make sure that

stabilator is clear of personnel and equipment.
15. External power — Connect if required.
a. EXT PWR CONNECTED advisory appears.
b. MFD 3 — OFF.
c. EXT PWR switch — RESET then ON.
2-9
TM 1-S70i-280-MTF
BEFORE STARTING ENGINES
WARNING
Before engine operation can be performed, all

main rotor tiedowns shall be removed.
CAUTION
If FAT is 33°C or above, observe the following

backup pump operating limits. (Cowling should
be open for extended APU operation and closed
prior to engine start).
FAT (°C) Operating Cooldown Time

Time (Pump Off)
33 to 38 24 min 72 min
39 to 52 16 min 48 min
1. APU start:
a. APU ACCUM LOW advisory is off.
*b. FUEL PUMP switch — APU BOOST, note

PRIME BST PUMP ON advisory appears.
c. MFD 3 — OFF.
2-10 C2
TM 1-S70i-280-MTF
CAUTION
When helicopter power is supplied only by the

battery, the MAIN fire extinguisher will not
work. In case of APU fire, the RESERVE fire
extinguisher must be used.
*d. APU CONT switch — ON, note cold start capsule

on the overhead console illuminates.
(1) APU ACC LOW
(2) APU ON
WARNING
Ensure that stabilator is clear of personnel and

equipment prior to applying AC power.
2. Stabilator — Clear.
*3. GENERATORS APU switch — ON. Reset the

MASTER CAUTION using the pilot’s cyclic VOX-
CAUT button. Check ESIS display for fault codes
when the boot-up page appears.
4. MFD Numbers 4, 3, 2, and 1 — ON.
2-11 C2
TM 1-S70i-280-MTF
BEFORE STARTING ENGINES (CONT)
NOTE
The EDECU signal validation code displayed on

the MFD Q indicator shall display 25% for ap-
proximately 20 seconds after the EDECU PBIT
completes, verifying the EDECU configuration
(DAS plug installed). A display of 15% indicates
the DAS plug is not installed and the 701D engine
will operate with 701C limiting values.
5. DEC/EDECU Signal validation startup codes —

Check DEC = 0% and/or EDECU = 25%.
6. STBY INST BATT switch — ARM. STBY INST

NOT ARMD caution disappears. ESIS will complete
a self-test and alignment in approximately 3 minutes.
7. Check ESIS fault codes. Confirm no ESIS fault codes

appear.
8. SAS 1, SAS 2, TRIM, and FPS switches — Press

ON.
9. EGI Ground Check.
a. Depress INI on the FMS.
b. On the INITIALIZATION 1/X page, confirm the

present position under SK-1 INIT LAT/LONG and
the SYSTEM DATE/TIME. If not correct, enter
the correct data after turning the EGI power switch
ON.
c. Verify default DATUM is WGS-84 (ID #47).
d. Press NEXT to page down to the INITIALIZA-

TION 2/X page. Verify proper default settings.
(1) ALN TYPE is GC.
2-12 C4
TM 1-S70i-280-MTF
(2) PLATFORM is LAND.
(3) NAV ARB MODE is AUTO.
(4) AUTO NAV is ON.
e. If GPS is on-line, INIT will automatically start.

Note EGI alignment status and timer on the infor-
mation line.
(1) EGI 1 and EGI 2 switches — ON.
SK-2 and SK-7 indicate one of the following:
(2) OFF — 1553 communication is not active.
(3) STANDBY — In standby.
(4) ORIENT — Determining north orientation.
(5) ATT — Determining helicopter attitude. Attitude

indicator appears after approximately 20 seconds.
(6) ALIGN — Aligning.
(7) D-NAV RDY — HSI compass appears after ap-

proximately two minutes, degraded navigation
available.
(8) NAV RDY — Alignment complete and in navi-

gation ready mode.
(9) NAV — Navigate.
f. If INU accuracy will be evaluated, note the local

time at which the EGIs switch to the NAV mode.
g. Press NEXT to page down to the INITIALIZA-

TION 3/X page.
2-13 C4
TM 1-S70i-280-MTF
h. Update helicopter tail # (XX-XXXXX), ETFs and

zero fuel weight.
10. Press FCC FAILURE RESET switches after attitude

indicator is visible on the PFD.
11. Data Loader Check.
a. Check STATUS page for DTS GO indication.
b. Verify that there is a PCMCIA card in the helicopter

data loader.
c. Press INI then DTS to view the DTS control page.
d. Verify RDY or CPY status is shown for the PC slot

with the data card.
e. Press LOAD, then LOAD ALL, then CONFIRM

to load the data into the FMS.
f. PASS indication on the FMS screen shows data

loaded successfully.
*12. Caution/Advisory and Master Warnings check.
a. These cautions/advisories shall appear on both

sides:
(1) GEN 1 FAIL and GEN 2 FAIL.
(2) HYD PUMP 1 FAIL and HYD PUMP 2 FAIL.
(3) ENG 1 OIL PRESS and ENG 2 OIL PRESS.
(4) MAIN XMSN PRESS.
(5) CHECK EICAS.
2-14 C1
TM 1-S70i-280-MTF
(6) FUEL 1 PRESS LOW and FUEL 2 PRESS

LOW (May Appear).
(7) ENG 1 ANTI-ICE ON and ENG 2 ANTI-ICE

ON.
(8) APU ON.
2-14.1/(2-14.2 Blank) C1
TM 1-S70i-280-MTF
(9) APU GEN ON.
(10) PRIME BST PUMP ON.
(11) PARKING BRAKE ON.
b. If the backup hydraulic pump goes off, these

caution/advisories may appear in addition to those
in step a:
(1) PRI SERVO 1 FAIL and PRI SERVO 2 FAIL.
(2) T/R SERVO 1 FAIL.
(3) SAS OFF.
(4) BOOST SERVO OFF.
NOTE
Checking correct TGT bias should be performed

on a warm engine, after both engines are shut
down.
c. Check Static Indications.
(1) If the TGT reading does not reflect a bias of ap-

proximately -112°C, pull the appropriate ENG
OVSPD circuit breaker and TGT should rise.
(2) Push the circuit breaker in and the TGT should

decrease.
(3) If the TGT does not change, do not fly the air-
craft.
d. These master warnings shall appear:
(1) #1 and #2 ENG OUT.
(2) LOW ROTOR RPM flashing.
2-15
TM 1-S70i-280-MTF
13. Lamps Test Check.
a. LAMPS TEST switch — Press and hold.
b. The following lights and switches shall illuminate:
(1) Overhead console capsules (except BATT

GOOD).
(2) FD/DCP switches flash green/amber; labels read

LAMP TEST.
(3) Reversionary panel and IVHMS event switches

(if IVHMS installed).
(4) ICS panel status lights all crew stations.
(5) STABILATOR CONTROL/AUTO FLIGHT

CONTROL panel switches.
(6) TAIL WHEEL LOCK/UNLK switch.
c. LAMPS TEST switch — Release.
d. All MASTER CAUTION panel lights go off for 1⁄2

second.
e. Steady warning tone is heard and both MASTER

CAUTION lights come on for 2 seconds, then off
for 1⁄2 second.
f. Steady tone returns. Reset using the MASTER

CAUTION or cyclic VOX-CAUT button. Confirm
both MASTER CAUTION panels; pilot and copi-
lot cyclic VOX-CAUT buttons operate correctly if
not previously completed.
.*14. Lighting Systems — Check if required. (Refer to Sec-

tion IV A).
2-16 C1
TM 1-S70i-280-MTF
*15. Multifunction Flight Displays Checks.
a. BK LT BRT — Check for control over the bright-

ness of the screen.
b. Press the VID BRT and VID CON control switches

simultaneously to view the MFD DISPLAY STA-
TUS PAGE. Status indications should be all white,
none in red.
c. Press the bottom bezel key B4 two times to get

PTRN label to view the color pattern display.
d. Press the right bezel labeled FMT and check the 8

test pattern screens for any flaws in the display char-
acteristics.
(1) No more than 30 bright dot or black dot defec-

tive elements.
(2) No more than two dots within a 5 mm diameter

circle and no more than five circles of this type
per MFD.
e. No failures on entire rows or columns of elements.
f. Repeat for each MFD.
*16. Reversionary Switches Check.
a. Press B4 to display PFD HOVER on all MFDs.
b. Select FMS as the navigation source on both FD/

DCP.
c. Depress the ATT, HDG, ADC, FMS and DCU re-

versionary switches on the pilot’s side.
(1) The REV segment of each switch illuminates.
2-17 C1
TM 1-S70i-280-MTF
(2) A boxed yellow ADC1, ATT 1, DCU1, MAG1

and FMS1 appears on the pilot’s PFDs.
(3) A boxed white ADC1, ATT 1, DCU1, MAG1

and FMS1 appears on the copilot’s PFDs.
d. Press L2 beside the VEL label on the pilot’s side.
(1) VEL2 beside the hover display changes to a

boxed yellow VEL1 on the pilot’s side.
(2) VEL1 beside the hover display changes to a

boxed white VEL1 on the copilot’s side.
e. Restore all modes to their normal settings.
NOTE
The copilot references (i.e. ATT 1, etc.) will

change from white to yellow, the 1 will change to
2 and the box indications on both sides will disap-
pear as the copilot’s mode is engaged.
f. Repeat steps c., d. and e. for copilot’s side.
g. All reversionary indications will go blank (except

hover display VEL1/2).
*17. Stabilator audio warning priority — Check.
NOTE
This check should be performed following

completion of EGI alignment. Pressing the WOW
switch during the initial EGI alignment may force
the EGIs into an In-Air alignment.
a. LAMPS TEST — Press and release. Steady tone

heard in headset (engine out).
2-18 C1
TM 1-S70i-280-MTF
b. STABILATOR MAN SLEW switch — Momen-

tarily UP, then OFF. STAB MANUAL MODE
caution and MASTER CAUTION appear, beeping
tone heard in headset (stabilator).
c. MASTER CAUTION — Reset. MASTER CAU-

TION disappears and steady tone heard in headset
(engine out).
d. MASTER CAUTION — Reset, no tone shall be

heard in headset.
e. STABILATOR AUTO CONTROL switch —

Press ON, STAB MANUAL MODE caution disap-
pears.
f. Left hand landing gear WOW switch — Press and

hold. Steady tone shall be heard in headset (low ro-
tor).
g. STABILATOR MAN SLEW switch — Momen-

tarily UP, then OFF. STAB MANUAL MODE
caution and MASTER CAUTION appear, beeping
tone heard in headset (stabilator).
h. MASTER CAUTION — Reset, MASTER CAU-

TION disappears and steady tone heard in headset
(low rotor).
i. MASTER CAUTION — Reset, steady tone con-

tinues to be heard in headset (low rotor).
j. Left hand landing gear WOW switch — Release, no

tone should be heard in headset.
k. STABILATOR AUTO CONTROL switch —

Press ON, STAB MANUAL MODE caution disap-
pears.
18. Heater and ventilating system operation — Check.
2-19 C1
TM 1-S70i-280-MTF
a. VENT BLOWER switch — ON. Ventilation

blower shall operate and air shall come from each
louver and demister. Check for proper operation of
demister control knobs/levers.
b. VENT BLOWER switch — OFF.
c. HEATER switch — ON.
d. HEATER knob — Slowly turn from OFF to HI,

air temperature shall increase with knob position.
e. HEATER knob/switch — OFF or as desired.
19. Windshield wiper system operating check.
CAUTION
Make sure windshield is clean and kept wet

during operational check.
a. WINDSHIELD WIPER switch — HI and then to

LOW, both wipers shall operate in both positions.
b. WINDSHIELD WIPER switch — OFF, both

blades stop.
c. WINDSHIELD WIPER switch — PARK, blades

shall position themselves on inboard edge of wind-
shield.
*20. Flight Control Limit Checks.
2-20 C1
TM 1-S70i-280-MTF
CAUTION
To prevent contact with the Wire Strike Protec-

tion System, ensure the control access cover is
closed, and main rotor blades are not directly
over the nose and tail of the aircraft.
NOTE
This is a pilot’s ground flight control limit check.

It is designed to verify that the controls hit the
proper control stops or limiters. It does not replace
the ground maintenance rigging check in the main-
tenance manuals. Each helicopter may be slightly
different, but the movement of the flight controls
as indicated in these procedures is a good indica-
tion that the control stops are set properly, that
there are no unwanted restrictions to the flight con-
trols, and that the pilot has full range. However,
these procedures do not completely verify that the
helicopter is properly rigged.
a. There are three physical types of control stops that

the flight controls may contact:
(1) Bolt stops — Limits range of cockpit flight con-

trols. Collective — Metal to metal contact at the
base of the pilot and copilot collective sticks. Cy-
clic — Metal to metal contact at the base of the
pilot and copilot cyclic sticks. Pedals — Metal to
metal contact located on cabin overhead at STA
300 when pedals are set at the mid position.
(2) Mixing unit roller limiters — A spongy contact

because the pilot feels the flexing of the flight
controls between the cyclic or collective sticks
and the mixing unit.
2-21
TM 1-S70i-280-MTF
(3) Servo piston bottoming out — For high collec-

tive and right pedal, or low collective and left
pedal, the yaw boost servo piston may contact the
cylinder wall before the yaw system bolt stops
are reached.
b. Collective Check.
(1) BACKUP HYD PUMP switch — AUTO.
(2) SAS/BOOST, SAS 1, SAS 2 switches — Press

ON. TRIM switch — Press off.
(3) Pedals — Centered.
(4) Cyclic — Centered.
(5) Collective — Full down. Collective shall simul-

taneously contact both the pilot’s and copilot’s
lower bolt stop.
(6) Collective — Full up. Collective shall simultane-

ously contact both the pilot’s and copilot’s upper
bolt stop.
c. Longitudinal Cyclic Checks.
(2) Collective — Full down.
(3) Cyclic — Full forward.
(4) Maintain slight forward pressure on the cyclic.
2-22
TM 1-S70i-280-MTF
NOTE
In the mid collective range, neither pilot’s cyclic

shall contact the forward bolt stop at extreme for-
ward cyclic. The cyclic shall be on the forward
roller limiter throughout the collective range of
motion.
(5) Slowly raise collective. Cyclic shall move for-

ward as the collective goes from bottom to mid
position. The cyclic shall move aft slightly from
mid to high collective (verifies cyclic is on the
mixer roller limiter).
(6) Collective — Full up. Move cyclic full aft.
(7) Apply full right pedal — Cyclic shall not move

(verifies cyclic is on the aft cyclic bolt stop).
(9) Maintain slight aft pressure on the cyclic.
(10) Slowly lower collective. Cyclic shall move for-

ward from mid collective to low collective (veri-
fies cyclic is NOT on a cyclic bolt stop).
d. Lateral Cyclic Checks.
(2) Collective — Full down.
(3) Cyclic — Full left.
(4) Maintain slight left pressure on the cyclic.
2-23
TM 1-S70i-280-MTF
(5) Slowly raise collective — Cyclic shall move

slightly right during the first inch of collective
range, then back to the left before collective
reaches mid position (verifies cyclic is on the
roller limiter).
(6) At full up collective, move cyclic full right.
(7) Maintain slight right pressure on the cyclic.
(8) Slowly lower collective — Cyclic shall not move

(verifies cyclic is on the right cyclic bolt stop)
until near low collective and then may move left
a very small amount (verifies cyclic contacts the
roller limiter).
NOTE
At bottom collective, there shall be a clearance of

.010 to .030 inches between the right bolt stop and
the cyclic. If too much right pressure is applied to
the cyclic, this clearance may be hard to detect. If
right bolt stop contact is suspected, verify the cy-
clic is NOT on the right bolt stop (either pilot or
copilot) by unzipping the cyclic boot and observ-
ing the clearance.
e. Pedal Checks.
(1) Collective — Mid position.
(2) Cyclic — Centered.
(3) Pedals — Full right to full left. Full pedal travel

can be confirmed by noting equal pedal travel on
both sides.
(4) Return controls to a neutral position.
2-24
TM 1-S70i-280-MTF
*21. Flight control hydraulic system — Check.
WARNING
Prior to flight, the user must perform control

sweeps to ensure there are no flight control in-
terference problems with aviator worn gear. If
a restriction is found, the interfering gear must
be adjusted/moved to eliminate the restriction.
a. SAS/BOOST, SAS 1 and SAS 2 switches — Press

ON.
b. TRIM switch — Press off.
*c. Cyclic forward stop — Check.
(1) Tail rotor pedals centered. Move cyclic stick full

forward and centered laterally against forward
stop. Collective midposition.
(2) Measure distance from instrument panel to cyclic

stick and record. The Vh (flight) cyclic position
should be at least 2 inches aft of ground measure-
ment position.
(3) Return cyclic stick to center position and collec-

tive to full down.
d. Primary servo — Check.
2-25 C2
TM 1-S70i-280-MTF
NOTE
If the PRI SERVO 1 FAIL or PRI SERVO 2

FAIL caution appears, a primary servo bypass
valve may be jammed. If cyclic control feedback
occurs while the collective is in motion that cannot
be easily restrained, a rate related discrepancy may
exist. Accordingly, the appropriate primary servo
must be replaced before flight.
(1) Collective — Mid position, Pedals — Centered.
(2) SERVO OFF switch — 1ST STG. No stick

jump is allowed. PRI SERVO 1 FAIL caution
and MASTER CAUTION shall appear. Indi-
vidually move cyclic, pedals and collective
slowly through full range in no less than 5 sec-
onds. There shall be no binds, restrictions, con-
trol feedback or rotor blade chatter.
(3) Move the collective from full down to full up po-

sition in approximately one second. Repeat from
full up to full down. Check PRI SERVO 2 FAIL
caution does not appear, and that there is no lon-
gitudinal or lateral cyclic control feedback that
cannot be easily restrained during rapid move-
ment of the collective.
(4) Collective — Mid position, Pedals — Centered.
(5) SERVO OFF switch — 2ND STG. No stick

jump is allowed. PRI SERVO 2 FAIL caution
and MASTER CAUTION shall appear. Indi-
vidually move cyclic, pedals and collective
slowly through full range in no less than 5 sec-
onds. There shall be no binds, restrictions, con-
trol feedback or rotor blade chatter.
2-26
TM 1-S70i-280-MTF
(6) Move the collective from full down to full up po-

sition in approximately one second. Repeat from
full up to full down. Check PRI SERVO 1 FAIL
caution does not appear and that there is no lon-
gitudinal or lateral cyclic control feedback that
cannot be easily restrained during rapid move-
ment of the collective.
(7) SERVO OFF switch — NORM.
e. Boost servo — Check (pilot and copilot).
NOTE
The force applied to the pedals with SAS/BOOST

off during the pre-flight checks should be limited
to only that required to contact a system stop. Ad-
ditional pedal force results in no additional tail ro-
tor motion and has been demonstrated to generate
flight control bearing/bolt noises. The yaw control
system check with SAS/BOOST off should be
performed with the collective restrained at ap-
proximately mid-position and pedal applied slowly
in each direction. Do not increase pedal force after
yaw stop is reached.
(1) Collective — Approximately one inch above

mid-position, Pedals — Centered.
(2) SAS/BOOST switch — Off. Maximum allow-

able cyclic, collective stick and pedal jump 1⁄16-
inch. BOOST SERVO OFF and SAS OFF cau-
tions and MASTER CAUTION shall appear.
2-27
TM 1-S70i-280-MTF
NOTE
• If excessive cyclic stick, collective, or pedal

jump occurs with the collective in mid position
and the pedals centered, the tail rotor system
shall be checked for unbalanced forces: i.e. re-
dundant quadrant spring forces, cable tension,
out of rig condition, etc.; or, a load demand
spindle cable feedback force could cause the
jump. Refer to appropriate technical manual.
• During step (3), a control free play of approxi-

mately 1.5 inches total may indicate failure of the
collective boost servo piston rod at the output rod
end. If apparent free play occurs, this failure
mode should be suspect and the boost servo in-
spected accordingly.
(3) Collective both sides — Move through full range

in no less than 5 seconds. Note slight increase in
control forces, but that full control range is ob-
tained with no unusual binds, restrictions, or ex-
cessive free play.
NOTE
During step (4), a control free play of approxi-

mately 1.5 inches total differential (0.75 inch each
pedal) may indicate failure of the yaw boost servo
piston rod. If apparent free play occurs, this failure
mode should be suspect and the boost servo in-
spected accordingly.
(4) Pedals both sides — Move both pedals through

the full range in no less than 5 seconds. Note
slight increase in control forces, but that full con-
trol range is obtained with no unusual binds, re-
strictions, or excessive free play.
2-28
TM 1-S70i-280-MTF
(5) While restraining the collective, move the pedals

through the full range in no less than 5 seconds.
Note a larger increase in the control forces, but
that the full control is obtained with no unusual
binds, restriction, or excessive free play.
(6) SAS/BOOST switch — Press ON. BOOST

SERVO OFF and SAS OFF and both MAS-
TER CAUTION cautions disappear.
(7) Collective full down.
(8) TRIM and FPS switches — Press ON.
*22. Tail rotor servo — Check as follows:
a. Collective — Mid position.
b. Slowly move pedals through full range, checking for

binding or restrictions. Crewmember verify tail ro-
tor blades pitch movement.
c. TAIL SERVO switch — BACKUP; these cautions/

advisories shall appear:
(1) T/R SERVO 1 FAIL and both MASTER CAU-

TION cautions.
(2) T/R SERVO 2 ON advisory.
d. Slowly move pedals through full range, checking for

binding or restrictions. Crewmember verify tail ro-
tor blades pitch movement.
e. TAIL SERVO switch — NORMAL, T/R SERVO

1 FAIL caution, both MASTER CAUTION cau-
tions and T/R SERVO 2 ON advisory shall disap-
pear.
f. Collective — Full down.
2-29 C2
TM 1-S70i-280-MTF
*23. AFCS — Check.
*a. Flight Control Computer — Check.
NOTE
Position personnel on top deck to observe motion

of SAS servos. After movement of the flight con-
trols, the SAS servos will individually extend, re-
tract, and then all return back to center. Check the
SAS servos for smooth and equal extension of all
servos.
(1) BACKUP HYD PUMP switch — AUTO.

Backup pump must be on.
(2) AUTO FLIGHT CONTROL panel SAS 1,

SAS 2, TRIM, FPS and SAS/BOOST switches
— Press ON.
(3) Collective — Mid position, cyclic and pedals —

Centered.
(4) Press and release the CPTR 1 and CPTR 2

FAILURE RESET switches.
(5) FMS TST switch — Press to display TEST

page.
(6) SK-7 AFCS — Press to display AFCS TEST

page.
(7) SK-1 TEST — Press. PRESS TO CONFIRM

IBIT label will then appear.
(8) SK-2 PRESS TO CONFIRM IBIT — Press

within 5 seconds to begin test.
2-30 C2
TM 1-S70i-280-MTF
(a) While computer internal test is in progress,

CRITICAL FCC TEST shall be displayed
highlighted.
(b) At completion of computer internal test,

CHOOSE EXT TEST TO RUN shall be dis-
played.
(9) When CHOOSE EXT TEST TO RUN appears,

press SK-4 (RUN EXT TST). PRESS TO
START ACTR TESTS will then be displayed
beside SK-2.
(10) SK-2 PRESS TO START ACTR TESTS —

Press and release. The SK-2 label will change to
read PRESS TO ABORT ACTUATOR
TESTS. During the actuator test, the collective,
cyclic and pedals will move. Remain clear of the
flight controls.
NOTE
Press and release SK-2 labeled PRESS TO

ABORT TESTS if the actuator or stabilator test
must be stopped for any reason.
(11) At completion of actuator tests, STAB TEST

shall appear on FMS and stabilator shall auto-
matically sequence through testing.
(12) At the completion of the stabilator test, SEVER

TEST will appear in the FMS. The SAS OFF,
TRIM FAIL, STAB MANUAL MODE and
AFCS FAIL cautions will appear on the MFDs
for 1 to 2 seconds and the stabilator audio will be
heard. Reset stabilator audio.
(13) At completion of sever test, TEST COM-

PLETE, CHECK RESULTS, HOLD MODE
RESET, 3 SEC TO RST shall be displayed, in-
dicating end of testing.
2-31 C2
TM 1-S70i-280-MTF
(14) FCC1 and FCC2 shall indicate G if no faults are

detected. If F is indicated for either FCC, note
the FCC faults by pressing the appropriate SK.
(15) To exit test, simultaneously press and hold

CPTR 1 and CPTR 2 FAILURE RESET
switches for 3 seconds, then release.
*b. Flight control breakout forces — Check.
NOTE
With flight controls centered and trim turned off,

slight longitudinal cyclic drift is considered normal
so long as proper balance spring rigging is veri-
fied, proper cyclic trim functions exist during all
ground checks and motion can be restrained by
placing light finger pressure on top of grip to ex-
ceed breakout values during the conduct of the
check.
(1) SAS/BOOST and SAS 1 switches — On.
(2) SAS 2 and TRIM switches — Press off.
(3) Collective — Mid position, cyclic and pedals —

Centered.
(4) Using a spring scale, measure and note breakout

forces (not to exceed):
*(a) Pitch — 15 ounces fore and aft.
*(b) Roll — 15 ounces left and right.
*(c) Yaw — 4 pounds in each direction.
*(d) Collective — 3 pounds in each direction.
2-32 C1
TM 1-S70i-280-MTF
(5) SAS 2 and TRIM switches — Press ON.
*c. Trim system — Check as follows:
(1) SAS/BOOST, SAS 1, SAS 2 and TRIM

switches — Press ON.
(2) FPS switch — Press off.
(3) Collective — Mid position, cyclic and pedals

centered.
(4) TRIM switch — Press off, then ON. Check for

no more than 1⁄8-inch jump in cyclic, collective
and pedals.
*(5) Cyclic trim — Check.
(a) Cyclic force gradient — Check pilot and co-

pilot. Move cyclic forward, aft, left, right ap-
proximately 2 inches. Note force gradient ex-
ists and that trim disengages and reengages
when using cyclic trim release buttons. Repeat
in all quadrants.
(b) Cyclic — Trim to mid position.
(c) Check cyclic beeper functions forward, aft,

left and right.
(d) Repeat with other cyclic beeper.
(e) Beep forward on the pilot’s cyclic beeper

while beeping aft on the copilot’s, then for-
ward on the copilot’s beeper while beeping aft
on the pilot’s; the forward command should
override the aft.
*(6) Yaw pedal trim — Check.
2-33
TM 1-S70i-280-MTF
(a) Yaw pedal force gradient — Check pilot and

copilot. Move pedals back and forth to deter-
mine a force gradient exists and that trim dis-
engages when each pedal switch is pressed
and reengages when released. Continue
checking by referencing pedals through full
range.
(b) Repeat for other pedal.
*(7) Collective trim — Check (Check both collec-

tives).
(a) From mid-position, without pressing the col-

lective trim switch, displace the collective full
up and release. Repeat downward. Move col-
lective to determine force gradient exists and
that trim disengages when each trim switch is
pressed and reengages when released. Con-
tinue checking by referencing collective
through full range.
(b) Check AFCS trim button functions up, down,

left and right. Check for pedal movement
when beeping left and right.
(c) Beep down on the pilot’s collective beeper

and then up on the copilot’s collective, then
down on the copilot’s collective and then up
on the pilot’s; the up command should over-
ride down.
(d) FPS switch — ON.
(8) Damping forces — Check as follows:
2-34 C1
TM 1-S70i-280-MTF
NOTE
When doing cyclic and tail rotor damping check,

rapid movement of controls may be so great that
backup pump cannot provide enough pressure fast
enough. Therefore, applicable cautions/advisories
may flash on and off and possible momentary
binding in controls may occur.
(a) SAS/BOOST, SAS 1 and SAS 2 switches —

ON.
(b) TRIM switch — Press off.
(c) Cyclic — Move fore and aft at increasing

rates. Check that increased force is required
for increased rate of movement. Repeat for
lateral cyclic movement, noting a lighter and
nearly constant force present.
(d) Pedals — Move back and forth at increasing

rates. Check that increased force is required
for increased rate of movement.
(e) Collective — Move collective up and down at

increasing rates. Check that increased force is
required for increased rate of movement.
(f) TRIM and FPS switches — ON.
(9) BACKUP HYD PUMP switch — OFF.
*24. Stabilator — Check.
a. Stabilator indicator should be 38° to 42° down.

STAB MANUAL MODE caution — Does not ap-
pear.
2-35 C2
TM 1-S70i-280-MTF
b. TEST button — Press and hold. Check stabilator

position indicator moves up 5° to 12°. STAB
MANUAL MODE caution and MASTER CAU-
TION appear. The stabilator audio is heard in three
cycles of about three beeps, followed by a pause as
the system checks the FCCs individually. Check for
Vne indication to appear.
c. AUTO CONTROL RESET switch — Press ON.

Note that the STAB MANUAL MODE caution dis-
appears and audio is off, and stabilator position in-
dicator moves to 38° to 42° down.
CAUTION
When manually slewing the stabilator, take

care when approaching either extreme of stabi-
lator travel to prevent airframe damage if the
limit switch is inoperative or improperly ad-
justed. The MAN SLEW switch should be
bumped until limit switch stops stabilator
movement.
d. Either cyclic stabilator slew-up switch — Press and

hold until stabilator position indicator moves ap-
proximately 15° trailing edge up, release, stabilator
should stop. MASTER CAUTION lights on, STAB
MANUAL MODE caution appears, and beeping
audible warning in pilot’s, copilot’s, and crew-
chief’s headsets. MASTER CAUTION — Press to
reset audio tone.
e. Other cyclic mounted stabilator slew-up switch —

Press and hold until stabilator position indicator
moves approximately 15° trailing edge up, release,
stabilator should stop.
2-36 C3
TM 1-S70i-280-MTF
f. MAN SLEW switch — UP and hold until stabilator

stops. Stabilator position indicator should be 6° to
10° up.
g. MAN SLEW switch — DN and hold until stabila-

tor position indicator reads 0°.
h. AUTO CONTROL RESET switch — Press ON.

Stabilator position indicator should move to 38° to
42° down. STAB MANUAL MODE caution disap-
pears.
i. MAN SLEW switch — UP and hold until stabilator

stops. Stabilator position indicators should be at 6°
to 10° up within about 7 seconds. STAB MANUAL
MODE caution and MASTER CAUTION appear,
airspeed indicator displays red variable Vne arc, and
beeping audible warning tone in all crew headsets.
MASTER CAUTION press to reset audio tone.
j. AUTO CONTROL RESET switch — Press ON.

Stabilator position indicators should move to 38° to
42° down. STAB MANUAL MODE caution disap-
pears and Vne arc resets to 193 KIAS.
*25. Fuel Quantity Indicator — Test.
a. FUEL IND TEST switch — Press and check:
(1) Fuel indications decrease.
(2) FUEL 1 LOW and FUEL 2 LOW cautions ap-

pear.
b. FUEL IND TEST switch — Release, indications

return to normal.
*26. Barometric altimeter check ESIS and PFD barometric

altimeter settings — Check tower setting against set-
ting for field elevation. Unreliable for flight if more
than 70-foot error exists.
2-37 C3
TM 1-S70i-280-MTF
*27. Radar altimeter — Check.
NOTE
• The low radar altitude alert tone may be heard

once or twice depending on the low alert values
set by the pilot and copilot and depending on
which FMS is the bus controller (BC).
• The volume of the low radar altitude alert tone is

controlled by the MON 4 channel knob. How-
ever, unlike the other audio channels, the alert is
not turned off when the knob is pulled out.
a. Check these indications on the pilot and copilot PFD

radar altimeters:
(1) Altitude pointer — 0 - 5 feet.
(2) Digital readout — 0 to +3 feet.
b. On the MSN SYS panel, hold the RAD ALT switch

in the TEST position and check for these indica-
tions:
(1) Pointer and digits indicate 1000 6100.
(2) HI is visible on the PFD Attitude Indicator.
c. Release the TEST switch:
(1) Altitude pointer — 0 - 5 feet.
(2) Digital readout — 0 to +3 feet.
(3) Low altitude alert bongs heard as the pointer

goes through the low bug setting.
(4) LO is visible on the PFD attitude indicator.
2-38 C4
TM 1-S70i-280-MTF
CAUTION
Windshield anti-ice check shall not be done

when FAT is over 27°C.
*28. Windshield anti-ice system — Operation and backup

hydraulic pump interlock check.
NOTE
When turning windshield anti-ice on, it takes about

45 to 60 seconds until a noticeable change in wind-
shield temperature can be detected.
a. BACKUP HYD PUMP switch — ON.
b. WINDSHIELD ANTI-ICE PILOT, COPILOT

and CTR switches — ON.
c. Verify that windshields do not heat up with APU

generator supplying helicopter power and backup
pump operating.
d. BACKUP HYD PUMP switch — OFF, note in-

crease in windshields’ temperatures.
e. WINDSHIELD ANTI-ICE switches — OFF.
f. BACKUP HYD PUMP switch — AUTO.
WARNING
Pitot tubes will be very hot during pitot heat

system check. Check by feeling for radiant heat.
*29. Pitot heat system — Check.
2-39 C2
TM 1-S70i-280-MTF
a. PITOT HEAT switches — ON, immediately check

both pitot heads for increasing temperature along
entire mast assembly.
b. L and R PITOT HEAT FAIL cautions do not ap-

pear.
c. Pull LEFT PITOT HEAT circuit breaker, noting L

PITOT HEAT FAIL caution and both MASTER
CAUTIONS appear within 5 seconds. Push circuit
breaker in and note caution and both MASTER
CAUTIONS disappear.
d. Pull RT PITOT HEAT circuit breaker, noting R

PITOT HEAT FAIL caution and both MASTER
CAUTIONS appear within 5 seconds. Push circuit
breaker in and note caution and both MASTER
CAUTIONS disappear.
e. PITOT HEAT switches — OFF.
2-40 C2
TM 1-S70i-280-MTF
.*O30.Blade Deice System — TEST, as required (Refer to

Section IV B).
.O31. Cargo Hook Operational Check — If required (Refer

to Section IV C).
.O32. Rescue Hoist System Test — If required (Refer to

Section IV D).
*33. Fuel boost pumps — Check.
a. NO. 1 and NO. 2 ENG FUEL SYS selectors —

DIR.
b. FUEL BOOST PUMP NO. 1 switch — ON. Check

FUEL 1 PRESS LOW caution disappears and
BOOST PUMP 1 ON advisory appears.
c. FUEL BOOST PUMP NO. 2 switch — ON. Check

FUEL 2 PRESS LOW caution disappears and
BOOST PUMP 2 ON advisory appears.
d. FUEL BOOST PUMP NO. 1 and NO. 2 switches

— OFF (if not required).
*34. AVCS ground check.
a. Verify VIB CONT switch is ON.
b. On FMS, press TST, then AIR VEH, then AVCS,

then TEST.
c. Increased vibrations will be felt, followed by three

sets of strong vibrations of about 2 to 5 seconds each
as the system checks the three force generators.
d. Test result shows GO status.
.*35. Avionics Ground Checks (Refer to Section IV E).
2-41 C1
TM 1-S70i-280-MTF
NOTE
When actuated, the bypass doors can take up to 15

seconds to open or close.
36. EIBF bypass door function — Check as required.
a. FMS MSN key — Press.
b. SK-3 ENGINE IBF — Press.
c. SK-2 ENG 1 and SK-7 ENG 2 — Press and verify

BYPASS is selected. ENG 1 IBF BYPASS and
ENG 2 IBF BYPASS advisories will appear.
d. Crew chief — Verify bypass doors are open.
e. SK-2 ENG 1 and SK-7 ENG 2 — Press and verify

CLOSE is selected. ENG 1 IBF BYPASS and
ENG 2 IBF BYPASS advisories will disappear.
f. Crew chief — Verify bypass doors are closed.
2-42 C1
TM 1-S70i-280-MTF
STARTING ENGINES
WARNING
A new rotor brake (if installed) that has not

been broken in may allow the rotor head to slip
with two engines running at idle. Refer to Sec-
tion IV F. and G., Rotor Brake Break-in Check
and Rotor Brake Dynamic Check respectively.
Ensure ground crew is aware of this possibility
and remains clear.
CAUTION
If the situation requires that the helicopter en-

gine be operated with blades removed or rotor
brake on (if installed), refer to Section IV H. to
prevent possible damage.
NOTE
If the situation requires that the helicopter be

started without APU power, refer to Buddy Start
Procedures, Section IV I.
1. AIR SCE HT/STRT switch — As required.
NOTE
If work was done on the fuel system, priming is

required (Refer to Section IV J).
a. For APU start of No. 1 or No. 2 engine, place AIR

SCE HT/STRT switch to APU.
2-43 C1
TM 1-S70i-280-MTF
STARTING ENGINES (CONT)
NOTE
Do not do a crossbleed start on first start of a new

or newly installed engine.
b. For crossbleed engine start (operating engine is at

least 92% NG, NR at 100%, starting engine ENG
1(2) ANTI-ICE ON advisory out to obtain at min-
imum 24% NG of the engine being started), place
AIR SCE HT/STRT switch to ENG.
c. For external air source engine start, place AIR SCE

HT/STRT switch — OFF. External air source —
Connected.
2. Fire guard — Posted, rotor disc area clear.
WARNING
Operating an engine against the gust lock is

prohibited on Rotor Brake equipped helicopter.
3. Gust lock — Release. GUST LOCK ENGAGED

caution does not appear. Verify by crew chief.
2-44 C1
TM 1-S70i-280-MTF
WARNING
Engine operation and/or rotors turning with the

stabilator unlocked could allow the stabilator to
contact the tail rotor.
NOTE
STAB UNLOCKED caution may not be visible

on the CAS page. Pilot must verify in the overflow
box on EICAS display.
3.1. STAB UNLOCKED caution — Verify off.
O 4. Rotor brake — On, if desired. Check ROTOR

BRAKE ON advisory appears. Minimum pressure
450 psi.
5. TAILWHEEL lock switch — LOCK. Crewman

confirm locking pin proper position.
6. Cyclic and pedals centered, collective up approxi-

mately 1 inch as needed to prevent droop stop pound-
ing.
CAUTION
Should the abort system not work, starter dis-

engagement can be done by removing appropri-
ate air source.
*7. Engine start systems — Check.
a. ENGINE IGNITION switch — OFF.
b. FUEL PUMP switch — OFF.
2-45 C3
TM 1-S70i-280-MTF
c. ENG POWER CONT lever — OFF.
d. HEATER switch — ON.
e. Engine start button — Press and hold until NG be-

gins to increase. Note that heater drops off line.
f. PRIME BST PUMP ON advisory appears when

starter is engaged.
g. NG should increase to at least 24%.
h. Abort start by pulling out ENG POWER CONT.

Note that the starter drops out, NG decreases,
PRIME BST PUMP ON advisory disappears, and
heater comes back on line.
i. Deleted.
j. Repeat steps e. through h. for other engine.
k. HEATER switch — OFF.
l. FUEL PUMP switch — APU BOOST.
8. ENGINE IGNITION switch — ON.
9. BACKUP HYD PUMP switch — OFF.
10. ANTI COLLISION LIGHTS switches — As re-

quired.
11. ENG FUEL SYS selector(s) — DIR.
12. ENG POWER CONT lever(s) — OFF.
2-46 C2
TM 1-S70i-280-MTF
WARNING
During the first start after engine installation,

NG indications should be monitored closely to
detect unwanted acceleration above idle due to
improper engine rigging.
NOTE
• After an engine installation, perform the initial

engine start against rotor brake to check for leaks
(if installed). Refer to engine technical manual
for required engine checks. Refer to Section IV
H.
• EDECU configured aircraft may display oscillat-

ing NP values on the engine not being operated
during single engine ground runs with the oper-
ating engine at 100% NP. This oscillating NP
display on the engine not being operated is con-
sidered benign and acceptable.
• If the System Status is checked before starting

the engines, an EDECU equipped engine will
show a DEC NOGO status with 25 fault code.
The code is set as a result of the EDECU power
up validation check, is a normal indication, and
will disappear after the engine is started.
*13. Engine start button(s) — Press and hold until NG be-

gins to increase.
2-47 C4
TM 1-S70i-280-MTF
WARNING
If inadvertent engagement should occur due to

rotor brake slippage, perform EMER ENG
SHUTDOWN.
NOTE
• There is a delay of approximately one second be-

tween the time the starter disengages and the
ENG STARTER ON caution disappears. Con-
sequently, the NG is permitted to indicate above
65% when starter drop-out is indicated on the
MFD, but must be out by the time the engine
reaches idle.
• During crossbleed starts, the starter may not

dropout automatically. In this case, the pilot
should manually disengage the starter.
14. ENG POWER CONT lever(s) — IDLE. Start clock.
15. System indications — Check. If any of these condi-

tions occur during start sequence, abort the start:
a. No TGT indication within 45 seconds.
b. TGT reaches 851°C before idle is attained.
c. No P (engine oil pressure) within 45 seconds.
2-48 C2
TM 1-S70i-280-MTF
d. No % NP 1 or 2 or NR within 45 seconds if rotor

brake is off (if installed).
e. ENG STARTER ON caution disappears before

52% NG.
NOTE
• These caution/advisory indications will occur

during engine start cycle: ENG ANTI-ICE ON
advisory will appear, FUEL PRESS LOW cau-
tion will flicker and then disappear, and ENG
OIL BYPASS may appear, but should disappear.
• At ambient temperatures of 15°C and below, two

consecutive start cycles may be made followed
by a 3-minute rest period, followed by two addi-
tional consecutive start cycles. A 30-minute rest
period is then required before any additional
starts are attempted. At ambient temperatures of
15°C to 52°C, two consecutive start cycles may
be made. A 30-minute rest period is then required
before any additional start cycles are attempted.
• Motoring time for the starter is limited to 2 min-

utes with a 5-minute rest. The second 2-minute
motoring requires a 30-minute rest before begin-
ning another two-start cycle.
16. TGT — Monitor (not over 851°C).
CAUTION
Operation other than transient in the NP% 1 or

2 speed range of 20% to 40% and 60% to 90%
shall be avoided.
17. ENG OUT warning — Disappears at about 55% NG.
2-49
TM 1-S70i-280-MTF
18. Starter dropout once engine reaches idle speed. ENG

STARTER ON caution — Disappears. If ENG
STARTER ON caution does not disappear by idle
speed, pull ENG POWER CONT lever out.
19. Engine NG — Check as follows:
NOTE
These checks should not be done during the first

start of a new or preserved engine.
*a. Clock — Stop when TGT peaks, note time. Time

from ENG POWER CONT lever positioning to
idle speed should not be over 45 seconds at FAT
above -20°C and 60 seconds at altitudes over 10,000
feet and/or below -20°C.
*b. Idle Speed — Record idle speed. Minimum 63%

NG.
*20. ENG OIL PRESS — Check, 22 psi minimum; ENG

OIL PRESS caution disappears.
*21. P XMSN (XMSN oil pressure) — Check if rotor

brake (if installed) is off, no less than 20 psi.
*22. Start other engine — Repeat steps 13. through 21.
22.1. NGs within 3% of each other at ground idle.
2-50 C3
TM 1-S70i-280-MTF
CAUTION
Rotor brake handle must be in detent to allow

pressure to vent to the master cylinder reser-
voir.
O 23. Rotor brake, if applied — Off. Verify handle is in de-

tent, gage pressure is 0 psi, and ROTOR BRAKE
ON advisory disappears. Monitor tip path plane. Ad-
just cyclic as required to reduce droop stop pounding
and allow NR to stabilize.
23.1. XMSN oil pressure — 20 psi minimum; MAIN

XMSN PRESS caution disappears.
24. BACKUP HYD PUMP switch — AUTO, if above

30% NR and both HYD PUMP FAIL cautions have
disappeared.
*25. Hydraulic leak system — Check, monitor flight con-

trols.
a. HYD LEAK TEST switch — TEST. These

cautions/advisories should appear:
(1) RSVR 1 LOW and RSVR 2 LOW
(2) T/R SERVO 1 FAIL
(3) BACK UP RSVR LOW
(4) SAS OFF
(5) BOOST SERVO OFF
(6) BACK UP PUMP ON
2-51 C2
TM 1-S70i-280-MTF
(7) T/R SERVO 2 ON
(8) Both MASTER CAUTIONs
b. HYD LEAK TEST switch — RESET, then

NORM. All the above cautions/advisories except
BACK UP PUMP ON should disappear.
c. BACKUP HYD PUMP switch — OFF, then

AUTO to reset.
d. Tail rotor servo transfer — Check.
(1) TAIL SERVO switch — BACKUP. T/R

SERVO 1 FAIL caution, T/R SERVO 2 ON
and BACK UP PUMP ON advisories and MAS-
TER CAUTION appear within 3 to 5 seconds.
(2) TAIL SERVO switch — NORMAL. T/R

SERVO 1 FAIL caution, T/R SERVO 2 ON
advisory and MASTER CAUTION disappear.
BACK UP PUMP ON advisory disappears after
approximately 90 seconds.
26. Flight controls — Hold.
2-52 C1
TM 1-S70i-280-MTF
WARNING
• Loss of collective boost servo, either through

intentional shutoff or loss of No. 2 hydraulic
pressure, will cause the collective to rapidly
move from the down position to midposition if
not held by hand or collective trim. This
movement can be enough to cause the helicop-
ter to become airborne. During all ground op-
erations with engines above IDLE, the flight
controls shall be monitored.
• Care should be taken not to move the ENG

POWER CONT levers rapidly, either forward
or rearward, when the tailwheel lockpin is not
engaged. Overly rapid application of ENG
POWER CONT levers can result in turning
the helicopter, causing personnel injury or
loss of life.
CAUTION
• The crew chief will inform the pilot when all

droop stops are out. If all droop stops are not
out by 75% NR, shut down and investigate. If
investigation reveals no discrepancy, opera-
tions may be resumed, providing all droop
stops are out before attaining flight rpm and
no unusual vibrations occur.
• For rotor brake operations, wait no less than

one minute at idle Nr prior to advancing ENG
POWER CONT levers to FLY position.
27. NO. 1 and NO. 2 ENG POWER CONT levers —

Advance slowly to FLY detent.
2-53 C1
TM 1-S70i-280-MTF
*a. Droop stops out — By 75% NR.
b. AVCS INOP advisory disappears above 90% NR.
c. LOW ROTOR RPM warnings disappear at 96%

NR.
*d. GEN 1 FAIL and GEN 2 FAIL cautions disappear

by 97% NR.
28. ENG SPD TRIM switch — Adjust to 100% NR.
.O*29.DEICE EOT — Check (Refer to Section IV K).
30. PITOT HEAT and WINDSHIELD ANTI-ICE

switches — As desired.
31. External electrical and/or pneumatic power — Dis-

connected.
RUN-UP
*1. Q1 and Q2 — Matched within 5%.
2-54
TM 1-S70i-280-MTF
WARNING
The tailwheel may slide laterally on wet or icy

surfaces as a result of the engine and rotor
surge encountered in the engine overspeed sys-
tem check. Make certain both engines are at
100% and the helicopter is clear of ground sup-
port personnel and equipment before the engine
overspeed test. Ensure parking brakes are set,
tail wheel is locked and collective is full down.
*2. Engine Overspeed System — Test one engine at a

time.
WARNING
Engine overspeed check shall not be made dur-

ing flight.
CAUTION
Delay in release of ENG OVSP TEST switch A

and B may result in NG recycling below idle,
subsequent engine stall and TGT increase. To
avoid engine damage, TGT must be monitored
during overspeed check.
NOTE
Do not let NG drop below ground idle.
a. Adjust NR at 100%. NG — Note.
2-55
TM 1-S70i-280-MTF
RUN-UP (CONT)
b. ENG OVSP TEST switch NO. 1 A — Press and

hold.
c. NG — Remains constant.
d. ENG OVSP TEST switch NO. 1 A — Release.
e. ENG OVSP TEST switch NO. 1 B — Press and

hold.
f. NG — Remains constant.
g. ENG OVSP TEST switch NO. 1 B — Release.
h. ENG OVSP TEST switches NO. 1 A and NO. 1 B

— Press simultaneously and hold no longer than 1
second.
i. Note a reduction in NP, NG and Q.
j. NG decreases then accelerates to speed noted in step

a.
k. Repeat steps a. through j. for other engine.
*3. DEC/EDECU lockout — Check as follows:
NOTE
Lockout is recognized by a rapid Q increase on af-

fected engine and a rise in NR. Observe TGT in-
dications.
a. ENG SPD TRIM switch — 100% NR.
2-56
TM 1-S70i-280-MTF
b. ENG POWER CONT lever — Momentarily ad-

vance one lever full forward to LOCKOUT. Imme-
diately bring lever back to near vertical (about 6
o’clock) position. Slowly advance lever to a posi-
tion where Q1 and Q2 are matched at 100% NR,
then slowly continue to advance lever until a Q split
of approximately 10% is reached and an increase of
NP above 100% is noticed. Do not increase above
107% NP1 or 2.
c. Reengage DEC/EDECU by moving the ENG

POWER CONT lever to the IDLE detent, then
slowly back to FLY. Monitor NP1 or 2 to make cer-
tain automatic governing mode has reengaged.
d. Repeat check for other engine.
*4. Torque Matching — Check operation and range be-

tween 97% and 100% NP.
NOTE
When the engine speed trim is set to its lowest

value, NP may indicate a slightly higher speed
than NR due to differences in display resolution.
This is a normal condition.
a. Set minimum NR/NP speed.
b. Check torques Q1 and Q2 are within 5% of each

other at minimum NP.
c. ENG SPD TRIM switch — 100% NR/NP.
*5. Accel/decel — Check as follows:
a. Both ENG POWER CONT lever — FLY.
b. NP1 and 2 trimmed to 100%. Note NG.
2-57 C1
TM 1-S70i-280-MTF
RUN-UP (CONT)
WARNING
Care should be taken not to move the ENG

POWER CONT levers rapidly, either forward
or rearward, when the tailwheel lockpin is not
engaged. Overly rapid application of ENG
POWER CONT levers can result in turning the
helicopter, causing personnel injury or loss of
life.
c. Retard one ENG POWER CONT lever to IDLE

and rapidly advance it until NG peaks at or above
previously noted NG; then rapidly retard ENG
POWER CONT lever to IDLE.
d. Check that there is no acceleration or deceleration

stall.
e. Return ENG POWER CONT lever to FLY.
f. Repeat for other engine.
*6. Electrical systems — Check.
*a. Underfrequency protection — Test.
2-58
TM 1-S70i-280-MTF
NOTE
• When performing the Underfrequency protection

test, the stabilator may revert to manual mode.
• When performing the Underfrequency protection

test, the AVCS INOP advisory may appear with
NR below 90% NR.
(1) NO. 1 and NO. 2 ENG POWER CONT levers

— Retard to reduce NR to approximately 90%,
allowing for a 3-second time delay at each %NR
below 100% NR.
*(2) GEN 1 FAIL and GEN 2 FAIL cautions — Ap-

pear between 93% and 97% NR.

— FLY to increase NR to 100%. Confirm GEN
1 FAIL and GEN 2 FAIL cautions extinguish.
*b. AC system primary bus tie connector — Test.
(1) GENERATORS NO. 1 switch — OFF.
(a) GEN 1 FAIL caution appears.
(b) CONV 1 FAIL caution and AC REF BUS

DEGRAD advisory do not appear.
(2) GENERATORS NO. 1 switch — ON, GEN 1

FAIL caution disappears.
(3) Repeat steps (1) and (2) above with No. 2 gen-
erator.
*c. 26 VAC reference bus tie connector — Test.
(1) NO. 1 AUTO XFMR circuit breaker — Pull out.
(a) AC REF BUS DEGRAD advisory appears.
2-59
TM 1-S70i-280-MTF
RUN-UP (CONT)
(b) STAB remains in auto mode.
(2) NO. 1 AUTO XFMR circuit breaker — Push in.

AC REF BUS DEGRAD advisory disappears.
(3) Repeat steps (1) and (2) for NO. 2 AUTO

XFMR circuit breaker.
*d. DC primary system bus tie connector — Test.
NOTE
Pulling the NO. 2 CONVERTER circuit breaker

may cause the AVC system to fail. To restore,
cycle VIB CONT switch OFF, then ON. If AVC
system is still not restored, run AVC system IBIT
on TEST page.
(1) NO. 1 CONVERTER circuit breaker — Pull

out.
(a) CONV 1 FAIL caution — Appears.
(b) All MFDs remain on.
(c) STAB MANUAL MODE caution may or

may not appear.
(2) Stabilator AUTO CONTROL switch — Press to

reset if necessary. Ensure automatic control is re-
gained.
(3) NO. 1 CONVERTER circuit breaker — Push in.

CONV 1 FAIL caution — Disappears.
(4) Repeat steps (1) through (3) above utilizing NO.

2 CONVERTER circuit breaker.
*e. DC Essential System — Test.
2-60 C4
TM 1-S70i-280-MTF
(1) BATT NO. 1 switch — OFF. Check STAB

MANUAL MODE and DC ESS BUS 1 OFF
cautions do not appear.
(2) BATT NO. 1 switch — ON.
(3) BATT NO. 2 switch — OFF. Check #3 MFD

remains powered and DC ESS BUS 2 OFF cau-
tion does not appear.
(4) BATT NO. 2 switch — ON.
7. FUEL PUMP switch — OFF.
8. AIR SCE HT/STRT switch — OFF unless heat is

required.
9. APU CONT switch — OFF.
10. NO. 1 and NO. 2 ENG FUEL SYS selectors — XFD.
*11. System Status — Check.
a. All installed systems display a GO status.
b. Components will indicate ---- when not installed.

FMS component ALERT status ON/OFF as re-
quired.
c. Reset all fault counters.
d. Clear FCC fault.
2-61 C4
TM 1-S70i-280-MTF
RUN-UP (CONT)
.O12. Auxiliary Fuel Transfer — Check (Refer to Section

IV L).
13. Perform main rotor tracking and balancing and tail ro-
tor balancing, if required.
TAXI
1. NR — 100%.
*2. Systems instruments — Check and note normal indi-

cations and no EICAS miscompares.
*a. NP
*b. Q
*c. TGT
*d. NG
*e. T (ENG OIL TEMP)
*f. P (ENG OIL PRESS)
*g. T XMSN (XMSN OIL TEMP)
*h. P XMSN (XMSN OIL PRESS)
3. Outside area — Clear.
4. Chocks — Removed.
O 5. Ejector rack locking levers — Unlocked.
6. Doors — Secure.
7. Parking brake — Release.
2-62
TM 1-S70i-280-MTF
*8. Brakes — Check. Apply pilot’s and copilot’s brakes

to check for proper operation.
*9. TAILWHEEL LOCK — Check.
a. Unlock tailwheel.
b. Begin to taxi and check that tailwheel swivels.
c. Check that tailwheel will lock.
NOTE
For engine checks using IVHMS, ensure copilot’s

altimeter is set to 29.92 (if IVHMS installed).
.*10. Engine Health Indicator Test/Anti-ice — Check each

engine individually (Refer to Section IV M).
.*11. HIT Baseline Procedures — Check, if required (Refer

to Section IV N or N.1).
BEFORE HOVER

FLY.
2. NR — 100%.
3. Systems — Check.
4. SAS/BOOST, SAS 1, SAS 2, TRIM, FPS and STA-

BILATOR AUTO CONTROL switches — ON.
5. Avionics — As required.
6. ENG FUEL SYS selectors — DIR or as required for

fuel management.
7. Crew and mission equipment — Check.
2-63 C4
TM 1-S70i-280-MTF
BEFORE HOVER (CONT)
O 8. AUX FUEL MANAGEMENT PANEL — Set as re-

quired.
AIRCRAFT HOVER
1. Hover power — Check. The power check is done by

comparing indicated torque required to hover with
predicted values and verifying flight performance val-
ues required to perform the mission.
*2. Hover controllability — Check.
a. Hover into wind.
b. Cyclic position. Should be centered laterally and

about 1 inch forward of neutral.
c. Left pedal should be forward of right by about 1⁄2-

inch.
3. Vibrations — Note any abnormal vibration level, ac-

quire data as necessary.
*4. FPS — Check.
a. SAS/BOOST, SAS 1, SAS 2, TRIM and FPS

switches — ON.
b. Hands off attitude retention in pitch and roll should

be 61°.
2-64 C4
TM 1-S70i-280-MTF
c. Heading hold should be 62°.
d. Hover at an altitude of 20-25 feet.
e. Without releasing cyclic trim, introduce a 5° pitch

attitude change in forward direction, helicopter
should return to trimmed attitude with no more than
one 3° overshoot. Repeat 5° attitude change in aft
direction, attitude return should be same as in for-
ward direction.
f. Without releasing cyclic trim, introduce a 10° left

roll attitude change, helicopter should return to trim
attitude with no more than one 3° overshoot. Repeat
10° roll change in right direction, return attitude
should be same as in left direction.
*5. Tail rotor servo — Check.
a. Land helicopter.
b. TAIL SERVO switch — BACKUP. T/R SERVO

1 FAIL caution appears. Note time for BACK UP
PUMP ON advisory to appear, about 0.5 second.
T/R SERVO 2 ON advisory appears.
CAUTION
If T/R SERVO 2 ON advisory did not appear,

do not hover helicopter.
c. Move tail rotor pedals 1 inch either side of neutral

to check tail rotor response.
d. Pick helicopter up to normal hover.
e. Make 45° turns left and right.
2-65 C1
TM 1-S70i-280-MTF
AIRCRAFT HOVER (CONT)
f. TAIL SERVO switch — NORMAL. T/R SERVO

1 FAIL caution disappears. T/R SERVO 2 ON ad-
visory disappears. BACK UP PUMP ON advisory
should disappear after 90 seconds.
*6. Generator underfrequency protection disable/low ro-

tor RPM — Test.
WARNING
Care should be taken not to move the ENG

POWER CONT levers rapidly.
NOTE
• Maintain No. 1 and No. 2 engine torque within

10% of each other. To prevent generator under-
voltage drop out, do not reduce NR below 85%.
• To avoid excessive exposure of avionics to

power frequencies less than 400 Hz (NR =
100%), minimize time at NR below 95%.
• The APU may be started for this test as required,

if desired.
a. NO. 1 and NO. 2 ENG POWER CONT levers —

Retard slowly to 90% NR, ensuring that the GEN 1
and 2 FAIL cautions do not appear.
b. LOW ROTOR RPM warning and audio — On as

NR decreases to 95%.
c. NO. 1 and NO. 2 ENG POWER CONT levers —

FLY, LOW ROTOR RPM warning and audio off.
2-66 C1
TM 1-S70i-280-MTF
*7. Compasses — Check.
a. Hover at an altitude of 20-25 feet.
b. Make hovering turns.
c. Pilot and copilot PFD and ND heading displays —

Check for smooth operation. Compare with mag-
netic compass and ESIS.
2-67
TM 1-S70i-280-MTF
WARNING
• No torque limiting is provided in coupled

flight. The pilot is responsible to ensure that
the reference conditions set on the FD/DCP
are achievable within the engine limits and
ambient conditions. It is also the pilot’s re-
sponsibility to monitor torque, TGT and Ng in
coupled flight (particularly when increasing
altitude or airspeed, initiating turns and oper-
ating at high gross weights, high density alti-
tudes or in gusty wind conditions/turbulent
air).
• Coupled Flight Director Modes may automati-

cally change coupled state or engage coupled
modes, and/or uncouple un-commanded/
unannounced during ground or flight opera-
tion. The uncoupling of the FD Mode may not
be accompanied by a FLT DIR FAIL and/or
an FD COUPLE FAIL caution. The flight
crew should understand that the system can
couple or uncouple unannounced.
• The coupled flight director should be disen-

gaged as the first step of the emergency pro-
cedures for single engine failure, dual engine
failure, compressor stall, decreasing NR (rotor
speed), and high speed shaft failure.
*8. Coupled Flight Director Hover Checks.
2-68
TM 1-S70i-280-MTF
NOTE
All checks will be performed from the coupled

side FD/DCP unless otherwise stated.
a. Hover Position Hold and Radar Altitude Mode —

Check.
(1) SAS/BOOST, SAS 1, SAS 2, TRIM and FPS

switches — ON.
(a) From a hover, select the HOVER display on

the PFD.
(b) Press cyclic beeper to engage HVR mode.
1. The FD/DCP HVR/RALT and CPLD

switches will indicate green.
2. POS will appear on the second line of the

FD/DCP HVR segment.
3. RALT and POSN will appear in green at

the top of the PFDs.
4. The reference radar altitude will capture

the present radar altitude and appear in
magenta on both pilots’ PFD RADALT
displays and FD/DCPs.
5. Helicopter maintains a stable hover in

calm air within approximately 2 feet of the
position when engaged.
(c) While pressing the collective trim release

switch, increase collective until helicopter al-
titude is 40 feet, then release the collective
trim release switch.
2-69 C1
TM 1-S70i-280-MTF
1. When the collective trim release switch is

pressed, the RALT switch will change to
flashing amber.
2. The reference altitude on the PFD and FD/

DCP changes with the helicopter altitude
while the collective trim release switch is
depressed.
3. The reference altitude captures the current

radar altitude when the collective trim re-
lease switch is released. The helicopter
maintains the new reference.
(d) Without pressing the collective trim release

switch, use the collective heading beeper to
command to the right and left for 45°. Alti-
tude retention is 64 feet.
(e) Without pressing the collective trim release

switch, increase the collective until the heli-
copter is at 50 feet. Release the collective.
1. The helicopter returns to 40 feet 64 feet

with an overshoot of no more than 10 feet.
2. When pulling against trim, the RALT

switch will change to flashing amber.
(f) Repeat for a down collective input to 30 feet.
(g) Using the collective TRIM switch, increase

and decrease the reference altitude by 100
feet.
1. Altitude retention should be 64 feet after

stabilized.
2-70 C2
TM 1-S70i-280-MTF
2. The maximum rate of climb in coupled

hover should be approximately 1000 ft/
min.
3. The maximum rate of descent below 250

feet AGL should be approximately 250 ft/
min.
(h) Check engagement/disengagement and func-

tionality of these modes using both FD/DCP’s
RALT/HVR adjust knobs and buttons.
(i) Repeat step (1)(b) using the other cyclic

beeper. RALT/HVR adjust knobs and but-
tons.
NOTE
If the HVR mode switch is pressed at ground-

speeds of 1 kt or less, Hover Position Hold Mode
will engage. At groundspeeds above 1 kt, Hover
Velocity Hold Mode will engage.
(j) Without pressing the trim release button, ap-

ply cyclic to attain greater than 2 kts ground
speed and release. When ground speed ex-
ceeds 2 kts, POS mode will change to DCL
on the FD/DCP.
(k) Helicopter will decelerate to zero and capture

a new hover position at that point.
(l) Beep cyclic in any direction for 1⁄2 second.

Helicopter will slowly move in the corre-
sponding direction approximately 2 feet.
b. Velocity Hold Mode — Check.
(1) From a coupled hover, beep cyclic for more than

1 second in any direction.
2-71
TM 1-S70i-280-MTF
(a) Velocity Hold mode will engage.
(b) VEL will replace POS on the second line of

the FD/DCP HVR segment and on the PFD.
(c) Longitudinal and lateral VREF settings (tri-

angles) will appear in magenta on the PFD
hover display.
(d) The VEL mode should maintain constant

groundspeed VREF setting.
(e) Press in on the cyclic trim five way switch to

zero out commanded velocity.
(f) VREF settings change to zero.
c. Hover Decel Mode — Check.
(1) From 20-30 kts forward groundspeed, press in on

the cyclic 5-way beeper trim switch to zero out
the commanded velocity.
(a) VREF settings change to zero.
(b) Helicopter begins to decelerate.
(2) Press cyclic beeper forward and aft.
(a) Forward cyclic beep causes the helicopter to

decelerate more slowly.
(b) Aft cyclic beep causes the helicopter to decel-

erate more quickly.
(c) As the ground speed goes below 1 knot, POS

hold mode recaptures.
(d) The helicopter returns to a stable hover.
2-72 C4
TM 1-S70i-280-MTF
d. Go Around From Hover — Check (Pilot and Co-

pilot).
(1) From a coupled hover, select GO ARND button

on cyclic.
(a) The GO ARND switch on the FD/DCP will

illuminate green and GA is displayed at the
top of the PFD.
(b) Disengage GO ARND by selecting RMT

SBY button.
(c) Check Engagement/Disengagement function-

ality by using the coupled side FD/DCP GO
ARND switch.
(d) Repeat steps (a) through (c) on opposite side.
NOTE
The Go Around modes may be checked during

takeoff.
(2) When the helicopter achieves a 70 kt, 750 fpm

climb, verify:
(a) IAS mode engages at 70 kts.
(b) VS mode engages at 750 fpm climb.
BEFORE TAKEOFF

FLY.
3. Note and clear FCC faults.
2-73 C4
TM 1-S70i-280-MTF
BEFORE TAKEOFF (CONT)
6. Make normal takeoff.
AFTER TAKEOFF
NOTE
*Monitor stabilator indicator position versus air-

speed. Stabilator should begin moving up at 30 to
50 KIAS.
1. IAS Mode will automatically engage on the pilot’s

FD/DCP when airspeed goes above 50 KIAS.
2. Instruments — Check pilot and copilot PFDs for no

miscompare indications.
CLIMB
1. Instruments — Check.
a. Airspeed indicators — Check pilot’s MFD airspeed,

copilot’s MFD airspeed and ESIS airspeed indica-
tor. Difference between any of the three airspeeds
shall not be greater than 65 KIAS.
b. Altimeter — Check pilot’s and copilot’s MFD al-

timeters and ESIS altimeters. Difference should be
less than 70 feet.
c. Vertical speed indication on pilot’s and copilot’s

MFD — Check for reasonable indications.
2. Climb to a predetermined altitude.
2-74 C4
TM 1-S70i-280-MTF
CRUISE
NOTE
Flight checks may be done with flight director

modes selected on unless stated otherwise. AFCS
is designed to operate with IAS mode always on.
*1. Stabilize airspeed at 80 KIAS.
*a. Airspeed indicators — Check pilot’s MFD airspeed,

copilot’s MFD airspeed and standby airspeed indi-
cator. Difference between any of the three airspeeds
should not be more than 5 KIAS.
*b. Autorotation RPM — Check.
2-75 C2
TM 1-S70i-280-MTF
CRUISE (CONT)
NOTE
• Conduct autorotation RPM check at an altitude

that will allow for power recovery before reach-
ing 500 feet AGL. Have a suitable forced landing
area within range.
• If NR is expected to exceed 110%, do not allow

NR to increase beyond 120%. This may require
collective application.
• If NR is maintained so as not to exceed 110%,

no additional collective application is required
during power recovery procedures. While ad-
vancing the ENG POWER CONT levers as NP
matches NR, both will decrease to normal oper-
ating limits.
• Transient NP up-speeds of several seconds dura-

tion are typically encountered during autorotation
entry and recovery.
• During entry the NP should split away from NR

prior to reaching approximately 109% and reduc-
ing to a value of 100 to 103% NP (ENG
POWER CONT levers in FLY). When the main
rotor has split away from NP, transient values as
high as 110 to 114% NP may be seen when col-
lective pull is initiated. This behavior is normal.
• IVHMS may be used to capture pressure altitude,

temperature, and density altitude values.
*(1) Pressure altitude — Set copilot’s altimeter to

29.92. Check bleed-air off.
*(2) Climb to check altitude and cruise until FAT has

stabilized and record.
2-76 C4
TM 1-S70i-280-MTF
(3) Climb an additional 1000 feet for start of autoro-

tation.
(4) Level off, stabilize at 80 KIAS.
CAUTION
If the NP follows NR up in a steady state man-

ner for NR values that exceed 109% NP or the
recovery NP peak exceeds 114%, discontinue
further autorotational flight.
NOTE
• If NR reaches 120%, adjust collective to main-

tain NR below 120%, then initiate a power re-
covery. If during autorotation, NR reaches limi-
tations (90 or 120), initiate a power recovery.
• If NR does not decouple from NP, the INCR/

DECR switch may be used as required to reduce
NP to 96.5% during or before the autorotative
descent. Ensure NP is increased to 100% prior to
power recovery.
• If NR does not decouple from NP at 96.5% due

to gross weight or conditions, ENG POWER
CONT lever manipulation may be required.
(5) NO. 2 ENG POWER CONT lever — IDLE (if

required) and stabilized. Then set ENG POWER
CONT lever just forward of the IDLE detent.
(6) Collective — Reduce to full down, maintain 80

KIAS with helicopter in trim.
(7) NO. 1 ENG POWER CONT lever — Retard to

IDLE (if required). Then set ENG POWER
CONT lever just forward of the IDLE detent.
2-77 C4
TM 1-S70i-280-MTF
CRUISE (CONT)
*(8) When passing through check altitude, record NR

and fuel quantity.

— Advance to FLY detent (if required), NP1 or
NP2 should not be greater than NR.
(10) Make a power recovery.
(11) Utilizing autorotation RPM correction chart, Sec-

tion V Figure 2, check that RPM is within 63%.
c. Vibrations — Note any abnormal vibration level,

acquire data as necessary.
*2. Increase airspeed to 100 KIAS and stabilize.

*b. In-flight controllability — Check.
*(1) Cyclic position — 1 inch forward of center.
*(2) Directional control pedals — Right pedal may be

1 to 2 inches forward of left pedal.
2-78 C4
TM 1-S70i-280-MTF
NOTE
• If the right pedal is more than 2 inches forward

of the left pedal, a full complete rigging check of
the flight control system shall be performed. If
the rigging check is in accordance with mainte-
nance specifications and the right pedal is still
more than 2 inches forward of the left, annotate
this discrepancy in the helicopter maintenance
log that this helicopter exceeds the allowable 2
inch maximum pedal distance. Forward this in-
formation with helicopter model and serial num-
ber to maintenance logistics representative for
engineering notification and release helicopter
for flight. Due to collective to yaw pedal mixing,
gross weight, altitude and component variation,
the pedal position may vary.
• Any maintenance performed resulting in changes

to autorotation RPM and collective high pitch
stop will affect Vh pedal position. A recheck of
Vh pedal position shall be performed following
any such maintenance.
*c. Collective — Full down, note stabilator position in-

dicator shows 3° to 7° up.
*3. Perform a maximum power check. The IVHMS is the

preferred method to acquire engine ETF (MAX PWR)
data. The IVHMS is not the preferred method for
checking the TGT (10 Minute) Limiter. Recommend
use of the IVHMS FORCE key when prompted to
perform the TGT (10 Minute) Limiter check during
the IVHMS MAX PWR sequence.
2-79 C3
TM 1-S70i-280-MTF
CRUISE (CONT)
NOTE
• Follow on-screen instructions for the IVHUMS

for power checks, if installed.
• The IVHUMS calculated target torque value

(TTV) and TTVs calculated from Section V, Fig-
ures 7 and 8 are authorized for S-70i helicopters
equipped with a clean exhaust system (no HIRSS
or IHIRSS installed).
• The IVHMS may calculate ETF data with TGT

as low as 750°C; however 819°C should still be
considered the target minimum when using the
IVHMS MAX PWR sequence.
• If IVHUMS error messages are displayed by the

IVHUMS during max power procedure: Manu-
ally compute ETF according to the TTV table in
Section V, Figure 8 of this manual.
• If IVHMS is inoperative or engine Ng or fuel

flow is limited, perform the maximum power
check in accordance with this manual.
• Performance data will be taken at a high power

setting (TGT above 819°C) while maintaining
approximately 130 KIAS forward flight speed.
Engine anti-ice and heater will be off and altim-
eter will be set to 29.92 in. Hg. Data will be taken
on one engine at a time. If the maximum power
check is being performed because of a single-
engine installation/reinstallation or failed HIT
check, it is the Maintenance Officer’s discretion
to obtain new ETF data for the other engine.
• To avoid torque oscillations when making perfor-

mance checks, a torque split of at least 10% will
be held between engines. If flight conditions pre-
2-80 C4
TM 1-S70i-280-MTF
vent setting the performance point at 130 kts and

keeping the 10% torque split, allow forward
flight speed to increase or decrease; however, a
torque split of at least 10% must be maintained.
• If the specification torque ratio is ≥ 1.1 or ≤ 0.7,

the ETF will not be calculated and the message
VALUE IS OUT OF BOUNDS will be dis-
played. If this occurs, then perform the check in
accordance with the procedures in this manual.
• If engine inlet barrier filters (IBF) are installed,

perform the maximum power check with the by-
pass door open on the engine being checked.
a. With both ENG POWER CONT levers in FLY,

establish 130 kts level flight, 100% NR. ENG
ANTI-ICE switches — OFF.
CAUTION
Do not exceed the single-engine torque limit of

135%. Dual-engine torque limit of 100% may
be exceeded only if the torque applied by the
other engine is less than 100% and the average
of two engines does not exceed 100%.
b. Coupled flight director ALT — Off.
2-80.1/(2-80.2 Blank) C1
TM 1-S70i-280-MTF
NOTE
During cold conditions, the HMU can limit NG

before the target TGT range is reached. If during
step c. droop occurs prior to reaching 819°C TGT
and FAT is approximately 0°C and below, the en-
gine is NG limited. Proceed with maximum power
check under Ng limiting conditions.
c. Retard the ENG POWER CONT lever for the en-

gine not being checked until the TGT on the engine
being checked is above 819°C. This value should be
considered the target minimum. Do not exceed the
maximum 10 minute TGT limit of 879°C.
*d. Stabilize for 30 seconds. Record IAS, Q, TGT, NG,

pressure altitude and FAT.
e. ENG POWER CONT lever for the engine not be-

ing checked — FLY. Repeat steps c. and d. for the
other engine if required.
When engine is NG limited:
2-81
TM 1-S70i-280-MTF
CRUISE (CONT)
NOTE
• At ambient temperatures below approximately

0°C and down to approximately -20°C, the en-
gine may be either TGT limited, NG limited, or
fuel flow limited. Below -20°C, the engine
should always be NG limited. The target torque
value chart automatically accounts for NG, fuel
flow, or TGT limiting.
• If engine inlet barrier filters (IBF) are installed,

perform the maximum power check with the by-
pass door open on the engine being checked.
• If during the maximum power check, droop oc-

curs prior to the TGT target minimum of 819°C,
engine may be NG limited due to cold FAT. If
this occurs, proceed as follows:
f. Reduce collective to regain 100% NR while main-

taining maximum possible TGT and NG.
g. Record IAS, Q, TGT, NG, pressure altitude and

FAT.
h. Because engine is NG limited due to cold ambient

conditions, TGT limiting at the 10-minute limit can-
not be obtained.
i. If it is desired to verify TGT limiter settings, use en-

gine anti-ice as necessary.
j. The IVHMS is approved and recommended for use

in calculating the engine (ETF) data and aircraft
torque factor (ATF). A manual worksheet is provid-
ed in Section V, Figure 9 for inoperative IVHMS or
during environmental conditions causing NG limit-
ing. The worksheet in Figure 9 is also in TM
1-2840-248-23.
2-82 C1
TM 1-S70i-280-MTF
k. Figure 8 in Section V is approved for use with S-70i

helicopters with no exhaust suppression.
l. To obtain the ETF with the EIBF installed, multiply

the Specification Torque Ratio obtained during the
Maximum Power check by:
(1) Number one engine by 1.02.
(2) Number two engine by 1.04.
m. If the resulting ETF is below 0.85 after multiplying

the appropriate factor, replace the engine.
n. Using the actual Specification Torque Ratio will re-

sult in artificially low torque available values.
4. TGT (10-Minute) Limiter Check (if required).
2-83 C3
TM 1-S70i-280-MTF
CRUISE (CONT)
CAUTION
On engines with the EDECU installed, the TGT

will bypass the 10 minute limiter and limit at
the 2.5 minute contingency power settings when
any of the following conditions are met: NP
droops below 96%; greater than 3% droop be-
tween reference NP and actual NP; greater
than 5% per second NP droop rate exists and
NP less than or equal to NP reference speed.
NOTE
• At extremely low ambient temperatures, TGT

limiting may not be achieved even by utilizing
engine anti-ice. In this case, defer this check un-
til warmer conditions are available.
• The DEC will limit TGT to 879° 69°C (10-

minute limit) with both engines operating or 903°
610°C (2.5 minute limit) when the other engine
power decreases below about 50% Q.
a. On the engine being checked, select ENG ANTI-

ICE switch — ON. Retard the ENG POWER
CONT lever for the engine not being checked to
approximately 55% Q (not lower than 50%). Main-
tain this torque by adjusting the ENG POWER
CONT lever during step b.
b. Adjust collective until 2% NR droop is noted. Ob-

serve single-engine torque limit of 135%. Allow air-
speed to increase as necessary. Record TGT on en-
gine being checked. TGT should indicate 879°C
69°C.
c. ENG POWER CONT lever for the engine not be-

ing checked — FLY. Repeat steps a. and b. for the
other engine if required.
2-84
TM 1-S70i-280-MTF
d. ENG ANTI-ICE switch — OFF.
When engine is NG limited:
NOTE
• At ambient temperatures below approximately

0°C and down to approximately -20°C, the en-
gine may be either TGT limited, NG limited, or
fuel flow limited. Below -20°C, the engine
should always be NG limited. The target torque
value chart automatically accounts for NG, fuel
flow, or TGT limiting.
• If during the maximum power check, droop oc-

curs prior to the TGT target minimum of 819°C,
engine may be NG limited due to cold FAT. If
this occurs, proceed as follows:
a. Reduce collective to regain 100% NR while main-

taining maximum possible TGT and NG.
b. Record IAS, Q, TGT, NG, pressure altitude and

FAT.
c. Because engine is NG limited due to cold ambient

conditions, TGT limiting at the 10-minute limit can-
not be obtained.
d. If it is desired to verify TGT limiter settings, use en-

gine anti-ice as necessary.
*5. Adjust airspeed to 120 KIAS and stabilize; maintain

fixed collective.

copilot’s MFD airspeed and ESIS airspeed indica-
tor. Difference between any of the three airspeeds
b. Vibrations — Note any abnormal vibration levels,

acquire data as necessary.
2-85 C1
TM 1-S70i-280-MTF
CRUISE (CONT)
*c. Stabilator — Check.
(1) Confirm FD/DCP HDG is not engaged.
(2) Note stabilator position indicator pointer posi-

tion.
(3) Without releasing trim, push left pedal forward

to enter a sideslip with ball displaced about one
ball width to right. Note stabilator position is dis-
placed about 2° down from previously noted po-
sition.
(4) Release pedal and check that ball returns to 1⁄2

ball width of center.
(5) Reference ball to trim.
(6) Repeat sideslip by pushing right pedal forward

one ball width to left. Note stabilator position is
now displaced about 2° up from original trim po-
sition.
*d. Beep trim — Check.
(1) Ball should remain within 1⁄2 ball width of center

for steps (2) through (4).
(2) With HDG hold off, beep cyclic laterally into a

30° right bank, allow to stabilize, then beep back
to level.
(3) Beep to a 30° left bank, allow to stabilize, then

beep back to level.
(4) Press the collective trim beeper right. The heli-

copter will capture and maintain a right standard
rate turn while the switch is pressed and roll
wings level when released.
2-86 C2
TM 1-S70i-280-MTF
(5) Repeat in the left direction.
(6) With IAS hold off, beep aft on the cyclic to

change the helicopter pitch attitude by 5°. Note
smooth response and retention of new attitude
within 1° in smooth air.
(7) Repeat by beeping forward.
(8) Press the collective trim release switch and es-

tablish a 500 FPM rate of climb then descent.
Heading retention should be 61°.
*6. Increase airspeed to 145 KIAS and stabilize.

b. Vibrations — Note any abnormal level, acquire data

as necessary.
*7. Increase airspeed to Vh.
NOTE
Vh checks conducted above 5000 feet PA may re-

sult in contacting the upper collective stop prior to
reaching 100% Q.
Vh is defined as:
100% Q.
TGT of 879°C 69°C.
NG or fuel flow limiting.
2-87 C2
TM 1-S70i-280-MTF
CRUISE (CONT)
*a. Cyclic — Laterally centered. Note distance from in-

strument panel to cyclic stick. Cyclic should be at
least 2 inches aft of ground cyclic forward stop
check.
*b. Directional control pedals — Right pedal may not

be more than 2 inches forward of left pedal.
NOTE
• If the right pedal is more than 2 inches forward

of the left pedal, a full complete rigging check of
the flight control system shall be performed. If
the rigging check is in accordance with mainte-
nance specifications and the right pedal is still
more than 2 inches forward of the left, annotate
this discrepancy in the helicopter maintenance
log that this helicopter exceeds the allowable 2
inch maximum pedal distance. Forward this in-
formation with helicopter model and serial num-
ber to maintenance logistics representative for
engineering notification and release helicopter
for flight. Due to collective to yaw pedal mixing,
gross weight, altitude, and component variation,
the pedal position may vary.
• Any maintenance performed resulting in changes

to autorotation RPM and collective high pitch
stop will affect Vh pedal position. A recheck of
Vh pedal position shall be performed following
any such maintenance.
*c. High pitch stop — Vh can be obtained before col-

lective is against upper stop. The condition where
Vh and upper stop are reached simultaneously is ac-
ceptable.
*d. Check that stabilator indicator is 0° to 4° down.
2-88
TM 1-S70i-280-MTF
e. Vibrations — Note any abnormal level, acquire data

as necessary.
*8. Decrease airspeed to 120 kts and stabilize.
.*a. Communication and Navigation Equipment Air-

borne Checks — Test/Check operation (Refer to
Section IV O).
NOTE
• Functionally check receivers and transmitters

when applicable.
• Range of transmission or reception depends upon

many variables, including weather conditions,
time of day, operating frequency, power of trans-
mitter and altitude of helicopter.
*b. Flight instruments — Fly at different airspeeds and

altitudes, checking performance of the ESIS flight
instruments and compare to the PFD as follows:
*(1) Vertical situation indicators — Proper indication,

no excessive precession or vibration and turn and
slip indicates properly.
*(2) Horizontal situation indicators — Proper indica-

tion, correct heading, operates smoothly, no mis-
compare indications.
*(3) Altimeters — Proper indication, no large fluctua-

tions.
*(4) Vertical speed indicators — Proper indication,

nearly the same, no excessive fluctuation.
*(5) Magnetic compass — Correct heading, no exces-

sive fluctuation.
2-89
TM 1-S70i-280-MTF
CRUISE (CONT)
(6) HTAWS — Check for proper map orientation in

turns. Check for proper terrain/obstacle color
corresponding to alert status — Can be per-
formed in conjunction with other checks.
*9. Coupled Flight Director — Check.
2-90
TM 1-S70i-280-MTF
WARNING
• No torque limiting is provided in coupled

flight. The pilot is responsible to ensure that
the reference conditions set on the FD/DCP
are achievable within the engine limits and
ambient conditions. It is also the pilot’s re-
sponsibility to monitor torque, TGT and Ng in
coupled flight (particularly when increasing
altitude or airspeed, initiating turns and oper-
ating at high gross weights, high density alti-
tudes or in gusty wind conditions/turbulent
air).
• Coupled Flight Director Modes may automati-

cally change coupled state or engage coupled
modes, and/or uncouple un-commanded/
unannounced during ground or flight opera-
tion. The uncoupling of the FD Mode may not
be accompanied by a FLT DIR FAIL and/or
an FD COUPLE FAIL caution. The flight
crew should understand that the system can
couple or uncouple unannounced.
• The coupled flight director should be disen-

gaged as the first step of the emergency pro-
cedures for single engine failure, dual engine
failure, compressor stall, decreasing NR (rotor
speed), and high speed shaft failure.
NOTE
Flight Director checks may be done in conjunction

with other navigation and equipment checks. Ob-
serve that the commands are reasonable for the
maneuver being conducted and that it smoothly
transitions between modes. After a Flight Director
check has been done on one Flight Director, it is
2-91
TM 1-S70i-280-MTF
only necessary to verify engagement and function-

ality on the other Flight Director. FD/DCP’s mode
lights will be duplicated on the uncoupled side
throughout Coupled Flight Director Checks.
a. Engage ALT and IAS at 120 KIAS on the FD/DCP.
*b. Press the HDG P-SYNC knob to engage HDG hold

mode on the FD/DCP.
(1) ALL engaged FD/DCP switches will appear in

green.
(2) ALT, IAS, FD1/2 and HDG will appear in green

on the PFDs.
(3) Reference airspeed should be displayed on both

PFDs (magenta bug and digits).
(4) The indicated and commanded airspeeds should

be within 3 kts.
(5) The horizontal command bar should be centered.
(6) The vertical roll command bar should be cen-

tered.
(7) The collective position indicator should be cen-

tered.
(8) Reference altitude should be displayed on both

PFDs (magenta bug and digits).
(9) The referenced altitude should be maintained

within 50 feet.
(10) ALT, IAS and HDG referenced values on the

PFDs will match those displayed on the FD/DCP.
c. Establish a 500 FPM climb or descent against col-

lective trim and release.
2-92
TM 1-S70i-280-MTF
(1) While pressing against trim, the ALT mode light

on the FD/DCP will change from green to amber.
(2) The helicopter should return to the reference al-

titude using collective 650 feet in smooth air.
*d. Altitude Pre-Select (ALTP) and Vertical Speed (VS)

Modes.
(1) Note heading.
(1.1) Set the ALTP reference using the ALTP knob

on the FD/DCP to an altitude greater than 500
feet above or below present altitude. ALT PRE
reference digits appear on both FD/DCPs.
(2) Press the ALTP switch on the FD/DCP to arm

ALT PRE mode.
(3) ALTP switch indicates amber.
(4) ALTP should be displayed in white on the PFD

as an armed mode.
*(5) Engage VS on the FD/DCP.
(6) ALT disappears and VS appears in green at the

top of the coupled PFD.
(7) VS button indicates green on the FD/DCPs.
(8) A magenta vertical speed reference appears at

zero on both PFDs, VSI displays and FD/DCPs.
(9) Using the coupled side collective beeper, beep to

a 500-1000 FPM climb or descent.
(10) Magenta commanded VS digits show for 5 sec-

onds.
2-93 C4
TM 1-S70i-280-MTF
CRUISE (CONT)
(11) VS indications are within 6150 feet per minute

of the commanded climb rate in smooth air.
(12) Within 300 feet of the preset altitude, the ALTP

mode captures and the switch changes from am-
ber to green. VS mode goes off.
(13) The coupled side PFD ALTP annunciation

moves to the top of the MFD in green.
(14) The helicopter should level off within 50 feet of

the selected altitude with no more than 1 over-
shoot.
(15) The ALT mode captures on the FD/DCP and

PFD. ALTP mode goes off. Heading retention
should be 61°.
e. Beep forward on the cyclic to 130 KIAS. IAS ref-

erence will increase. Maximum overshoot of 5 kts.
f. Repeat the check with a beep aft back to 120 KIAS.

Maximum overshoot 5 kts.
g. Make 45° right and left heading changes using the

FD/DCP HDG knob. The commanded helicopter
roll attitude should not exceed 20° bank angle. Heli-
copter should roll out on the selected heading with
little or no overshoot.
h. Disengage ALT mode on the FD/DCP.
i. Pull the cyclic against trim to 110 kts and release.
(1) While pulling against trim, the IAS mode light

changes from green to amber.
(2) The helicopter should return to 120 65 kts in

smooth air.
2-94 C2
TM 1-S70i-280-MTF
j. Repeat the check with a forward push to 130 kts.
k. Check functionality of ALTP, ALT, IAS, HDG,

and VS on both FD/DCPs and collectives.
*l. FMS NAV Mode.
(1) Enter a fly-to waypoint and engage the flight

plan. A magenta line should appear on the NAV
display from the aircraft symbol to the way point.
(2) Turn away from the course and establish an off-

set, then turn back to parallel the course.
(3) Select FMS as the navigation source on both FD/

DCPs.
(4) Press FMS on the FD/DCP to engage the

coupled FMS steering mode. Check for:
(a) The FMS switch on the FD/DCP will illumi-

nate in green.
(b) LNAV will be displayed in green at the top of

the MFD.
(c) A roll command bar shall be displayed on the

on-side PFDs.
(5) The helicopter should turn to intercept the DTK.

Commanded bank angle should be no greater
than 22°.
(6) Track inbound to the waypoint — Check for:
(a) Lateral roll commands corresponding to raw

data.
(b) Less than 1⁄4 dot deviation error.
2-95 C2
TM 1-S70i-280-MTF
CRUISE (CONT)
(7) Select the other FD/DCP. Verify that the mode

engages with the proper annunciation and indica-
tions.
*m. VOR Mode.
NOTE
Course intercept should occur with no more than

one overshoot and a maximum 22° commanded
angle of bank at any point.
(1) Press NAV on the FMS. Enter an appropriate

VOR frequency and position the aircraft 6-15
miles away.
(2) Select VOR for BRG 1 or 2 on the pilot’s and

copilot’s FD/DCP.
(3) Select VOR as the PFD NAV source on the pi-

lot’s and copilot’s FD/DCP.
(4) Engage HDG coupled mode and set a 30-60° in-

tercept for a radial 10-15° from present radial.
Ensure that pilot and copilot are both using the
same selected radial in order to see the same FD
cues on the PFDs.
(5) Engage NAV mode on the FD/DCP.
(a) VOR ARM should be displayed on the FD/

DCP and the switch will illuminate in amber.
(b) NAV will be shown in white on the PFD in

the armed mode field.
(6) Prior to crossing the selected radial:
(a) VOR ARM will change to CAP.
2-96 C2
TM 1-S70i-280-MTF
(b) NAV switch will change to green.
(c) HDG mode will disengage.
(d) NAV will appear in green at the top of the

PFD.
(7) The helicopter will turn to intercept the radial.

Commanded bank angle should be no greater
than 22°.
(8) Track radial inbound — Check for:
(a) No lateral roll command deviation not corre-

sponding to raw data.
(b) Less than 1⁄2 dot deviation error.
(9) Track radial over the VOR station and check for
the change to station passage mode.
(a) VOR CAP label on the FD/DCP VOR mode

will change to SP.
(b) FD will command wings level and maintain

current heading.
(10) After passing over the VOR, the FD will revert

to VOR CAP mode.
(11) Select the other FD/DCP by pressing the CPLD

switch. Verify that the mode engages with the
same annunciations and indications. It is not nec-
essary to fly another complete approach.
*n. ILS Mode.
2-97 C2
TM 1-S70i-280-MTF
CRUISE (CONT)
NOTE
Fly one ILS approach using FD2 coupled to evalu-

ate the basic ILS/Glide slope, Backcourse and De-
cel modes. Evaluate FD1 and FD2 commands by
comparing the pilot’s and copilot’s flight displays.
To ensure similar FD commands, the modes
should be engaged at the same time on both pilot’s
and copilot’s FD panels. The Glide Slope (GS)
mode will capture only if the localizer (LOC) has
captured.
(1) Press NAV on the FMS. Enter an ILS and LOM

frequency if available.
(2) Select ADF for BRG 1 or 2 on the FD/DCPs.
(3) Select ILS as the NAV source on the FD/DCPs.
(4) On the pilot’s FD/DCP engage coupled ALT,

IAS and HDG modes to initiate and conduct an
ILS approach beyond the outer marker with a 45°
intercept.
(5) Engage LOC mode. ARM will display until the

localizer is captured.
(6) Engage GS mode. ARM will display until the

glide slope is captured.
(7) Monitor the collective and roll command bars on

both pilot and copilot MFDs. Throughout the ap-
proach the two indications should agree within 1
bar width.
(8) Monitor helicopter performance during the ap-

proach and check the following:
2-98
TM 1-S70i-280-MTF
(a) Smooth localizer intercepts with no more than

one overshoot.
(b) Localizer/Glide slope tracking holds to less

than 1 dot deviation on the HSD.
*o. ILS Decel Mode.
(1) Continue the ILS approach from the above

check.
(2) Engage the DECEL on the FD/DCP mode before

reaching 1500 feet AGL.
(a) DECEL ARM will appear on the FD/DCP in

amber.
(b) DCL will appear in white on the PFD.
(3) DECEL CAP will appear on the FD/DCP based

on airspeed (approximately 1200 feet for 120
kts).
(4) The commanded airspeed will decrease down to

70 kts before 200 feet AGL at about 0.5 kts/sec.
(5) At 70 kts, DECEL CAP will disengage and IAS

mode will engage.
*p. ILS Level-Off Mode.
(1) Continue the ILS approach from the above check

to 50 feet AGL down the runway.
(a) At 100 feet AGL, the CAP label appears on

the FD/DCP. GS mode changes to ALVL.
(b) The helicopter levels off at 50 feet AGL using

collective.
(c) RAD ALT mode engages at 50 feet 65.
2-99
TM 1-S70i-280-MTF
BEFORE LANDING
1. TAILWHEEL switch — As required.
2. PARKING BRAKE — As required.
O 4. AUX FUEL MANAGEMENT PANEL switches —

OFF.
5. Performance considerations — As required.
AFTER LANDING
1. TAILWHEEL switch — As required.
2. Exterior lights — As required.
ENGINE SHUTDOWN
1. TAILWHEEL switch — LOCK.
2. PARKING BRAKE — Set.
NOTE
PARKING BRAKE ON advisory is actuated by

PARKING BRAKE handle. Appearance of advi-
sory does not necessarily mean that wheel brakes
are set.
3. FUEL BOOST PUMP switches — OFF.
4. Landing gear — Chocked.
5. Mission equipment — OFF/SAFE/LOCKED as re-

quired.
2-100
TM 1-S70i-280-MTF
O6. Ejector rack locking levers — Locked.
7. BLADE DEICE (if installed), PITOT HEAT, ENG

ANTI-ICE and HEATER switches — OFF.
8. AIR SCE HT/STRT switch — APU.
9. FUEL PUMP switch — APU BOOST, PRIME BST

PUMP ON advisory should appear.
10. Ground power unit — Connected, EXT PWR switch

— RESET then ON, if required.
11. APU CONT switch — ON. The APU ON, BACK

UP PUMP ON and APU ACCUM LOW advisories
— Appear.
12. GENERATORS NO. 1 and NO. 2 switches — OFF.

GEN 1 FAIL and GEN 2 FAIL cautions and APU
GEN ON advisory should appear.
13. DTS — Store mission data if required.
14. Mission equipment — Off, as required.
15. Collective — Approximately 1 inch as needed to pre-

vent droop stop pounding.
CAUTION
Do not increase the collective more than 1 inch

as needed to prevent droop stop pounding dur-
ing rotor coast down.
16. Flight controls — Hold.
*17. ENG POWER CONT levers — IDLE.
18. ENGINE IGNITION switch — OFF.
2-101
TM 1-S70i-280-MTF
ENGINE SHUTDOWN (CONT)
NOTE
Do not move ENG POWER CONT levers below

IDLE until APU ACCUM LOW advisory disap-
pears.
19. Cyclic — As required to prevent anti-flap pounding.
*20. System instruments — Check.
21. BACKUP HYD PUMP switch — OFF.
22. Stabilator — Slew to 0° after last flight of the day.
23. BACK UP PUMP ON advisory — Check off.
24. STS key — Press; note error codes.
CAUTION
• Before moving ENG POWER CONT lever

OFF, engine must be cooled for 2 minutes at
an NG of 90% or less.
• If an engine is shut down from a high power

setting (above 90%) without being cooled for
2 minutes and it is necessary to restart the en-
gine, the restart should be accomplished
within 5 minutes after shutdown. If the restart
cannot be accomplished within 5 minutes, the
engine should be allowed to cool for 4 hours
before attempting an engine restart.
25. NO. 1 ENG POWER CONT lever — OFF after en-

gines have cooled for 2 minutes.
26. #1 ENG OUT warning appears and audio — On as

NG decreases below 55%.
2-102 C1
TM 1-S70i-280-MTF
27. NO. 1 ENG FUEL SYS selector — OFF.
28. TGT — Monitor.
*29. Droop stops, verify in, about 50% NR.
30. Repeat steps 25. through 28. for the No. 2 engine. En-
gine out audio will not go on.
O 31. Rotor brake — As required, 150-180 PSI at or below

40% NR.
NOTE
If TGT bias is not present then the aircraft power

may not be available to provide DEC codes.
32. Note and record DEC/EDECU signal validation

codes.
.33. EGI Accuracy Check (Refer to Section IV P).
34. Deleted.
NOTE
Wait 15 seconds before turning off the APU gen-

erator after EGI 1 and EGI 2 switches are turned
off.
35. EGI 1 and EGI 2 switches — OFF.
36. MFDs — OFF.
37. STBY INST switch — OFF.
37.1. Overhead switches — As required.
38. APU GENERATORS switch — OFF.
2-103 C2
TM 1-S70i-280-MTF
ENGINE SHUTDOWN (CONT)
39. FUEL PUMP switch — OFF.
41. NO. 1 and NO. 2 BATT switches — OFF.
42. Data card(s) — Remove.
*43. Post flight inspection — Perform.
*44. Check sheet — Signed.
45. All entries from remarks column of check sheet tran-

scribed to the appropriate form.
46. Maintenance personnel — Debriefed as necessary.
2-104
TM 1-S70i-280-MTF
SECTION III. FAULT ISOLATION PROCEDURES
General. Fault Isolation Procedures are found in the appro-

priate Maintenance Manuals.
3-1/(3-2 Blank)
TM 1-S70i-280-MTF
SECTION IV. SPECIAL/DETAILED PROCEDURES
General. This section contains special/detailed procedures

that are referenced in Section II.
A. Lighting Systems Check.
1. LIGHTS INST PNL knob — Rotate from OFF to

full on.
a. The MFDs will switch to night mode at reduced in-

tensity.
b. Note change in intensity of MFD bezels, FD/DCP

bezels and Clock.
c. Check HTAWS map display for NVIS text and

dimmed display with a red tint. Change brightness
with the brightness adjustment knob. Push bright-
ness knob to display soft bezel key labels — Soft
keys extinguish after 5 seconds.
2. LIGHTS LTD SW knob — Rotate clockwise. Note

the following increased intensity:
a. Overhead console capsules.
b. FD/DCP switches.
c. Reversionary switches.
d. Tail wheel LOCK/UNLK.
e. Stabilator/AFCC panel switches.
f. ICS panel status lights.
g. With LIGHTS LTD SW knob at full bright setting,

MFDs will switch back to day mode.
4-1
TM 1-S70i-280-MTF
3. LIGHTS PLT MWC knob — Rotate clockwise. Pi-

lot’s Master Warning Lights increase intensity.
4. LIGHTS CPLT MWC knob — Rotate clockwise.

Copilot’s Master Warning Lights increase intensity.
5. LIGHTS INST PNL knob — Rotate to OFF.

Switches should return to normal intensity.
6. LIGHTS LWR CSL knob — Rotate clockwise. All

lower console panels increase intensity.
7. LIGHTS UPR CSL knob — Rotate clockwise. All

upper console panels get brighter.
8. LIGHTS SECONDARY knob — Rotate clockwise.

The cockpit flood lights increase intensity. Check
LIGHTS SECONDARY WHITE/BLUE switch in
WHITE position, then BLUE position.
9. Utility lights — Check.
a. Momentary button on pilot’s cockpit utility light —

Press then release. Pilot’s utility light illuminates
with button pressed.
b. Check spot function of pilot’s cockpit utility light;

then turn off.
c. Repeat steps a. and b. for copilot’s cockpit utility

light.
d. Repeat steps a. and b. for lower console auxiliary

utility light.
10. Cargo hook well lights — Check (If Installed).
a. CARGO HOOK LT switch — ON.
b. Crewman check cargo hook well lights — Illumi-

nate.
4-2 C1
TM 1-S70i-280-MTF
c. CARGO HOOK LT switch — OFF.
11. Cabin dome lights — Check.
a. CABIN DOME LT switch on upper console —

WHITE. CABIN DOME LT control on pilot’s seat
— Rotate clockwise to BRT. Observe cabin dome
lights illuminate and increase in intensity as control
is turned.
b. CABIN DOME LT switch — BLUE. Observe

cabin dome lights extinguish and blue lights illumi-
nate.
c. CABIN DOME LT control and CABIN DOME

LT switch — As desired.
12. Landing light — Check.
a. LDG LT ON/OFF switch — Press. Landing light

comes on and LANDING LIGHT ON advisory ap-
pears.
b. EXT/RETR switch — Press to extend, then retract.

Crewman checks for light extension/retraction.
c. LDG LT ON/OFF switch — Press. Landing light

goes off and LANDING LIGHT ON advisory dis-
appears.
13. Searchlight — Check.
a. Overhead console EXT LTS MODE switch —

NORM.
b. Pilot’s searchlight control switch — EXTD and

hold. Searchlight extends to limits of travel.
c. Release searchlight control switch and press — ON.

Searchlight illuminates. SEARCH LIGHT ON ad-
visory appears.
4-3
TM 1-S70i-280-MTF
d. Move pilot’s searchlight control switch through all

4 positions: L, R, RETR, EXTD. Searchlight
should follow control movement.
e. Pilot’s searchlight control switch — RETR. Search-

light follows direction of control switch movement.
f. Pilot’s searchlight control switch — OFF.

SEARCH LIGHT ON advisory — Disappears.
g. Copilot’s searchlight control switch — ON, then

EXTD until lamp extends about 45° from fully re-
tracted position, then move switch to R and hold.
Searchlight rotates, lamp automatically extinguishes
after about 1⁄4 turn and illuminates after about 3⁄4
turn from start position.
h. Move copilot’s searchlight control through all 4 po-

sitions: L, R, RETR, EXTD. Searchlight should
follow control movement.
i. Copilot’s searchlight control switch — RETR.

Searchlight follows direction of control switch
movement.
j. Copilot’s searchlight control switch — OFF.

SEARCH LIGHT ON advisory — Disappears.
14. ANTI-COLLISION LIGHTS. Have crewman check

light in NORM, IR, UPPER, LOWER and BOTH
positions.
15. Exterior lights — Check.
a. POSITION LIGHTS switch — BRT and

STEADY.
b. EXT LTS MODE switch — NORM. All position

lights should be illuminated.
4-4
TM 1-S70i-280-MTF
c. POSITION LIGHTS switch — DIM and FLASH.

Verify all position lights flash. Unaided position
light intensity does not change.
d. FORMATION LTS switch — Rotate from OFF to

position 5, noting increase intensity at each position.
NOTE
Use of NVGs by the crewchief for the following

steps is required to view lights in IR mode.
16. Exterior lights mode — Check.
a. EXT LTS MODE switch — NORM.
b. Search light, landing light, position lights, formation

lights and anti-collision lights — ON.
c. EXT LTS MODE switch — ALL IR.
(1) Position lights, search light and formation lights

change to IR Mode.
(2) Landing light is disabled.
d. EXT LTS MODE switch — SRCH LT.
(1) Search light stays in IR Mode.
(2) All other lights switch to normal mode.
e. EXT LTS MODE switch — NORM.
f. Exterior lights — As required.
4-5 C1
TM 1-S70i-280-MTF
B. Blade Deice System Test (If Installed).
1. BACKUP HYD PUMP switch — OFF. BACK UP

PUMP ON advisory should not appear.
WARNING
A risk of low current shock exists when blade

deice system is turned on for ground checks.
Injury to personnel can result if contact is made
with main rotor blade cuff, spindle, and droop
stop cam while blade deice test is in progress.
Clear aircraft upper deck of personnel during
blade deice test until blade deice control panel
TEST IN PROGRESS lamp is off and POWER
switch is placed in OFF position.
CAUTION
To prevent overheating of droop stops, blade

deice test shall not be done more than one time
within a 30-minute period when rotor head is
not turning.
2. Ice rate meter PRESS TO TEST button — Press and

release. Start clock.
4-6 C3
TM 1-S70i-280-MTF
3. Ice rate meter indicator — Moves to half scale (1.0

61⁄8 inch), holds about 50 610 seconds and then falls
to 0 or below, ICE DETECTED caution and MAS-
TER CAUTION PRESS TO RESET appear after 15
to 20 seconds into the test and FAIL flag not visible
in flag window. Ice rate meter should move to zero
within 75 seconds after pressing PRESS TO TEST
button. Reset clock.
4. BLADE DE-ICE TEST panel select switch —

NORM.
5. BLADE DEICE POWER switch — TEST, start

clock.
6. PWR MAIN RTR and PWR TAIL RTR monitor

lights — Check. PWR MAIN RTR monitor light
may go on for 2 to 4 seconds. If either light goes on
and remains on for 10 seconds or more, do this:
a. BLADE DEICE POWER switch — OFF. If either

light is still on:
b. GENERATORS APU switch and/or EXT PWR

switch — OFF.
7. TEST IN PROGRESS light — Check. Light should

go on for 105 to 135 seconds. No other blade deice
system lights should be on. PWR MAIN RTR and
PWR TAIL RTR monitor lights may go on momen-
tarily near end of test. The TEST IN PROGRESS
light should then go off. Reset clock.
4-7
TM 1-S70i-280-MTF
WARNING
Droop stop hinge pins and cams may become

very hot during test. Use care when touching
those components. A risk of low current shock
exists when blade deice system is turned on for
ground checks. Injury to personnel can result if
contact is made with main rotor blade cuff,
spindle, and droop stop cam while blade deice
test is in progress. Do not touch droop stop
cams until blade deice control panel TEST IN
PROGRESS lamp is off and POWER switch is
placed in OFF position.
8. BLADE DEICE POWER switch — OFF.
9. Crewman touch each droop stop cam — Cams should

be warm to touch.
NOTE
M/R DE-ICE FAULT caution may also appear

during tests in steps 10. through 19. when the M/R
DE-ICE FAIL caution appears.
10. BLADE DE-ICE TEST select switch — SYNC 1.
11. BLADE DEICE POWER switch — TEST. M/R

DE-ICE FAIL caution shall appear.
12. BLADE DEICE POWER switch — OFF. M/R DE-

ICE FAIL caution shall disappear.
13. BLADE DE-ICE TEST select switch — SYNC 2.

DE-ICE FAIL caution shall appear.
4-8 C1
TM 1-S70i-280-MTF

ICE FAIL caution shall disappear.
16. BLADE DE-ICE TEST select switch — OAT.

DE-ICE FAIL and T/R DE-ICE FAIL cautions shall
appear.

ICE FAIL and T/R DE-ICE FAIL cautions shall
disappear.
19. BLADE DE-ICE TEST select switch — NORM.
20. BACKUP HYD PUMP switch — AUTO.
4-9
TM 1-S70i-280-MTF
C. Cargo Hook Operational Check (If Installed).
1. Cargo hook functional check.
a. CARGO HOOK CONTR switch — As required,

CKPT for pilot and copilot check or ALL for crew-
member check.
b. CARGO HOOK ARM switch — ARMED.
c. CARGO HOOK ARMED advisory — Appears.
d. Place about 20 pounds downward pressure on load

beam.
e. CARGO REL switch (pilot and copilot): NOR-

MAL RLSE (crewmember) — Press and release.
f. CARGO HOOK OPEN advisory — Appears.
g. CARGO HOOK OPEN advisory — Disappears

when hook closes.
h. Repeat steps d. through g. copilot and crewmember

positions.
i. CARGO HOOK ARM switch — SAFE.
j. CARGO HOOK ARMED advisory — Disappears.
k. While applying downward pressure on load beam,

rotate manual release knob (lever) on right side of
hook clockwise, latching mechanism should release
the load beam.
2. Emergency Release Circuit.
4-10
TM 1-S70i-280-MTF
NOTE
To prevent unintentional discharge of the cargo

hook explosive cartridge, the pilot shall call off
each procedural step of the emergency release cir-
cuit test before that step is done. Station being
checked shall reply to pilot’s command.
a. Short test.
(1) CARGO HOOK EMERG REL switch —

SHORT.
(2) Pilot’s HOOK EMER REL switch — Press and

hold.
(3) EMER RLSE TEST LT capsule light comes on.
(4) HOOK EMER REL switch — Release. EMER

RLSE TEST LT light goes off.
(5) Repeat steps (2) through (4) for copilot’s HOOK

EMER REL switch and crewmember’s cargo
hook control pendant EMER RLSE switch.
b. Open test.
(1) CARGO HOOK EMERG REL switch —

OPEN.
(2) Pilot’s HOOK EMER REL switch — Press and

hold.
(3) EMER RLSE TEST LT capsule light comes on.
(4) HOOK EMER REL switch — Release. EMER

RLSE TEST LT light goes off.
(5) Repeat steps (2) through (4) for copilot’s HOOK

EMER REL switch and crewmember’s cargo
hook control pendant EMER RLSE switch.
4-11 C1
TM 1-S70i-280-MTF
c. CARGO HOOK EMERG REL switch —

NORM. If cargo hook is not to be used immediately
after completing circuit test check, the EMERG
REL switch shall remain at OPEN until ready for
load pickup.
4-12
TM 1-S70i-280-MTF
D. Rescue Hoist System Test (If Installed).
WARNING
Maintain positive control of the pendant

thumbwheel during all hoist operations when
operating in high ambient temperature.
1. Verify Pendant Thumbwheel Operation by moving the

thumbwheel to the full speed up and down positions.
Verify that the pendant thumbwheel returns to the
neutral position. If the pendant thumbwheel does not
return to neutral from either direction, maintain posi-
tive control of the pendant during all in-flight hoisting
operations.
1.1. Check hoist with pilot controls.
WARNING
• Rescue hoist cable is stiff and abrasive. Bro-

ken cable strands are sharp, therefore leather
work gloves must be worn whenever handling
rescue hoist cable.
• If the oscillation is not quickly stopped, it may

become unmanageable. Reeling in an oscillat-
ing load will only aggravate the motion.
• The cable will be cut whether HOIST

POWER is ON/OFF if the CABLE CUT
switch is pressed with the ARM-TEST switch
in the ARM position.
1.2. Pilot’s control panel HOIST POWER switch — ON.
4-13 C2
TM 1-S70i-280-MTF
2. Crew control panel ARM-TEST switch — TEST.
3. Pilot’s CABLE CUT switch — Press. Verify the

SQUIB TEST light illuminates.
4. Crew CABLE CUT switch — Press. Verify the

SQUIB TEST light illuminates.
5. ARM as required. Pilot raise hoist to full up position.
6. Pilot lower hoist using PILOT OVERRIDE UP-

DOWN switch — Observe cable lowers.
7. Pilot raise hoist to full up position.
8. Crewman — Perform hoist check.
a. With weight on the hoist, use the rescue hoist pen-

dant thumbwheel to lower the cable (verify override
capability using PILOT OVERRIDE UP-DOWN
switch). Extend all usable cable into a plastic con-
tainer and inspect the cable for damage per the
maintenance manual.
b. Using normal power, check the variable speed con-

trol (UP, DN and auto slow/stop). Check the actua-
tion of the 9up-slow9 full-in (within 10 62 feet) and
full-out (within 10 62 feet of approximately 290
feet) limit switches by noting: the reduction in cable
retraction speed, the illumination of the FULL IN
and FULL OUT indicator lights on the movable
control pendant and the color change of the cable.
c. Verify UP and DOWN control using thumbwheel

switch.
d. Raise rescue hoist hook to full up.
9. ARM-TEST switch — TEST when not in use.
10. SEARCH LIGHT — Check operation.
4-14 C2
TM 1-S70i-280-MTF
11. HOIST POWER switch — OFF.
4-14.1/(4-14.2 Blank) C2
TM 1-S70i-280-MTF
E. Avionics Ground Checks.
1. Comm radios — Check transmission and reception.
2. COLLECTIVE RAD SEL SWITCHES.
a. ICS TX switch — RMT. Collective RAD SEL

switch — Left, right, forward, aft.
b. FMS display changes to the COM page the first

time the RAD SEL switch is moved left or right.
c. PFD COM status line shows the active transmitter

changes when moving the RAD SEL switch left and
right.
d. Active transmitter changes up and down the preset

frequency list when moving the RAD SEL switch
forward and aft.
WARNING
Warning audio tones (Engine Out, Low Rotor,

and Stabilator) will not be heard with the ICS
operating in the BU mode or in the BU position.
3. ICS BACK UP MODE.
NOTE
When the ICS is operating in the BU mode or both

pilots’ ICS TX selectors are in the ICS BU posi-
tion, the pilot can only transmit and receive on
COM-2; and the copilot can only transmit and re-
ceive on COM-3.
a. Pilot and copilot’s ICS selector — BU. ICU light

on ICS panel comes on.
4-15 C1
TM 1-S70i-280-MTF
b. ICS functions in back up mode. (VOX and HOT

MIC do not work).
c. Check copilot’s radio transmits over MXF-4027-3

(COM 3).
d. Check pilot’s radio transmits over MXF-4027-2

(COM 2).
e. ICS selector — ICS. ICU light on ICS panel goes

out.
4. AN/ARN-149 ADF — Check reception.
a. On RNAV SETTINGS page, set ADF to ADF and

NORM.
b. Set BRG 1 or BRG 2 to ADF.
c. BRG 1/2 needle should indicate approximate mag-

netic bearing to known ground station.
d. On ADF TEST page — TEST.
e. Check that #2 HSI needle swings 90° and test result

indicates GO.
5. AN/ARN-147 VOR — Check reception and opera-

tion.
a. Test.
(1) Select NAV page on the FMS.
(2) Press SK-1 VOR to highlight the frequency box.
(3) Type in the desired frequency in the scratch pad

and press ENT.
(4) Monitor the station by selecting MON 1 on the

ICS.
4-16 C1
TM 1-S70i-280-MTF
(5) Select VOR for BRG 1 or 2 on the FD/DCP.
(6) Select VOR as the NAV source on both FD/

DCPs.
(7) Both FD/DCP OBS set — 315° on PFD CRS

display.
(8) On VOR TEST page — Press SK-1 TEST.
(9) HSI course bar — Centered 61 dot.
(10) Bearing pointer — Should be at 310° to 320° po-

sition.
(11) VOR TEST page shows GO result.
(12) No. 2 bearing pointer — Should return to origi-

nal heading when test is finished.
6. AN/ARN-153 TACAN — Check system status page

for GO indication.
7. AN/APX-117 IFF — Test.
a. Select the XPD page on the FMS.
b. Verify M1, M2, M3A, and MC modes will turn

ON. Press SK-1 to select the desired mode and
press SK-6 to turn the mode ON or OFF.
c. Press SK-2 to select the transponder code box. Type

a code in the scratch pad and press ENT.
d. Select XPD Test page by pressing TST → COM →

IFF XPDR.
e. Press SK-1 TEST to initiate the test.
f. Status will indicate TST, then COMPLETE.
4-17
TM 1-S70i-280-MTF
g. Test results show no failures, except for KIT FAIL,

indicating the IFF keys have not been loaded.
h. XPD status will indicate NOGO due to KIT FAIL

status. As long as no other failures are seen, check is
OK.
8. Digital Map Display — Check function and operation

during MFSC check below.
9. Multifunction Slew Controller / Collective Slew

Switch.
a. TAC bezel key B-5 — Press to bring up the digital

map display.
b. Pilots MFSC thumb switch press up, down, left and

right.
(1) Check for correct motion of the cursor on the

digital map display.
c. MFSC #1 button — Press.
(1) Edit pop up menu will appear.
(2) Select cancel.
d. MFSC #2 button — Press.
(1) The screen capture pop up menu will appear.
(2) Select cancel.
e. MFSC #3 button — Press.
(1) The cursor cross hairs will disappear and switch

to the bezel button mode with a large white bar
beside one of the bottom bezel buttons.
f. MFSC #3 button — Press again.
4-18
TM 1-S70i-280-MTF
(1) Cursor will change back to the map cursor mode.
g. Collective cursor slew switch — Press up, down,

left and right.
(1) Look for corresponding motion of the cursor.
h. Collective cursor slew switch — Press in.
(1) Edit pop up menu will appear.
(2) Select cancel.
i. Repeat check for copilot’s MFSC and collective

slew switch.
10. Deleted.
11. FMS Bus Control Switch Check.
a. EMERGENCY CONTROL PANEL, set FMS

control switch — FMS-1.
(1) FMS 1 shows BC on the Header Status line.
b. FMS control switch — FMS-2.
(1) FMS 2 shows BC on the Header Status line.
c. FMS control switch — AUTO.
12. COM Emergency Guard Switch Check.
a. On the EMERGENCY CONTROL PANEL, place

the COM switch in the GUARD position.
b. On the COM SUM page, check COM-2 radio has

changed to guard frequency 243.0 and COM-3 radio
has changed to guard frequency 121.5.
4-19 C4
TM 1-S70i-280-MTF
c. Place the COM GUARD switch back to the

NORM position.
13. IFF Emergency Switch Check.
a. On the XPD settings page, press SK-8 to set the an-

tenna to BOTTOM.
b. On the EMERGENCY CONTROL PANEL,

briefly place the IFF switch in the EMERG posi-
tion.
4-20 C4
TM 1-S70i-280-MTF
(1) On the XPD page, verify mode 3A code changes

to 7700 and the mode changes to EMER-
GENCY.
(2) IFF STBY message disappears.
(3) Antenna mode changes to DIVERSE.
c. Place the IFF switch back to the NORM position.
14. HTAWS system check:
a. Check HTAWS map display for proper depiction of

local terrain and no degradation alerts.
b. Press M key to enter the pilot menu. No current

faults should be displayed. Scroll through start-up
fault history to check for abnormal system initial-
ization.
c. Press MUTE button key to initiate self test. 9TEST

CAUTION9 and 9TEST WARNING9 shall be heard
with corresponding text displayed on the bottom of
the display.
d. Press M key to return to map display. Scroll through

all modes and sensitivities. No abnormal operation
or audio callouts should be observed.
e. Check operation of HTAWS INHIBIT function.
f. Set HTAWS to desired flight mode and sensitivity.
15. C406N ELT check.
4-21
TM 1-S70i-280-MTF
NOTE
• Activation of the ELT should only be performed

on the hour (65 minutes), and for a maximum of
3 sweeps of the beacon signal. Any nearby con-
trol tower should be notified prior to performing
an ELT check.
• Do not to leave the ELT on for more than 40 sec-

onds. At approximately 47-50 seconds, the ELT
will send a valid distress signal to the satellite.
a. Ensure either COM 2 or COM 3 is set to 121.500

MHz and monitor frequency.
b. On the ELT control panel, ON/ARM switch — ON

momentarily (3-5 seconds).
(1) ELT warbling tone is heard on the COM frequen-

cy.
(2) ELT sonalert audio is heard within the cockpit.
(3) ELT control panel lamp flashes.
c. On the ELT control panel, ON/ARM switch —

ARM.
NOTE
Illumination of ELT control panel lamp for longer

than 1 second may indicate a malfunction with the
ELT. A malfunction should be noted by a Flash
Code given by the ELT control panel lamp. Seek
maintenance personnel for assistance with mal-
functioning ELT.
4-22
TM 1-S70i-280-MTF
F. Rotor Brake Break-In Check (If Installed).
NOTE
• This rotor brake break-in procedure is to ensure

proper mating of components. It is required only
when components (rotor brake disc, linings, or
housings) are changed, or are serviced due to ro-
tor brake slippage.
• One engine may be used to perform break-in pro-

cedure in order to limit engine start-ups.
1. Start No. 1 and No. 2 engines without using the rotor

brake and advance ENG POWER CONT levers to
IDLE.
2. ENG POWER CONT levers — OFF.
3. At 40% NR, smoothly apply rotor brake between 150

to 180 psi until rotor stops.
NOTE
If rotor does not appear to be slowing down, re-

lease the rotor brake and allow the rotor to coast
down. Inspect rotor brake for proper adjustment.
4. Release rotor brake and allow 15 minutes for

cooldown before repeating cycle.
5. Repeat steps 1. through 4. for another cycle.
6. After break-in procedure, perform a rotor brake dy-

namic check.
4-23 C1
TM 1-S70i-280-MTF
G. Rotor Brake Dynamic Check (If Installed).
WARNING
A new rotor brake which has not been broken

in may allow the rotor head to slip with two en-
gines running at idle. Ensure ground crew is
aware of this possibility and remains clear.
CAUTION
If the rotor head starts to turn in the following

steps, damage and fire could occur.
1. Apply rotor brake.
CAUTION
If the rotor brake slips, immediately shutdown

both engines. Failure to do so will result in ro-
tor brake damage.
2. Start No. 1 and No. 2 engines. Remain at IDLE. Ro-

tor brake shall not slip.
3. Release rotor brake.
4-24
TM 1-S70i-280-MTF
CAUTION
For rotor brake operations, wait no less than

one minute at idle Nr prior to advancing ENG
POWER CONT levers to FLY position.
4. ENG POWER CONT levers to FLY.
5. Set NR to 100%.
6. No. 1 and No. 2 engines — Perform engine shutdown

procedures.
7. After ENG POWER CONT levers — OFF:
a. At 40% NR, smoothly apply rotor brake between

150 to 180 psi.
b. Rotor system shall stop within 12 to 18 seconds.
4-25
TM 1-S70i-280-MTF
H. Operating Engine with Rotor Brake On (If In-

stalled).
WARNING
Operating an engine against the gust lock is

prohibited.
1. Ensure all blade tiedown devices have been removed

and secured.
2. If conditions allow, face helicopter into the wind.
3. Engine cowling for engine being run may be opened

if required.
4-26
TM 1-S70i-280-MTF
NOTE
With engine cowling open, sunlight may actuate

fire warning system and/or may disable the test
mode.
WARNING
• Main rotor head may slip on engine start due

to component changes. If main rotor head
starts to turn, rotor brake damage and fire
could result. If main rotor head slips, release
rotor brake or shut down engines immedi-
ately. Restart engines without rotor brake en-
gaged.
• When operating an engine against the rotor

brake, do not advance the ENG POWER
CONT lever(s) beyond the IDLE detent.
• Injury to personnel and damage to equipment

will result if main and tail rotor blades slip
during engine operation. Stay clear of rotors
and blades.
4. Normal start procedures may be done when above re-

quirements have been met except that % NP 1 and 2,
NR and P XMSN (transmission pressure) will remain
at zero.
4-27 C1
TM 1-S70i-280-MTF
I. Buddy Start.
CAUTION
It is possible to start the No. 1 engine without

electrical cables using only the battery and an
external air source. The pilot can monitor the
start on the #3 MFD EICAS under battery
power. However, this procedure will result in a
loss of the engine Hot Start Prevention system
which could result in engine damage. The pilot
on the receiver aircraft should closely monitor
TGT during the engine starts.
NOTE
• Buddy Starts do not have to be done using AC

electrical cables because the helicopter powers
the #1 DCU and one MFD under battery power.
This lets the pilot monitor an engine start under
battery power and needs only the air source from
another helicopter.
• The following procedure has been tentatively ed-

ited based on the helicopter design. However,
this procedure has not been verified and should
not be used operationally until verified.
The following procedure will be used as an emergency

helicopter evacuation maintenance recovery procedure only
and not as a normal or standard operating procedure. When a
helicopter has an inoperable APU and no auxiliary ground
power unit is available, a second helicopter may be used to
start the No. 1 engine on the disabled helicopter.
4-28
TM 1-S70i-280-MTF
WARNING
Flight of a helicopter with an inoperable APU

affects the pilot’s ability to respond to second-
ary in-flight emergencies. Preflight mission
planning should recognize this as a hazard.
Flight without a functional APU must be lim-
ited to that necessary to move the helicopter to
a suitable location for repair of the APU.
NOTE
This procedure does not require the disabled heli-

copter to have functional 24 vdc batteries installed.
However, it is recommended for establishing com-
munication between the helicopters prior to con-
necting ac power from the donor helicopter.
1. Use APU bleed air on the donor helicopter to start the

No. 1 engine on the receiver helicopter. Position the
donor helicopter a safe distance away from the dis-
abled (receiver) helicopter, so that the pilot can ob-
serve the receiver helicopter. Ensure that the rotor
blade tips of the helicopter are at least 50 feet apart.
NOTE
• Exceeding this distance will result in the cable or

pneumatic hose not reaching between the two
helicopters, or cause excessive strain on electri-
cal connectors or excessive bends or kinking of
the pneumatic hose.
• Do not start APU on donor helicopter.
2. Remove the buddy start stowage bags from each heli-

copter and couple the pneumatic hoses together with
the center Marmon clamp.
4-29
TM 1-S70i-280-MTF
3. Couple the center connectors together.
Receiver helicopter.
4. Preflight checks — Complete.
5. Insert the pneumatic hose into the external pneumatic

port.
NOTE
Verify the pneumatic connector is securely in

place.
Before Starting Engines.
6. Copilot’s collective — Extended and locked.
7. Shoulder harness locks — Check.
8. PARKING BRAKE — Release, then set.
9. Circuit breakers and switches — Set as follows:
a. Circuit breakers — In.
b. BLADE DEICE POWER switch — OFF (used

only if blade de-ice installed).
c. Clocks — Set and running.
d. BACKUP HYD PUMP switch — AUTO.
e. ANTI COLLISION/POSITION LIGHTS — As

required.
f. CARGO HOOK EMERG REL switch — OPEN,

ARM switch — SAFE (used only if cargo hook in-
stalled).
g. APU CONT switch — OFF; APU T-handle — In.
4-30
TM 1-S70i-280-MTF
h. GENERATORS NO. 1 and NO. 2 switches —

Check ON.
i. AIR SCE HT/STRT switch — OFF.
j. ENGINE FIRE T-handles — Full forward.
k. BATT switches — ON.
10. Establish communications with donor helicopter.
Donor helicopter.
11. Engines operating at 100% NR, flat pitch and brakes

set.
12. Establish radio communication with receiver helicop-

ter.
13. No. 1 dc primary bus, AIR SOURCE HEAT/START

circuit breaker — Check in.
14. AIR SCE HT/STRT switch — OFF.
CAUTION
Ensure APU is off.
15. Place the HEATER control switch — ON and HI for

5 to 6 seconds. (This will remove any trapped air
pressure from the plumbing to the external pneumatic
port). Then turn HEATER control switch — OFF.
16. Insert the donor helicopter end of the pneumatic hose

into the external pneumatic port, slowly opening air
valve with tip extension on the hose. Connect the hose
to the port. Gently pull on the hose at the base of the
connector to verify connector is mated properly.
4-31 C1
TM 1-S70i-280-MTF
NOTE
If any resistance is encountered when inserting the

pneumatic hose connector, relieve trapped air pres-
sure in helicopter pneumatic system by turning on
HEATER to HI for 5 to 6 seconds, then OFF.
17. Notify receiver helicopter — Ready to start APU.
CAUTION
Air supply from the APU will immediately

pressurize the pneumatic hose and the pneu-
matic systems of both helicopters when the
APU is started. Ensure that pneumatic hoses
are flexible without excessive bends or kinks
and ground personnel are clear before pressur-
ization.
18. Start APU.
19. Notify receiver helicopter — APU is on line.
Engine Starting Procedure:
20. ENG FUEL SYS selector(s) — As required, XFD for

first start of day.
21. FUEL BOOST PUMP switches — ON.
22. ENGINE IGNITION switch — ON.
23. GUST LOCK ENGAGED caution — Verify not dis-

played.
24. Rotor brake — On (If Installed).
4-32
TM 1-S70i-280-MTF
25. Fire guard — Posted if available.
26. Rotor blades — Check clear.
27. Engine — Start as follows:
CAUTION
If start is attempted with ENGINE IGNITION

switch OFF, do not place switch ON. Abort the
start.
a. If any of these indications occur during start se-

quence, abort the start.
(1) No TGT increase (light off) within 45 seconds.
(2) No P (engine oil pressure) within 45 seconds.
(3) No NP1 within 45 seconds.
(4) ENG STARTER ON caution disappears before

reaching 52% NG.
(5) TGT reaches 851°C before idle is attained (NG

63%).
4-33
TM 1-S70i-280-MTF
CAUTION
• To avoid damage to the engine start switch ac-

tuators, do not move the ENG POWER
CONT lever from IDLE to OFF while press-
ing the starter button.
• During engine start and runup ensure that cy-

clic is kept in neutral, collective no more than
one inch above full down and pedals centered
until NR reaches 50% minimum to prevent
damage to anti-flap bracket bushings.
b. Starter button — Press until NG increases; release.
NOTE
If an ENG STARTER ON caution disappears

when the starter button is released and the ENG
POWER CONT lever is OFF, the start attempt
may be continued by pressing and holding the
starter button until 52% to 65% NG is reached;
then release button.
c. TGT — Check below 30°C before advancing ENG

POWER CONT lever.
NOTE
Closely cross check NG and TGT indicator, as

both NG and TGT accelerate rapidly during start.
Perform EMER ENG SHUTDOWN procedures as
required.
d. ENG POWER CONT lever — IDLE. Start clock.
e. System indications — Check.
4-34
TM 1-S70i-280-MTF
f. Check ENG STARTER ON caution disappears at

52% to 65% NG. If ENG STARTER ON caution
still appears after engine is at idle:
(1) ENG POWER CONT lever — Pull out.
If caution still appears:
WARNING
Areas adjacent to the helicopter pneumatic hose

disconnect handle (metal ring on hose) may be
extremely hot and may cause burns to the hand
even though the disconnect handle is cool to the
touch. Always use the disconnect handle when
disconnecting the pneumatic hose.
(2) Notify donor helicopter to shut down APU or

disconnect pneumatic hose.
a. NG 63% or greater and both engines are within 3%

of each other.
b. P (engine oil pressure) — Check.
c. HYD PUMP 1 FAIL and HYD PUMP 2 FAIL

cautions — Out after rotor brake is released (if in-
stalled).
29. When the engine is started and TGT has stabilized at

the IDLE position, the following actions shall be per-
formed in this order:
a. Notify donor helicopter — Engine start normal.
b. GENERATORS NO. 1 and NO. 2 switches — ON.
4-35
TM 1-S70i-280-MTF
c. Notify other helicopter start complete.
Donor helicopter.
30. FUEL PUMP switch — APU BOOST — OFF.
NOTE
HEATER control switch may be placed to the ON

position for 5 to 6 seconds, then OFF. This will
bleed any trapped air pressure from pneumatic line
to external port. If this procedure is not followed,
it may take up to one minute for pneumatic hose to
deflate.
WARNING

33. Disconnect pneumatic hose and electrical cable from

helicopter. Disconnect the center connection and place
each item in the storage bag and place in donor heli-
copter.
4-36
TM 1-S70i-280-MTF
WARNING

34. Disconnect pneumatic hose from helicopter. Place

each item in the storage bag and place in receiver
helicopter.
4-37
TM 1-S70i-280-MTF
WARNING
Flight will be conducted without fully checking

the helicopter systems like hydraulic system
leak test and full range flight control servos
check. Emergency procedures that utilize the
APU generator cannot be performed, such as
loss of one main generator during flight in icing
conditions will shut off the main and tail rotor
de-ice. Avoid flight in icing conditions. Flight in
IMC or inadvertent IMC should also be
avoided.
CAUTION
• Attempting an in-flight restart of a main en-

gine will result in 14 to 18% loss of torque on
operating engine or possible flameout. Fly
helicopter within OEI envelope to avoid per-
forming an in-flight restart in case of one en-
gine failure.
• During shut down of helicopter with inopera-

tive APU, pilot cannot direct fire extinguish-
ing agents into No. 2 engine. Before engine
shutdown, helicopter should be connected to a
suitable source of pneumatic and electrical
power.
35. Rotor brake — Release (If Installed).
4-38
TM 1-S70i-280-MTF
WARNING
Restrict the rate of ENG POWER CONT le-

ver’s movement when the tailwheel lockpin is
not engaged. Rapid application of ENG
POWER CONT lever can result in turning the
helicopter, causing personnel injury or loss of
life.
36. Advance ENG POWER CONT lever to FLY. Both

main generators should come on line, with all ac
power available.
37. Start the No. 2 engine using cross bleed engine start
procedure.
4-39 C1
TM 1-S70i-280-MTF
J. Engine Fuel System Priming.
1. ENG FUEL SYS selectors — DIR.
2. ENG POWER CONT levers — Hold at LOCK-

OUT.
3. FUEL BOOST PUMP switch — ON until crewman

reports steady flow of fuel coming from overboard
drain for about 15 seconds; then FUEL BOOST
PUMP switches — OFF.
4. Repeat steps 2. and 3. with ENG FUEL SYS selec-

tors at XFD.
5. ENG POWER CONT levers — OFF.
4-40
TM 1-S70i-280-MTF
K. DEICE EOT Check (If Installed).
CAUTION
To prevent rotor blades overheating in ambient

temperatures above 21°C, operate rotor at
100% for 5 minutes before doing deice EOT
check. Do not do deice EOT check if FAT is
above 38°C.
1. BLADE DE-ICE TEST select switch — EOT.
2. BLADE DEICE MODE select switch — MANUAL

M.
3. BLADE DEICE POWER switch — ON, start clock.
4. T/R DE-ICE FAIL caution should appear after 15 to

30 seconds and M/R DE-ICE FAIL caution should
appear after about 50 to 70 seconds.
5. BLADE DEICE POWER switch — OFF, T/R DE-

ICE FAIL and M/R DE-ICE FAIL cautions should
disappear. Reset clock.
6. BLADE DE-ICE TEST select switch — NORM.
7. BLADE DEICE MODE select switch — AUTO.
NOTE
If the helicopter engine was started using external

air source and/or external ac power, the APU must
be started to do the APU generator backup check.
9. GENERATORS NO. 1 switch — OFF. GEN 1

FAIL caution should appear.
4-41
TM 1-S70i-280-MTF
10. BLADE DEICE MODE select switch — MANUAL

M.
11. BLADE DEICE POWER switch — ON. Wait 30

seconds. No deice cautions should appear.
12. GENERATORS NO. 1 switch — ON. GEN 1 FAIL

caution should disappear.
13. GENERATORS NO. 2 switch — OFF. GEN 2

FAIL caution should appear. Wait 30 seconds. No de-
ice cautions should appear.
14. GENERATORS NO. 2 switch — ON. GEN 2 FAIL

caution should disappear.
15. BLADE DEICE MODE select switch — AUTO.
4-42
TM 1-S70i-280-MTF
L. CEFS Auxiliary Fuel Transfer Check (If Installed).
1. MANUAL mode transfer check.
a. XFER mode switch — MANUAL.
b. Tank transfer switch — XFER/REFUEL for one of

the installed CEFS auxiliary tanks.
c. MAIN FUEL readout — Check for increase.
d. Selected CEFS auxiliary tank readout — Check for

decrease.
e. Tank transfer switch — CLOSE for the individual

CEFS tank checked.
f. Repeat steps b. through e. for each installed CEFS

tank.
g. XFER mode switch — OFF.
2. AUTO mode transfer check.
NOTE
If the AUTO transfer mode is turned on after ei-

ther main fuel tank level drops below 900 pounds,
the FUEL XFER FAIL caution will be seen on
the EICAS until the main fuel tanks are above 900
pounds.
a. Tank transfer switch — CLOSE for all of the in-

stalled CEFS auxiliary tanks.
b. XFER mode switch — AUTO.
c. MAIN FUEL readout — Check for increase.
4-43
TM 1-S70i-280-MTF
d. CEFS auxiliary tanks readout — Check for decrease

of no less than 7 gallons (approximately 47 pounds)
per minute.
NOTE
When all attached auxiliary fuel tanks are empty,

the fuel transfer pump is automatically turned off.
e. XFER mode switch — OFF.
4-44 C1
TM 1-S70i-280-MTF
M. Engine Health Indicator Test/Anti-Ice Check.
Check each engine individually:
NOTE
• If EIBF is installed, complete HIT Baseline with

BYPASS DOORS CLOSED.
• When EIBF installed, the engine inlet anti-ice is

disabled.
1. Position helicopter into prevailing wind.
2. ENG ANTI-ICE, HEATER and AIR SCE HT/

STRT switches — OFF.
3. NR set at — 100%.
4. ENG POWER CONT lever on engine not being

checked — Retard to obtain 0-5% Q at about 92% to
98% NP.
5. Collective pitch — Increase to 60% Q; hold for at

least 30 seconds.
NOTE
If the two FAT gages have different readings, the

higher reading must be used. The ADC computer
through the FMS can display additional FAT read-
ings for comparison.
6. FAT and pressure altitude — Note.
7. Record date, A/C hours, FAT, pressure altitude and

TGT on ENGINE HEALTH INDICATOR TEST
(HIT) log.
8. AIR SCE HT/STRT switch — ENG. If TGT rises

more than 5°C, troubleshoot bleed air system for
leaks.
4-45 C2
TM 1-S70i-280-MTF
WARNING
• If any part of the engine anti-ice valve check

fails, do not fly the helicopter.
• Do not cycle the anti-ice bleed and start valve

more than once. Valve malfunctions can cause
engine flameout at low-power settings or dur-
ing rapid collective movements. Do not fly the
helicopter if TGT rise is less than 30°C or
switch cycling is required.
CAUTION
A malfunctioning engine anti-ice and engine in-

let anti-ice system may result in power losses as
much as 40% maximum torque available at 30-
minute TGT demands. If any part of the engine
inlet anti-ice check fails, do not fly the helicop-
ter.
NOTE
Steps 10. and 11. contain instructions for perform-

ing the Anti-Ice Systems Check.
10. For engine being checked, set ENG ANTI-ICE

switch to ON and note the following:
a. Increase in TGT of at least 30°C, but less than

110°C. If TGT rise is not within these limits, the
engine or airframe inlet valve may be faulty.
b. ENG ANTI-ICE ON advisory appears.
4-46 C2
TM 1-S70i-280-MTF
c. INLET ANTI-ICE advisory appears after inlet fair-

ing temperature reaches 93°C and if FAT is less than
4°C. If FAT is greater than 13°C, the advisory
should not appear.
11. Set ENG ANTI-ICE switch to OFF and note the fol-
lowing:
a. Decrease in TGT to approximate value in step 7.
b. ENG ANTI-ICE ON advisory disappears.
4-46.1/(4-46.2 Blank) C2
TM 1-S70i-280-MTF
c. INLET ANTI-ICE advisory disappears after inlet

fairing temperature goes below 93°C.
12. Collective — Readjust to 60% Q if necessary.
13. ENG POWER CONT lever of engine not being

checked — FLY.
14. ENG POWER CONT lever on opposite engine —

0-5% Q and about 92% to 98% NP. (Q on the other
engine should be 60% 65%).
15. Collective pitch — Readjust to 60% Q if necessary

and hold for at least 30 seconds.
16. Repeat steps 6. through 11. for other engine.
17. Collective pitch — Full down.

checked — FLY.
19. Check TGT reference table, Section V, Figure 4, for

TGT corresponding to recorded FAT and pressure al-
titude, record on HIT log②. Compare Table TGT②
with indicated TGT① and record TGT margin on HIT
log. TGT margin is indicated TGT①, minus Table
TGT②.
NOTE
When using HIT table, round FAT up and pres-

sure altitude to nearest value.
20. If TGT margin is 5°C or less from the limit, make an

entry on the appropriate form.
21. If TGT margin is outside acceptance limits, repeat

check. Ensure all procedures are followed.
4-47
TM 1-S70i-280-MTF
22. If TGT margin is still outside acceptance limits, do not

fly the helicopter and an appropriate entry shall be
made on the appropriate form.
4-48
TM 1-S70i-280-MTF
N. HIT Baseline Procedures Check (If required).
Prior to completing maximum power check, a new HIT

baseline is established by the maintenance test pilot and used
if engine performance is satisfactory on the maximum power
check. During initial HIT check, the maintenance pilot com-
pensates for the particular engine characteristics and estab-
lishes the TGT limits to be used in the operational HIT check.
The operational pilot will compare engine performance to this
baseline as a check on engine performance.
CAUTION
If icing conditions exist, do not keep anti-icing

off for longer than is necessary to do HIT check.
1. Position helicopter into prevailing wind to minimize

hot gas reingestion.
2. ENG ANTI-ICE and HEATER switches — OFF.

Set altimeter to 29.92 in. Hg.
3. NR set at 100%.
4. ENG POWER CONT lever on engine not being

checked — Retard to obtain 0-5% Q at about 92% to
98% NP.
5. Collective pitch — Increase to 60% Q; hold for at

least 30 seconds.
4-49 C2
TM 1-S70i-280-MTF
NOTE
If the two FAT gages have different readings, the

higher reading must be used. The ADC computer
through the FMS can display additional FAT read-
ings for comparison.
6. FAT and pressure altitude — Note.
7. Record date, A/C hours, FAT, pressure altitude and

indicated TGT (Section V, Figure 5).
8. AIR SCE HT/STRT switch — ENG. If TGT rises

more than 5°C, discontinue HIT Baseline check and
troubleshoot bleed air system for leaks.
WARNING
Do not cycle anti-ice bleed and start valve more

than once to determine proper operation. Valve
malfunction can cause engine flameout at low
power setting or during rapid collective move-
ments. Do not fly the helicopter if the ENG 1 (2)
ANTI-ICE ON advisory does not appear or dis-
appear with ENG ANTI-ICE switch movement.
10. For engine being checked, ENG ANTI-ICE switch

— ON and note the following:
a. Increase in TGT of at least 30°C, but less than

110°C.
4-50 C1
TM 1-S70i-280-MTF
NOTE
A malfunctioning engine anti-ice and engine inlet

anti-ice system may result in power losses as much
as 40% maximum torque available at 30 minute
TGT demands. If any part of the engine inlet anti-
ice check fails, do not fly the helicopter.
b. ENG 1 (2) ANTI-ICE ON advisory appears.
c. INLET 1(2) ANTI-ICE advisory appears after inlet

fairing temperature reaches 93°C and FAT is less
than 4°C. If FAT is greater that 13°C, the advisory
should not appear.
11. ENG ANTI-ICE switch — OFF and note the follow-

ing:
a. ENG 1(2) ANTI-ICE ON advisory disappears.
b. Decrease in TGT to approximate value in step 7.
c. INLET 1(2) ANTI-ICE advisory disappears after

the inlet fairing temperature goes below 93°C.
12. Collective pitch full down, repeat steps 3. through 7.

two more times.
13. Collective — Readjust to 60 % Q if necessary.

checked — FLY.
15. ENG POWER CONT on opposite engine — 0% Q

65% and about 92% to 98% NP (torque on the other
engine should be 60% Q 65%).
16. Collective pitch — Readjust to 60% Q, if necessary,

and hold for at least 30 seconds.
17. Repeat steps 6. through 9. as required.
4-51 C1
TM 1-S70i-280-MTF
18. Utilizing HIT baseline worksheet (Section V, Figure

5), calculate average indicated TGT for above three
readings.
19. Determine table TGT from TGT reference table (Sec-

tion V, Figure 4) for recorded FAT and pressure alti-
tude.
NOTE
When using HIT table, round FAT up and pres-

sure altitude to nearest value.
20. Subtract table TGT on HIT baseline worksheet from

average TGT.
21. Establish TGT upper and lower limits by adding 20°C

and subtracting 20°C from answer in step 20. Record
upper and lower limits on HIT log sheet in helicopter
logbook.
22. During operational checks, the HIT TGT margin must

fall within the upper and lower limits.
23. Example For HIT Baseline:
a. FAT = 15°C
b. PRESS ALT = 500 FT
c. TGT (3) = 615, 616, 614
d. Average TGT = (615 + 616 + 614) 4 3 = 615°C
e. Table value of TGT (for 15°C FAT and 500 FT Al-

titude) = 632°C
f. Average TGT - table TGT = 615° - 632°= -17°C
g. TGT acceptance Limit:
4-52 C1
TM 1-S70i-280-MTF
-17°C + 20°C = 3°C

-17°C - 20°C = -37°C
h. Therefore, an operational HIT check (TGT Margin),

which is less than 3°C and greater than -37°C is ac-
ceptable.
i. HIT baseline worksheet data must be transferred to

the historical records.
4-53 C4
TM 1-S70i-280-MTF
N.1. IVHMS HIT Baseline Procedures Check (If In-

stalled).
Prior to completing maximum power check, a new HIT

baseline is established by the maintenance test pilot and used
if engine performance is satisfactory on the maximum power
check. During initial HIT check, the maintenance pilot estab-
lishes the TGT limits to be used in the operational HIT check.
The operational pilot will compare engine performance to this
baseline as a check on engine performance.
CAUTION
If icing conditions exist, do not keep anti-icing

off for longer than is necessary to do HIT check.
1. From the POWER ASSURANCE CHECKS MENU

[PWRMNU], press the MFD L3 [ENG 1 B/L HIT]
or MFD R3 [ENG 2 B/L HIT] bezel key to initiate
the ENG B/L HIT sequence.
NOTE
• If EIBF is installed, complete HIT Baseline with

BYPASS DOORS CLOSED.
• When EIBF installed, the engine inlet anti-ice is

disabled.
2. Follow the commands on the MFD in order to estab-

lish the operational parameters. When all parameters
have been established a 30 second timer is displayed.
The operator may override this timer by pressing the
MFD R3 [FORCE] bezel key.
3. When the timer reaches zero or forced by pressing the

MFD R3 [FORCE] bezel key, a START BLEED
AIR TEST prompt will give the operator time to
complete the start bleed air test.
4-54 C4
TM 1-S70i-280-MTF
4. After the operator completes the Bleed Air test; the

screen can be advanced by pressing the MFD R5
[CONT] bezel key.
5. The operator must perform an engine anti-ice valve

test as part of the B/L HIT check. After the operator
turns on the engine anti-ice, the IVHMS will wait for
the TGT to rise. When the TGT rise stabilizes, the op-
erator is prompted to turn the ENG ANTI-ICE to
OFF.
6. IVHMS will repeat this procedure two more times in

order to complete the baseline calculations.
7. When the B/L HIT calculations are complete, the OP

HIT BASELINE RESULTS (OPHBLR) screen is
displayed with the current engine check results dis-
played. Press MFD L6 [RTN] to return to the previ-
ous menu.
4-54.1 C4
TM 1-S70i-280-MTF
O. Communication and Navigation Equipment Air-

borne Checks.
1. Comm radios — Check transmission and reception.
2. AN/ARN-149 ADF — Check reception.
3. AN/ARN-147(V) — Check.
a. VOR.
(1) Check that BRG needle bearing is within 4° of

bearing to station reference.
(2) Hold exact heading to station.
(3) Turn pilot’s FD/DCP OBS set knob until course

deviation bar and pointer are centered.
(4) Turn copilot’s FD/DCP OBS set knob until

course deviation bar and pointer are centered.
(5) Measure indicator sensitivity by turning pilot’s

OBS knob until course deviation bar and pointer
are centered on second dot and note course se-
lected. There should be about 10° difference be-
tween this course and course noted for a centered
bar. Repeat for the opposite side.
(6) When over outer and middle markers, verify cor-

rect audio identifier and appearance of the OM/
MM annunciation on the PFD Attitude Indicator.
b. ILS.
(1) Check ILS localizer and glide slope on a pub-

lished approach.
4-54.2 C4
TM 1-S70i-280-MTF
NOTE
When an ILS frequency is selected, FD/DCP and

PFD NAV Source indications will automatically
change to indicate ILS when the helicopter head-
ing is within 100° of the selected course. When the
helicopter heading is more than 100° from the se-
lected course, the NAV Source indication will
change to B/C (backcourse).
(2) Check proper sensing of both pointers.
(3) Check for proper altitude over final approach fix,

with glide slope centered and for runway align-
ment with localizer pointer centered.
4. AN/ARN-153 TACAN — Check.
NOTE
Full TACAN functionality requires a serviceable

TACAN transmitter, which may not be locally
available. A maintenance test flight using a
VORTAC or a VOR with DME pairing is autho-
rized. TACAN provides slant range and is depen-
dent upon aircraft altitude. 40 nm reception can be
verified at 4,000 feet AGL in non-mountainous ter-
rain.
a. NAV fixed function key — Press to access RADIO

NAV page.
b. (SK-3) TCN — Press to edit channel.
c. Enter desired channel in scratchpad and press ENT;

confirm (SK-8) VORTAC PAIR is set to OFF.
d. (SK-5) SETTINGS — Press to access RNAV SET-

TINGS page; confirm the TACAN modes are set to
TR (transmit receive) and AG (air to ground).
4-55
TM 1-S70i-280-MTF
e. Orient the aircraft at the desired altitude and azi-

muth.
f. On the FD/DCP, set the NAV SRC to TCN, then

select TCN for BRG 1 or BRG 2.
g. Press the NAV SRC OBS knob to center the devia-

tion bar and verify the inbound course azimuth 62°
and indicated range distance 60.5 nm.
NOTE
Steps h. through n. are authorized when a func-

tional TACAN transmitter is not available. DME
provides slant range and is dependent upon aircraft
altitude, and the DME transmitter strength. 20 nm
reception can be verified when flying a published
instrument approach.
h. NAV fixed function key — Press to access RADIO

NAV page.
i. (SK-1) VOR — Press to edit frequency.
j. Enter desired frequency in scratchpad and press

ENT; confirm (SK-8) VORTAC PAIR is set to ON.
k. (SK-5) SETTINGS — Press to access RNAV SET-

TINGS page; confirm the TACAN modes are set to
TR (transmit receive) and AG (air to ground).
l. Orient the aircraft at the desired altitude and azi-

muth.
m. On the FD/DCP, set the NAV SRC to VOR, then

select VOR for BRG 1 or BRG 2.
n. Press the NAV SRC OBS knob to center the devia-

tion bar and verify the inbound course azimuth 62°
and indicated range distance 60.5 nm.
4-56 C2
TM 1-S70i-280-MTF
5. AN/APX-117 IFF — Check operation.
NOTE
Do not make checks with XPDR MODE in

EMER, or M-3A codes 7600 or 7700, without first
obtaining authorization from the interrogating sta-
tion.
a. Check all modes and M-C in normal operation.
b. Check for an altitude altimeter encoder accuracy of

6100 feet against barometric altimeter.
c. Check emergency operation.
6. AN/APN-209 Radar altimeter — Check in-flight ac-

curacy with an object of known height.
4-57
TM 1-S70i-280-MTF
P. EGI Accuracy Check.
NOTE
• The accuracy requirement of 2.0 NM/Hr is a 95%

statistical probability. An INU that fails this cri-
teria by a small amount may not necessarily be
malfunctioning, but a statistical outlying point. If
an INU fails the test, repeat the check and verify
before removing the unit for maintenance action.
• A complete GC alignment with the rotors not

turning is the best alignment method. The INU
only navigation solution starts when the EGI
completes alignment and cannot be updated un-
less another alignment is initiated.
1. Note the time at which INU 1 and 2 complete their

alignments and indicate NAV on the INITIALIZA-
TION page.
2. The minimum desired time for the INU accuracy

check is 90 minutes. If flight conditions will not per-
mit completion at 90 minutes, the accuracy may be
checked after 60 minutes. The flight can be a gener-
ally random flight path with no restrictions on angle
of bank, pitch attitude, airspeed or altitude.
3. At the completion of the flight, note the elapsed time

since the INU alignments were complete.
4. On the PPS page, press SK-5 PPOS COMP.
NOTE
A position error of less than or equal to 2.0 NM

per hour of elapsed time is acceptable (3.0 NM at
90 minutes).
5. Select PPOS COMPARE 3/3 page with the PRV/

NXT key and view the INU accuracy solution labeled
DIFF.
4-58 C1
TM 1-S70i-280-MTF
Q. Main Rotor Ground Track/Balance (If IVHMS In-

stalled).
NOTE
• Perform all ground measurements with the heli-

copter nose into the wind, engines operating at
100% NR, collective full down and brakes set.
Wind speed shall be less than 20 kts.
• If data cannot be acquired automatically, the

FORCE bezel key must be pressed.
1. Ground Track Measurement.
a. From the IVHMS MAIN screen press the following

bezel keys to display the ACQTRK screen:
RTB → MRGND MENU → GROUND AC-

QTRK
b. Ensure the tracker mode displayed at the bottom of

screen is set to PASSIVE for daytime and ACTIVE
for nighttime operations. To change TRACKER
MODE press the following bezel keys:
TRACK CONTROL → TOGGLE → RTN
c. Observe MFD display changes in the following se-

quence:
COLLECTING DATA, then
ACQUISITION COMPLETE, then
TRK SPRD (MM).
d. If the TRK SPRD (MM) is more than 12, press the

TRACK SOLN bezel key.
e. Record the MAIN ROTOR GROUND TRACK

RECOMMENDED PCR ADJUSTMENT.
4-59 C1
TM 1-S70i-280-MTF
f. After adjustments are made, repeat steps a. thru e.

until TRK SPRD (MM) is 12 or less.
2. Main Rotor Ground Balance Measurement.
a. From the IVHMS MAIN screen, press the follow-

ing bezel keys to display the ACQBAL screen:
RTB → MRGND MENU → GROUND AC-

QBAL
b. Observe MFD display changes in the following se-

quence:
GRND TRACK and GRND BALANCE for

ROLL (IPS), PHASE (DEG) and TRK SPRD
(MM)
c. If GRND BALANCE ROLL is greater than 0.20

IPS, press the BAL SOLN bezel key.
d. Record the RECOMMENDED HUB AND

WEIGHT ADJUSTMENTS.
NOTE
To run additional balance corrections without shut-

ting down helicopter, the IVHMS circuit breaker
must be pulled for 2 minutes before acquiring sub-
sequent data set.
e. Press ACCEPT, make specified adjustments and re-

peat steps a. thru d. until GRND BALANCE
ROLL does not exceed 0.20 IPS.
4-60 C1
TM 1-S70i-280-MTF
R. Tail Rotor Balance (If IVHMS Installed).
NOTE
• Tail Rotor balance shall be initiated when vibra-

tion levels exceed 0.7 IPS. When Tail Rotor bal-
ancing is performed, vibration levels must be re-
duced to 0.15 IPS or less.
• If data cannot be acquired automatically, the

FORCE bezel key must be pressed.
1. Tail Rotor Balance Measurement.

ing bezel keys to display the TRGND screen:
RTB → TRGND MENU → TAIL ACQ
b. Observe MFD display changes in the following se-

quence:
BALANCE (IPS).
c. If balance is ≥ 0.15 IPS, press the BAL SOLN bezel

key.
d. Record the RECOMMENDED WEIGHT AD-

JUSTMENT.
e. Make the specified adjustments and repeat steps a.

thru d. until TR BALANCE does not exceed 0.15
IPS.
4-61 C2
TM 1-S70i-280-MTF
S. Engine Output Shaft Test/Balance (If IVHMS In-

stalled).
1. Engine Output Shaft Measurement.
NOTE
The opposite engine must be at idle or off during

the engine output shaft vibration level check. The
engine being tested must be run at 100% for five
minutes prior to the measurement being taken.
a. Start and run No. 1 or No. 2 engine at 100% NR for

5 minute stabilization period with collective full
down and brakes set.
b. From the IVHMS MAIN screen, press the follow-

ing bezel keys to display the RSTE1S or RSTE2S
screen:
MECH DIAG → ENG 1 SHAFT or ENG 2

SHAFT → START
NOTE
If vibration level is between 0.50 IPS and 2.0 IPS,

perform engine output shaft balance. If vibration
level is greater than 2.0 IPS, replace engine output
shaft.
2. No. 1 or No. 2 Engine Output Shaft Balance.
4-62
TM 1-S70i-280-MTF
NOTE
The opposite engine must not be running during

the engine output shaft balance check. The engine
being tested must be run at 100% NR for five min-
utes prior to the measurement being taken.
a. Start and run No. 1 or No. 2 engine at 100% NR for

5 minute stabilization period with collective full
down and brakes set.

ing bezel keys:
SHAFT BAL → ENG 1 SHAFT BAL or ENG

2 SHAFT BAL
c. Configure SHAFT BALANCE CURRENT SET-

TINGS screen to reflect balance weights that are
currently installed.
(1) Use NEXT FIELD or PREV FIELD bezel keys

to navigate to shaft position.
(2) Use INCR or DECR bezel keys to change the

type of balance weight.
(3) Use DISABLE if the shaft position cannot accept

a weight adjustment and should be ignored.
(4) CONFIRM bezel key — Press to confirm.
d. Press the following bezel keys:
NEXT PAGE → START
e. Record the SUGGESTED SETTINGS and CUR-

RENT RESULTS.
f. ACCEPT ADJ — Press, if required.
4-63
TM 1-S70i-280-MTF
g. Install balance weight as required.
h. Repeat steps c. thru g. until vibration level is below

0.50 IPS.
i. If the corrected engine balance does not respond to

the weights changed on the engine, re-calibrate the
IVHMS coefficients as required thru the IVHMS
COEFF menu.
4-64
TM 1-S70i-280-MTF
T. Oil Cooler Vibration Measurements (If IVHMS In-

stalled).
NOTE
• Perform oil cooler measurements on ground at

100% NR, collective full down and brakes set.
• If conducting test in flight, the helicopter must

maintain straight and level flight.
1. Start and run at least one engine at 100% NR. Collec-

tive full down and brakes set — On the ground. Main-
tain straight and level — In flight.

ing bezel keys to display the RSTOC screen:
MECH DIAG → OIL COOLER → START
b. Record measurements. If vertical or axial vibration

level is greater than 1.0 IPS, perform maintenance
per TM 1-S70i-280-23.
4-65 C2
TM 1-S70i-280-MTF
U. Unusual Vibration Test/Isolation (If IVHMS In-

stalled).
1. Harmonic Vibration Test.
a. Operate helicopter at desired steady state condition

and make detailed note of date, time and test state
for reference at ground station.

ing bezel keys:
RTB → VIBE HARMON
2. Airframe Raw Data Capture.
a. Operate helicopter at desired steady state condition.

Keep a detailed record of date, time and test state
for reference at ground station.

ing bezel keys:
VIBE DIAG → AFRAW
3. Perform Mechanical Diagnostics Measurements on

Ground.
a. Start and run No. 1 and No. 2 Engines at 100% NR,

collective full down and brakes set.
NOTE
Mechanical diagnostics acquisition time is ap-

proximately 5 minutes for each group.
b. From the IVHMS MAIN screen press the following

bezel keys:
(1) MECH DIAG → MAIN MOD → START
4-66 C2
TM 1-S70i-280-MTF
(2) TGB — IGB → START
(3) TR DRIVE → START
(4) ACCY MODS → START
(5) OIL COOLER → START
(6) ENGINE → START
(7) ENG 1 SHAFT → START
(8) ENG 2 SHAFT → START
c. Repeat step b. for hover (IAS < 40 kts).
d. Repeat step b. for forward flight (IAS 90 kts).
4-67
TM 1-S70i-280-MTF
V. Main Rotor Flight Track/Balance (If IVHMS In-

stalled).
CAUTION
Both main rotor and tail rotor ground track

and balance should be within limits prior to
flight track and balance.
1. Main Rotor Flight Measurement.
a. From the IVHMS MAIN screen:
RTB — Press.
b. Ensure the tracker mode displayed at the bottom of

screen is set to PASSIVE for daytime and ACTIVE
for nighttime operations. To change TRACKER
MODE, press the following bezel keys:
TRACK CONTROL → TOGGLE → RTN
c. MRFLT MENU bezel key — Press.
NOTE
If prompted data cannot be acquired, the MFD will

indicate which capture window parameter is out of
bounds. Reset the regime and redo prompted data
acquisition.
d. Attain steady state conditions for IGE HOVER, 80

kts level flight (LF), 120 kts LF, 145 kts LF and 155
kts LF and press corresponding bezel key at left of
MFD for each test state. The IVHMS will acquire
track and vibration data at each test state and then
return to the selection menu. While data is being
collected, the following messages will display on
the screen:
4-68
TM 1-S70i-280-MTF
SET AIR SPEED, then
MAINTAIN 100% NR, then
FLY STRAIGHT AND LEVEL, then
ACQUISITION COMPLETE.
e. After the last measurement has completed, compare

measured values to specified goals. All VERT (IPS)
measurements must be under 0.25 IPS and all
ROLL (IPS) are 0.20 IPS or less.
NOTE
If multiple tuning flight runs are to be done with-

out changing the MC, pull the IVHMS PWR cir-
cuit breaker for 2 minutes prior to acquiring sub-
sequent data set.
f. If measured values exceed those specified, perform

Main Rotor Flight Tuning Corrections.
2. Main Rotor Flight Tuning Corrections.
NOTE
Review and be familiar with main rotor flight tun-

ing adjustment calculation modes before perform-
ing this procedure.
a. Main rotor flight tuning correction calculation must

be done before helicopter power has been shut
down.
b. From the MAIN screen press the following bezel

keys to display the BALSET screen:
RTB → MRFLT MENU → BAL SOLN
4-69
TM 1-S70i-280-MTF
c. Adjustment types and modes may be edited from

this menu. Selections and changes to adjustment
types and modes are made utilizing the NEXT
FIELD, PREVIOUS FIELD and TOGGLE/
CONFIRM bezel keys.
d. Once desired configuration on balance settings

menu have been confirmed, press the SOLVE bezel
key to display BALADJ screen.
e. Record the recommended balanced adjustments.
f. PREDICT RESULTS — Press to display PR-

DRES screen. Record predicted results.
g. To investigate alternate solutions, press BAL

SETUP bezel key. Repeat steps c. through e., as
needed.
NOTE
If multiple tuning runs are to be made with the

same balance settings without changing the MC,
pull the IVHMS PWR circuit breaker for 2 min-
utes prior to acquiring subsequent data set.
h. Once all calculations have been made, make adjust-

ments and repeat Main Rotor Flight Track/
Balance as needed.
4-70
TM 1-S70i-280-MTF
W. Engine Compressor Cleaning and Water Wash

Procedures.
The following engine cleaning procedures are to be per-

formed when engine cleaning is performed independent of the
Shutdown checklist.
CAUTION
• The drying procedure must be done promptly

after the compressor rinse procedure or en-
gine damage could occur.
• Postpone the procedure if rinsing and drying

operations cannot be done within a few hours
start to finish.
NOTE
For complete instructions on equipment and clean-

ing solution setup, refer to the engine manual TM
1-2840-248-23&P-2.
1. Cockpit Setup.
a. Wash unit — Connected.
b. Copilot’s collective — Extended and locked.
c. PARKING BRAKE — Set.
d. Circuit breakers and switches — Set.
e. Rotor brake — On, if required. Minimum pressure

450 psi.
f. BATT NO. 1 and BATT NO. 2 switches — ON.
g. FUEL PUMP switch — APU BOOST.
4-71
TM 1-S70i-280-MTF
h. APU CONT switch — ON.
i. GENERATORS APU switch — ON.
j. MFDs — ON.
k. EGI 1 and EGI 2 switches — ON.
l. FIRE DET TST switch — Position 1. APU FIRE

T-handle, ENGINE 1 FIRE and ENGINE 2 FIRE
T-handles, and master FIRE warning lights appear.
FIRE DET TST switch — OPER, all FIRE warn-
ing lights disappear.
m. BACKUP HYD PUMP switch — OFF.
n. ENG FUEL SYS selector(s) — OFF.
o. ENG POWER CONT lever(s) — OFF.
p. ENGINE IGNITION switch — OFF.
q. GUST LOCK ENGAGED caution — Verify off.
r. Rotor blades — Check clear.
s. Fire guard — Posted if available.
t. ENG ANTI-ICE switches — ON.
4-72 C1
TM 1-S70i-280-MTF
CAUTION
• The engine must be shut down with a TGT of

10°C or below before introducing solution to
the engine. The engine may be motored with
the starter to expedite cooling.
• PCLs and ignition switch must be OFF while

motoring engine.
• If NG decreases below 16% during engine

cleaning, secure starter to prevent engine
damage.
NOTE
Motoring time for the starter is limited to 2 min-

utes with a 5 minute rest. The second 2 minute
motoring requires a 30 minute rest before begin-
2. Compressor cleaning — As required.
a. Engine starter — Engage, motor to maximum starter

speed.
b. Wash unit — On, dispense cleaner for 60 seconds.
c. Engine starter — Disengage.
d. Repeat steps a. through c. for other engine.
e. Allow cleaner to soak for 15-30 minutes (15 min-

utes preferred if starter duty cycle permits).
3. Water wash procedure — Perform.
a. Engine starter — Engage, motor to maximum starter

speed.
4-73 C1
TM 1-S70i-280-MTF
b. Wash unit — On, rinse for 60 seconds. (90 seconds

if cleaner used; observe starter duty cycle until clean
water is observed coming out of the engine exhaust.)
c. Engine starter — Disengage.
d. Wash unit — Disconnect.
4. Engine(s) — Dry.
NOTE
Motoring time for the starter is limited to 2 min-

utes with a 5 minute rest. The second 2 minute
motoring requires a 30 minute rest before begin-
a. Fire guard — Posted, area clear.
b. SAS 1, SAS 2, TRIM, FPS switches — Press ON.
c. Rotor brake — Off.
d. ENG FUEL SYS selector(s) — ON.
e. ENGINE IGNITION switch — ON.
f. Interior/Exterior lights — As required.
NOTE
Engage at maximum starter speed for 30 seconds.

Observe starter limits.
g. Engine(s) — Start.
h. Systems — Check.
i. ENG POWER CONT lever(s) — FLY.
4-74
TM 1-S70i-280-MTF
j. Collective pitch — Increase to 90% NG for 2 min-

utes with ENG ANTI-ICE to ON, then 2 minutes
with ENG ANTI-ICE to OFF.
NOTE
To set 90% NG, it may be necessary to dry one

engine at a time.
k. ENG POWER CONT lever(s) — IDLE.
l. Repeat for other engine.
m. ENGINE IGNITION switch — OFF.
n. Droop stops — Verify in, about 50% NR.
o. Stabilator — Slew to 0%.
p. ENG POWER CONT lever(s) — OFF after 2 min-

utes at NG of 90% or less.
q. ENG FUEL SYS selectors — OFF.
r. Rotor brake — As required, 150-180 psi at or below

40% NR.
s. TGT — Monitor.
t. Overhead switches — As required.
u. EGI 1 and EGI 2 switches — OFF.
v. GENERATORS APU switch — OFF.
w. FUEL PUMP switch — OFF.
x. APU CONT switch — OFF.
y. BATT NO. 1 and NO. 2 switches — OFF.
4-75/(4-76 Blank)
TM 1-S70i-280-MTF
SECTION V. CHARTS AND FORMS
General. This section contains the necessary charts and

forms required to ascertain that the helicopter is performing to
established standards and to record readings, pressures, RPM,
etc., obtained during maintenance test flight.
LIST OF CHARTS
FIGURE PAGE
1 Temperature Conversion...................... 5-2
2 Autorotation RPM Correction Wide
Chord Rotor Blades ............................. 5-3
3 Density Altitude Chart......................... 5-4
4 TGT Reference Table ......................... 5-5
5 HIT Baseline Worksheet ..................... 5-8
6 Determining Engine Torque Factor
(ETF) .................................................... 5-9
7 Torque Speed Factor (TSF)................. 5-10
8 Target Torque Value (TTV) ................ 5-11
9 Maximum Power Check Worksheet ... 5-13
10 Maintenance Test Flight Check
Sheet ..................................................... 5-14
11 IVHMS Main Menu Schematic........... 5-18
12 IVHMS Rotor Track and Balance
Menu Schematic................................... 5-19
13 IVHMS Mechanical Diagnostics
Menu Schematic................................... 5-22
14 IVHMS Vibration Diagnostics and
Bearing Status Menu Schematic ......... 5-23
15 IVHMS Shaft Balance Menu Sche-
matic ..................................................... 5-24
16 IVHMS Main Administration Menu
Schematic ............................................. 5-26
5-1 C3
TM 1-S70i-280-MTF
TEMPERATURE CONVERSION
FAHRENHEIT/CELSIUS
140 60
120
40
100
80
20
TEMPERATURE OC
TEMPERATURE OF
60
40
20
0
−20
−20
−40 −40
−60
−60
−80
AM4475_CL
SA
Figure 1. Temperature Conversion
5-2
TM 1-S70i-280-MTF
AUTOROTATION
RPM
CORRECTION CHART
WIDE CHORD
MAIN ROTOR BLADES
ROTOR SPEED
RED LINE
14
GW ~
12 1000 LB
DENSITY ALTITUDE ~ 1000 FT
10 13
14
8
15
6
16
4 17
18
2
19
20
0
21
22
−2 23
−4
94 96 98 100 102 104 106 108 110 112 114 116 118 120
ROTOR SPEED ~ % RPM R
NOTES
1. FULL LOW COLLECTIVE
2. TEST AIRSPEED 80 KIAS PILOT IND. ( _
+ 5 KTS )
3. AUTOROTATION TEST TOLERANCE IS _ + 3% RPM R.
4. CHART CONSTRUCTED FOR 356 INCHES CG
ROTOR SPEED INCREASES 1% RPM R FOR CG FORWARD OF 351 INCHES.
5. ROTOR SPEED DECREASES 3% WITH ESSS WINGS INSTALLED.
6. ROTOR SPEED DECREASES 4% WITH ESSS WINGS AND (2) 200 GALLON TANKS INSTALLED.
7. ROTOR SPEED CHANGES 4% PER FULL TURN OF ROTATING PUSHROD.
DATA BASIS: FLIGHT TEST AM4295A_CL

SA
Figure 2. Autorotation RPM Correction Wide Chord

Rotor Blades
5-3 C3
22000 1.418
000 000 000
23, 22, 21,
1.394
20000 000 1.370
20, 000
19,
000
1.347
18,
000 1.325
17,
000 1.303
16,
1.282
15000 000 000
1.261
15, 14,
000
1.240
13,
STANDARD 000
1.221
ATMOSPHERE 12,
000 1.201
TEMPERATURE 11,
1.182
5-4
10000 000 0 1.164
10, 900 PRESSURE
=
0 ALTITUDE 1.146
800 FT
0 1.128
700
o EAS
1 TAS
0 1.111
600
TM 1-S70i-280-MTF
1.094
0
DENSITY ALTITUDE − FT.

5000 500 0 1.077
400
0 1.061
300
Figure 3. Density Altitude Chart

0 1.045
200
0 1.030
100
L
DENSITY ALTITUDE CHART
VE 1.015
LE
0 A 0 0 1.000
SE
−10
00 0.985
−20 00 00 00
−30 −40 −50
0.970
−2000
−50 −40 −30 −20 −10 0 10 20 30 40 50
O
SA
AM4474_CL
TEMPERATURE − C
TM 1-S70i-280-MTF
PRESSURE ALTITUDE − FEET

FAT OC −1000 −500 0 500 1000 1500
55 736 740 744 748 753 758
53 730 734 738 742 747 751
51 724 728 732 736 740 745
49 718 721 725 729 734 738
47 712 715 719 723 727 732
45 706 709 713 717 721 725
43 701 703 707 711 715 719
41 695 698 702 706 710 713
39 690 692 696 700 704 707
37 684 687 690 694 698 702
35 679 681 685 689 692 696
33 673 676 679 683 687 690
31 668 670 674 677 681 685
29 662 665 668 671 675 679
27 657 659 662 666 670 673
25 651 654 657 660 664 667
23 645 648 651 655 658 662
21 639 642 645 649 652 656
19 634 636 640 643 647 650
17 628 631 634 638 641 644
15 623 625 629 632 635 638
13 617 620 623 626 630 633
11 612 614 618 621 624 627
9 606 609 612 616 619 622
7 600 603 607 610 613 616
5 595 598 601 605 608 611
3 589 592 595 599 602 605
1 584 586 590 593 597 600
−1 577 579 583 586 590 593
−3 571 574 577 581 584 587
−5 566 568 572 575 578 581
−7 560 563 566 569 573 576
−9 554 557 560 564 567 570
−11 549 552 555 558 561 564
−13 543 546 549 553 556 559
−15 538 540 544 547 550 553
−17 532 535 538 541 544 547
−19 526 529 532 536 539 542
−21 521 523 527 530 533 536
−23 515 518 521 524 527 530
−25 510 512 515 519 522 524
−27 504 507 510 513 516 519
−29 498 501 504 507 510 513
−31 492 495 498 501 504 507
−33 487 490 493 496 499 501
−35 482 484 487 490 493 496
−37 476 478 481 484 487 490
−39 470 473 476 479 482 484
−45 453 456 459 462 465 467
−50 439 441 444 447 450 453
−55 425 427 430 433 436 438
AM4448_1B_CL
SA
Figure 4. TGT Reference Table (Sheet 1 of 3)
5-5
TM 1-S70i-280-MTF

FAT OC 2000 2500 3000 3500 4000 4500
55 763 769 775 781 787 792
53 757 762 768 774 780 785
51 750 756 761 767 773 779
49 744 749 755 761 767 772
47 737 743 748 754 760 766
45 731 736 741 747 753 759
43 725 729 734 740 746 752
41 718 723 728 733 739 745
39 712 716 721 726 732 738
37 706 710 714 720 725 731
35 700 704 709 713 719 724
33 694 698 703 707 712 717
31 689 692 697 702 707 711
29 683 687 691 696 701 705
27 677 681 685 690 695 700
25 671 675 680 684 689 694
23 666 669 674 678 683 688
21 660 664 668 672 677 682
19 654 658 662 667 671 676
17 648 652 656 661 665 670
15 642 646 650 655 659 664
13 636 640 644 649 654 658
11 631 634 638 643 647 652
9 625 629 633 637 641 646
7 620 623 627 631 635 640
5 614 618 621 625 630 634
3 609 612 616 620 624 628
1 603 607 610 614 618 622
−1 596 600 603 607 611 615
−3 591 594 598 602 606 609
−5 585 589 592 596 600 604
−7 579 583 587 590 594 598
−9 574 577 581 585 589 592
−11 568 571 575 579 583 586
−13 562 566 569 573 577 581
−15 556 560 564 567 571 575
−17 551 555 558 562 565 569
−19 545 549 552 556 559 563
−21 539 543 546 550 554 557
−23 534 537 540 544 548 551
−25 528 531 535 538 542 545
−27 522 526 529 532 536 539
−29 516 520 523 526 530 534
−31 511 514 517 521 524 528
−33 505 508 511 515 518 522
−35 499 502 506 509 512 516
−37 493 497 500 503 506 510
−39 487 491 494 497 500 504
−45 470 473 476 479 483 486
−50 456 459 462 465 468 471
−55 441 444 447 450 454 457
AM4448_2B_CL
SA
5-6
TM 1-S70i-280-MTF

FAT OC 5000 5500 6000 7000 8000 9000 10000
55 796 801 805 814 825 835 846
53 790 796 800 809 819 830 840
51 785 791 795 804 814 825 835
49 778 785 789 799 808 819 829
47 771 778 782 794 803 814 824
45 764 771 776 788 798 808 818
43 757 764 769 781 792 803 813
41 751 757 762 775 786 797 807
39 744 750 755 768 780 792 802
37 737 743 748 761 773 787 796
35 730 736 741 754 766 779 791
33 723 729 735 746 759 772 786
31 716 722 727 739 752 765 779
29 710 715 720 732 745 758 771
27 704 709 714 725 737 750 764
25 698 703 707 718 730 743 756
23 692 697 701 711 723 736 749
21 686 691 695 705 715 728 742
19 680 685 689 699 709 721 734
17 674 679 683 693 703 714 727
15 668 673 677 686 697 708 719
13 662 666 671 680 690 701 712
11 656 660 665 674 684 695 706
9 650 654 659 668 678 689 699
7 644 648 652 662 671 682 693
5 637 642 646 656 665 676 687
3 631 636 640 649 659 669 680
1 626 629 634 643 653 663 674
−1 618 622 626 635 645 655 666
−3 613 617 620 629 639 649 659
−5 607 611 615 623 632 642 652
−7 601 605 609 617 626 636 646
−9 596 599 603 611 620 630 639
−11 590 594 597 606 614 623 633
−13 584 588 591 600 608 617 627
−15 578 582 586 594 602 611 620
−17 572 576 580 588 596 605 614
−19 566 570 574 582 591 599 608
−21 560 564 568 577 585 593 602
−23 555 558 562 571 579 587 596
−25 549 552 556 565 573 581 589
−27 543 547 550 559 567 575 583
−29 537 541 545 553 561 569 577
−31 531 535 539 547 554 563 571
−33 525 529 533 541 548 556 565
−35 519 523 527 535 542 550 558
−37 513 517 521 529 536 544 552
−39 507 511 515 523 530 538 546
−45 489 493 497 505 512 519 527
−50 475 478 482 490 497 504 512
−55 460 464 467 475 481 489 496
AM4448_3B_CL
SA
5-7
TM 1-S70i-280-MTF
DATE
FAT PRESS ALT
A/C S/N ENGINE S/N
A/C HOURS ENGINE HOURS
NOTE: SET 60% torque on engine being checked.
INDICATED TGT
1.
2.
3.
TOTAL 43 = Average Indicated

TGT
(Table TGT)
TGT Margin
TGT Acceptance Limits
TGT Margin +20°C
TGT Margin -20°C
Record limits in A/C Engine Health Indicator Test Log
Figure 5. HIT Baseline Worksheet
5-8
TM 1-S70i-280-MTF
1.00
SPECIFICATION TORQUE RATIO (STR)

−<−5 0.95
FAT = OC
A
0.90
0
5
10
0.85
15
20
0.80
25
0.75
30
35
0.70
0.70 0.80 0.90 1.00 1.10
B
ENGINE TORQUE FACTOR (ETF)
NOTE
<
− MEANS LESS THAN OR EQUAL TO.
FAT −5° C (23° F) AND BELOW WILL BE
PLOTTED ON THE −5° C LINE ON CHART.
WHEN STR IS GREATER THAN OR
EQUAL TO 1.0, ASSUME ETF TO BE 1.0.
FAT 35° C AND ABOVE WILL BE
PLOTTED ON THE 35° C LINE ON CHART.
> MEANS EQUAL TO OR GREATER THAN.
−
AM4289_CL
SAF
Figure 6. Determining Engine Torque Factor (ETF)
5-9
TM 1-S70i-280-MTF
T700−701D (IHIRSS WITH BAFFLES)

TORQUE SPEED FACTOR (TSF) CHART
1.025
1.020
TORQUE SPEED FACTOR (TSF)
1.015
1.010
1.005
1.000
0.995
0.990
0.985
80 90 100 110 120 130 140 150
INDICATED AIRSPEED ~ KIAS
EXAMPLE
IC0052A_CL
SA
Figure 7. Torque Speed Factor (TSF)
5-10 C3
TM 1-S70i-280-MTF
S-70i/T700-701D
(IHIRSS WITH BAFFLES OR NO EXHAUST SUPPRESSION)
TGT VS. CORRECTED TORQUE (-1K - 5K)
FREE AIR TEMP 60C 55C 50C 45C 40C 35C 30C 25C 20C 15C 10C
900
890
5C
880
870
0C
860
850
TGT - DEG C
-5C
840
830
- 10C
820
810
-15C
800
790
-20C
780
770
- 25C
760
750
140
PRESSURE
ALTITUDE (FT)
130
0
00
-1 0
120
00
10 00
20 00
TTV -%
30 00
110 40 00
50
100
90
80
IM1307_1B_CL
SA
Figure 8. Target Torque Value (TTV) (Sheet 1 of 2)
5-11 C3
TM 1-S70i-280-MTF
S-70i/T700-701D
(IHIRSS WITH BAFFLES OR NO EXHAUST SUPPRESSION)
TGT VS. CORRECTED TORQUE (5K - 10K)
FREE AIR TEMP 60C 55C 50C 45C 40C 35C 30C 25C 20C 15C 10C
900
890 5C
880
0C
870
0C
860
850
TGT - DEG C
-5C
-5C
840
830 -10C
- 10C
820
810
-15C
-15C
800
790
-20C
-20C
780
770
-25C
- 25C
760
750
120
PRESSURE
ALTITUDE (FT)
110
0
00
-1 0
100 00
00 10
00
50 00 20 00
TTV -%
0
6 00 30 00
70 00 4 0 00
90
8 0 00 50
0
9 000
1 0
80
70
60
IM1307_2B_CL
Figure 8. Target Torque Value (TTV) (Sheet 2 of 2)
5-12 C3
TM 1-S70i-280-MTF
DATE
A/C S/N A/C HRS
ENG1 S/N ENG2 S/N
ENG 1 HRS ENG 2 HRS
FAT PRESS ALT
FLIGHT DATA ENG 1 ENG 2
TGT (above 819°C)
IAS (130 KIAS)
NG
Indicated Q
CALCULATED DATA
TSF Figure 7 X X
(1.0 for 130 KIAS)
Adjusted Q = =
TTV Figure 8 4 4
Specification Torque = =
Ratio
ETF
Figure 9. Maximum Power Check Worksheet
5-13 C3
TM 1-S70i-280-MTF
S-70i MAINTENANCE TEST FLIGHT CHECK SHEET

SUGGESTED FORMAT
A/C NO. PURPOSE OF TEST DATE
PILOT AND UNIT TIME
GROSS CG FAT°C PRESS DENSITY

WEIGHT LB ALT ALT
SYMBOLS U = SATISFACTORY X = DEFICIENCY
m PRIOR TO MTF c. Trim system
1. Forms and records (1) Cyclic trim
2. Flight readiness inspection (2) Yaw pedal trim
3. Special preflight checks (3) Collective trim
m BEFORE STARTING ENGINES 14. Stabilator
1. Fire detection / Batt bus tie test 15. Fuel quantity
2. Fuel pump 16. Altimeter (BARO) ft
3. APU start 17. Altimeter (RADAR)
a. Cold start capsule 18. Windshield anti-ice
4. Generators 19. Pitot heater
5. Caution/Advisory/Master Warnings 20. Blade deice test
6. Lighting systems 21. Fuel boost pumps
7. MFD checks 22. AVCS ground check
8. Reversionary switches 23. Avionics ground checks
9. Stabilator audio priority m STARTING ENGINES
10. Flight control limit 1. Engine start systems check
11. Flight control hydraulic system 2. No. 1 engine start
a. Forward cyclic stop inch a. Time to idle sec
12. Tail rotor servo b. Idle speed %NG
13. AFCS check c. P PSI
a. FCC check 3. P XMSN PSI
b. Flight control breakout forces 4. No. 2 engine start
(1) Pitch: vFwd oz. vAFT oz. a. Time to idle sec
(2) Roll: vLeft oz. vRT oz. b. Idle speed %NG
(3) Yaw: vFwd lb. vAFT lb. c. P PSI
(4) Collective: vUp lb. vDWN lb.
REMARKS:
Figure 10. Maintenance Test Flight Check Sheet

(Sheet 1 of 4)
5-14 C4
TM 1-S70i-280-MTF
5. Hydraulic leak test h. P XMSN PSI

6. Droop stops NR 2. Brakes pilot and copilot
7. Generator cautions disappear 3. Tailwheel lock
8. Deice EOT 4. Engine health indicator/
Anti-ice test
9. APU generator backup check 5. HIT baseline check
m RUNUP m AIRCRAFT HOVER
1. Q1 % Q2 % 1. Controllability
2. Engine overspeed 2. FPS
3. DEC/EDECU lockout 3. Tail rotor servo check
4. Torque matching 4. Generator underfrequency
low rotor RPM
5. Accel/Decel 5. Compasses
6. Electrical systems 6. Coupled FD hover checks
a. Generator underfrequency
#1 #2 NR m AFTER TAKEOFF
b. AC system pri bus tie test 1. Stabilator
c. 26 VAC ref bus tie test m CRUISE
d. DC system pri bus tie test 1. Airspeed:
80 KIAS diff KIAS
e. DC essential system test a. Autorotation
7. System status check (1) Press alt ft
m TAXI (2) FAT °C
1. Systems instruments (3) Rotor speed NR
a. NP 1 2 (4) Fuel quantity lb
b. Q% 1 2 2. Airspeed
100 KIAS diff KIAS
c. TGT °C 1 2 a. Controllability
d. NG % 1 2 (1) Cyclic position
e. T °C 1 2 (2) Directional control pedals
f. P PSI 1 2 b. Auto stab position
g. T XMSN °C
REMARKS:

(Sheet 2 of 4)
5-15 C4
TM 1-S70i-280-MTF
3. Maximum power check b. Flight instruments

a. Press alt ft (1) VSI
b. FAT °C (2) HSI
c. Engine 1 2 (3) Altimeters
IAS (4) Vertical speed indicator
TGT °C (5) Magnetic compass
NG % 8. Coupled flight director check
Q % a. HDG hold mode
4. Airspeed b. Altitude Pre-Select (ALTP)
120 KIAS diff KIAS
a. Stabilator c. Vertical Speed (VS)
d. FMS nav mode
b. Beep trim e. VOR mode
5. Airspeed f. ILS mode
145 KIAS diff KIAS
6. Airspeed Vh g. ILS DECEL mode
a. Cyclic position h. ILS Level-Off mode
b. Directional control pedals m BEFORE/AFTER LANDING
c. High pitch stop m ENGINE SHUTDOWN
d. Stabilator 1. Engine power control
7. Airspeed cruise 2. System instruments
a. Comm/Nav equipment 3. Droop stops in % NR
(1) COM-1 4. Post flight performed
(2) COM-2 5. Check sheet signed
(3) COM-3
(4) ADF
(5) VOR
(6) ILS
(7) XPDR
(8) R ALT
(9) TACAN
REMARKS:

(Sheet 3 of 4)
5-16
TM 1-S70i-280-MTF
EGI Accuracy Check FUEL CHART

Start: Stop: Total: Start Time:
Position Error INU1 INU2 Start Fuel:
2.0 NM per hour 3.0 NM at 90 min (Desired) Stop Time:
Rotor Track and Balance Data Stop Fuel:
MR Flat Track mm Burn Rate:
Roll Vertical Burn Out:
MR GND Balance IPS IPS Trim Tabs

Hover IPS IPS IB OB
80 KIAS IPS IPS Red m m
120 KIAS IPS IPS Yellow m m
145 KIAS IPS IPS Black m m
150+ KIAS IPS IPS Blue m m
VIBRATION DATA HIT BASELINE WORKSHEET

#1 Eng High Speed Shaft IPS #1 Engine #2 Engine
#2 Eng High Speed Shaft IPS GE−E− GE−E−
Oil Cooler, Longitudinal IPS
Tail Rotor IPS Indicated TGT Indicated TGT
MAXIMUM POWER DATA 1. 1.
#1 Engine #2 Engine 2. 2.
SN: SN: 3. 3.
Hrs: Hrs: #1 ENG #2 ENG
MAXIMUM POWER CHECK TGT MARGIN
ATF #1 ENG #2 ENG UPPER LIMIT
ETF LOWER LIMIT
STR INDICATED TGT
TTV % % Pressure ALT
TRQ ADJ % % OAT
PA FT FT TABLE TGT
OAT o
C o
C IAS
o o
TGT C C Q obs x TSF = Q adj
IAS KIA KIA _____x_____=____ _____x_____=____
Q% % % Q adj Q adj
NG % % TTV TTV
V.1.2 Signature
IM4586_4_CL
SA

(Sheet 4 of 4)
5-17 C4
TM 1-S70i-280-MTF
Procedures in gray signify typical

operator use of IVHMS.
IVHMS Main
* Procedures to be performed by a Menu
Maintenance Test Pilot only.
Press T1
Power Operational
Checks Exceedances
Usage
Press L1
[POWER Press R1 Press R2
CHECKS] [USAGE] [EXCD]
#1 (#2) Engine #1 (#2) Engine

Incremental Airframe
Maximum Power Operational HIT
Operational Exceedance
Check Check
Usage History
[E1MPC] [ENG 1 OP HIT]
Press L2 (R2) Press L1 (R1) Press L2 for

Cumulative Press L1
and follow menu and follow menu
Usage
#1 (#2) Engine
Cumulative #1 Engine
Baseline HIT Sequential HIT Operational Exceedance
Check Check Usage History
[E1HITB]
Press L3 (R3) Press R6 and Press L3 for

and follow menu Press L2
follow menu Previous Usage
Power #1 (#2) Engine #2 Engine

Assurance Retun to Main
In−flight HIT Exceedance
Setup Menu
Check [I/F HIT] History
[SETUP]
Press L5 and Press L4 (R4) Press L6 to

follow menu return to Main Press L3
and follow menu
Menu
Return to Warning/Caution/
previous menu Advisory History
[RTN]
Press L6 to
return to previous Press L4
menu
Retun to Main
Menu
Press L6 to
return to Main
Menu
IC0122_1_CL
SA
Figure 11. IVHMS Main Menu Schematic
5-18 C1
TM 1-S70i-280-MTF

operator use of IVHMS. IVHMS Main
Menu
* Procedures to be performed by a
Maintenance Test Pilot only. Press T1
Rotor Track
and Balance
Press L2
[RTB]
Tail Rotor Main Rotor

Ground Ground
Track Menu Track Menu
Press L1 Press L2
[TRGND [MRGND
MENU] MENU]
TR Acquire Acquire Force to

Ground Ground Ignore Flight
Balance Track Conditions
Press L2 Press L1 Press R3

[TAIL ACQ] [GROUND [FORCE]
Follow Menu ACQTRK] IF NEEDED
Tail Rotor Accept

Track
Ground Balance
Solution
Menu Solution
Press R2 Press L2 Press R2

[BAL SOLN] [TRACK [ACCEPT]
SOLN]
Accept Ground Force to

Balance Acquisition Ignore Flight
Solution Balance Conditions
Press R1 Press R3
Press R2
[GROUND [FORCE]
[ACCEPT]
ACQBAL] IF NEEDED
Return to Accept
previous menu Balance
Balance
[RTN] Solution
Solution
Press L6 to
return to Press R2 Press R2
previous menu [BAL SOLN] [ACCEPT]
Return to
Track previous menu
Results [RTN]
Press R3 Press L6 to
[TRACK return to
RESLTS] previous menu
AM2432_2_CL
SA
Figure 12. IVHMS Rotor Track and Balance Menu

Schematic (Sheet 1 of 3)
5-19
TM 1-S70i-280-MTF

Menu
* Procedures to be performed by a Press T1

Rotor Track
and Balance
Press L2
[RTB]
Main Rotor
Flight Menu
Press L3
[MRFLT
MENU]
Force to Hover Ground Force to

Ignore Flight Acquisition Acquisition Ignore Flight
Conditions Balance Conditions
Press R3 Press L1 Press R1 Press R3

[FORCE] [HOVER [GROUND [FORCE]
IF NEEDED ACQ] ACQBAL] IF NEEDED
Force to Acquire Force to

80 KTS Balance Ignore Flight
Ignore Flight
Regime Solution Conditions
Conditions
Press R3 Press L2 Press L2 Press R3

[FORCE] [80 KTS [80 KTS [FORCE]
IF NEEDED ACQ] ACQ] IF NEEDED
Force to Acquire Force to

120 KTS Track Ignore Flight
Ignore Flight
Regime Results Conditions
Conditions
Press R3 Press L3 Press L3 Press R3

[FORCE] [120 KTS [120 KTS [FORCE]
IF NEEDED ACQ] ACQ] IF NEEDED
Force to Acquire Return to

Ignore Flight 145 KTS previous menu
Conditions Regime [RTN]
Press R3 Press L4 Press L6 to

[FORCE] [145 KTS return to
IF NEEDED ACQ] previous menu
Force to Acquire
Ignore Flight 150 + KTS
Conditions Regime
Press R3 Press L2
[FORCE] [150 +
IF NEEDED KTS ACQ] AM2432_3_CL
SA

5-20
TM 1-S70i-280-MTF

Menu
Rotor Track
& Balance
Press L2
[RTB]
1/REV
Tracker Synchronous
Control Vibrations
Press L4 Press L5
[TRACK [VIBE
CONTROL] HARMON]
Set to Day for 2/REV 6/REV

Passive Synchronous Synchronous
Tracker Mode Vibrations Vibrations

[TOGGLE] [2/REV] [6/REV]
Set to Night for 3/REV 7/REV

Active Synchronous Synchronous
Tracker Mode Vibrations Vibrations

[TOGGLE] [3/REV] [7/REV]
Return to 4/REV 8/REV

previous menu Synchronous Synchronous
[RTN] Vibrations Vibrations
Press L6
to return Press L4 Press R3
previous menu [4/REV] [8/REV]
5/REV Change
Synchronous Acceleration
Vibrations Units (G/IPS)
Press R6
Press L5
[CHNG
[5/REV]
UNIT]
AM2432_4_CL
SA

5-21
TM 1-S70i-280-MTF

Menu
Procedures to be performed by a
Mechanical
Diagnosis
Press L3
[MECH
DIAG]
Start Acquire Start

Collecting Acquire Collecting
Main Module Engine
Diagnostics Diagnostics

[START] Press R1 [START]
[MAIN
Force as needed [ENGINE] Force as needed
MOD]
Start Acquire Start

Collecting IGB & TGB Collecting
Diagnostics Modules Diagnostics
Press R2 Press R2
[START] Press L2 Acquire #1 [START]
Force as needed [TGB_IGB] Engine Force as needed
Driveshaft
Press R2 #1 ENG Shaft

Start Acquire [ENG1 Previous
Collecting Tail Rotor SHAFT] Results
Diagnostics Driveshaft
Press R2 Press L3 Press L5

[START] [TR [PREV
Force as needed DRIVE] RESLTS]
Start Start
Acquire
Collecting Collecting
Oil Cooler
Diagnostics Diagnostics
and AGB

[START] [ACCY Acquire #2 [START]
Force as needed MODS] Engine Force as needed
Driveshaft
Press R3
Acquire [ENG2 #2 ENG Shaft
Oil Cooler SHAFT] Previous
Results
Press L5 Press L5
[OIL [PREV
COOLER] RESLTS]
Return to
previous menu
Oil Cooler Start [RTN]
Previous Collecting
Results Diagnostics Press L6
to return
Press L5 Press R2 previous menu
[PREV [START]
RESLTS] Force as needed AM2432_5_CL
SA
Figure 13. IVHMS Mechanical Diagnostics Menu

Schematic
5-22
TM 1-S70i-280-MTF

Menu
Bearing
Vibration Monitor
Diagnostics Status
Press L4 Press R3
[VIBE [BEARING
DIAG] MON]
Start Airframe Bearing

Collecting Raw Data Monitor
Diagnostics Capture Reset
Press L2
Press R2 Press L1
[RESET]
[START] [AFRAW]
Start Airframe / Bearing

Collecting Roving Data Monitor
Diagnostics Capture Details 1
Press L1 Press R1
Press R2 [DTLS1
[START] [AFRAW]
SW1 / 2]
Return to Bearing
previous menu Monitor
[RTN] Details 2
Press L6 Press R2
to return [DTLS2
previous menu OC / HB1]
Pilot/Copilot Bearing
Intermittent Monitor
Event Details 3
Press Cockpit Press R3

Event Switch [DTLS3
HB2−4]
Return to
previous menu
[RTN]
Press L6
to return
previous menu
AM2432_6_CL
SA
Figure 14. IVHMS Vibration Diagnostics and

Bearing Status Menu Schematic
5-23
TM 1-S70i-280-MTF

Menu
Shaft Return to
Balance previous menu
Menu [RTN]
[SHAFT return to
BAL] previous menu
#1 Engine Reset #1 #1 Eng Shaft #1 Eng Shaft Reset #1

Shaft Eng Shaft Balance Balance Eng Shaft
Balance Balance Configuration Callibration Callibration
Press L1 Press L2 Press L3 Press L5

[ENG 1 Press L4
[RESET [SHAFT [CALIB] [RESET
SHAFT BAL] BAL] CONFIG] CALIB]
Use INCR (R1), Use INCR (R1),

Use INCR (R1),
DECR (R3), Left DECR (R3) to
DECR (R3) to
(T5), and Right Disable /
Set Type
(T6) to set Type Enable
Press R2 to Press R2 to Press R2 to

Confirm Type Confirm Type Confirm Type
Use PREV or Use PREV or Use PREV or

NEXT FIELD to NEXT FIELD to NEXT FIELD to
move cursor to move cursor to move cursor to
POS field POS field POS field
Press R4 or R5 Press R4 or R5 Press R4 or R5
Continue to Reset Continue to

Next Page Coefficients to Next Page
Default Values
Press R6 Press R6 Press R6
Start Collecting Start Collecting

Data Data
Press R2 Press R2
[START] [START]
Force Data Force Data

Collection Collection
Press R3 Press R3
[FORCE] [FORCE]
IF NEEDED IF NEEDED
AM2432_7_CL
SA
Figure 15. IVHMS Shaft Balance Menu Schematic

(Sheet 1 of 2)
5-24
TM 1-S70i-280-MTF

IVHMS Main
Menu
Shaft Return to
Balance previous menu
Menu [RTN]
[SHAFT return to
BAL] previous menu
#2 Engine Reset #2 #2 Eng Shaft #2 Eng Shaft Reset #2

Shaft Eng Shaft Balance Balance Eng Shaft
Balance Balance Configuration Callibration Callibration
Press R1 Press R2 Press R3 Press R5

[ENG 2 Press R4
[RESET [SHAFT [CALIB] [RESET
SHAFT BAL] BAL] CONFIG] CALIB]

Use INCR (R1),
DECR (R3), Left DECR (R3) to
DECR (R3) to
(T5), and Right Disable /
Set Type
(T6) to set Type Enable
Press R2 to Press R2 to Press R2 to

Confirm Type Confirm Type Confirm Type
Use PREV or Use PREV or Use PREV or

NEXT FIELD to NEXT FIELD to NEXT FIELD to
move cursor to move cursor to move cursor to
POS field POS field POS field
Continue to Reset Continue to

Next Page Coefficients to Next Page
Default Values
Start Collecting Start Collecting

Data Data
Press R2 Press R2
[START] [START]
Force Data Force Data

Collection Collection
Press R3 Press R3
[FORCE] [FORCE]
IF NEEDED IF NEEDED
AM2432_8_CL
SA
Figure 15. IVHMS Shaft Balance Menu Schematic

(Sheet 2 of 2)
5-25
TM 1-S70i-280-MTF

IVHMS
Administration
Menu
Press T3
Data Enable
End of Recovery Training Administrator
Operation (Inactive Op) Mode Login
Press L1 Press L3 Press R6

[DATA Press R2 [ADMIN
[END OF OP] [TOGGLE]
RECVRY] LOGIN]
Confirm start of Return to

End of Data Backlog Enter
Files previous menu Administrator
Operation [RTN]
[ENDOP3] [HUMSBL] Password
Press L5 and Press L2 and Press L6 to

follow menu Press R2
follow menu return to
previous menu
Return to Return to See

previous menu previous menu Administrator
[RTN] [RTN] Login Menu
(Sheets 4−6)
Press L6 to Press L6 to
return to return to
previous menu previous menu
AM2431_1_CL
SA
Figure 16. IVHMS Main Administration Menu

5-26
TM 1-S70i-280-MTF
Procedures in gray signify typical Administrator

operator use of IVHMS. Login
Procedures to be performed by a Press R6

Enter
Administrator
Password
Press R2
Change
Controls Password
Callibration [PWRD
CHANGE]
Press L5 Press L2
Lateral Cyclic
Lateral Cyclic
Callibration
Callibration Use INCR (R1),
Reset
DECR (R3), Left
(T5), and Right
Press L2 and (T6) to set PWRD
Press R2 follow
commands Press R2 to
confirm
password
Confirm lateral
Cyclic Confirm lateral
Callibration cyclic
Reset callibration
Press R2 to Press L2 to
confirm and L6 confirm and L6
to return to to return to
Pedal Pedal
Callibration Callibration
Reset
Press R4 and Press L4 and

follow follow
commands commands
Confirm Pedal
Callibration Confirm Pedal
Reset Callibration
Press R2 to Press R2 to
confirm and L6 confirm and L6
to return to to return to
Return to Return to
[RTN] [RTN]
return to return to
previous menu previous menu AM2431_2_CL
SA

5-27
TM 1-S70i-280-MTF

Administrator
Login
Press R6
Enter
Administrator
Password
Press R2
RTB & Mech

Training Diagnostic
Time Setup Setup Acquisition
Setup

DECR (R3), Left Use Toggle to enable DECR (R3) to enable
(T5), and Right or disable training or disable
(T6) to set time mode aquisition fields
Press R2 to Press R2 to
Press R2 Confirm TIme
Confirm Time
Use PREV or Use PREV or NEXT Use PREV or NEXT

NEXT FIELD to FIELD to move FIELD to move
move cursor to cursor to default cursor to default
date field setting setting
Use INCR (R1), Use Toggle to set Return to

DECR (R3) to default training mode Main Admin
enable the Digital as enabled or Menu
Time Bus Sync disabled
Press R2 to Press L6 to
Press R2
confirm selection return to main
admin menu
Return to Return to
Main Admin Main Admin
Menu Menu
return to main return to main
admin menu admin menu AM2431_3_CL
SA

5-28
TM 1-S70i-280-MTF

operator use of IVHMS. Administrator
Login
* Procedures to be performed by a Press R6

Enter
Administrator
Password
Press R2
Cumulative Usage Aircraft Model

Cross Check Erase
Change
Airframe Hours Exceedance
[MODEL
[CUXAFH] History
SETUP]

Erase Airframe
DECR (R3) to DECR (R3) to
Exceedance
enable or disable enable or disable
History [EAFHST]
aquisition fields acquisition fields
Press R2 to Press L1 and Press R2 to

Confirm Time confirm Confirm TIme
Use PREV or Use PREV or NEXT

Erase #1 Engine
NEXT FIELD to FIELD to move
Exceedance
move cursor to cursor to default
History [EE1HST]
default setting setting
Press R4 ot R5 Press L2 and Press R4 or R5

confirm
Cumulative Usage Erase #2 Engine

Cross Check Return to Main
Exceedance Admin Menu
Airframe Counts History [EE2HST]
[CUXAFC]
Press L2 and Press L3 and Press L6 to

repeat procedures confirm return to main
above admin menu
Cumulative Usage Erase Caution/

Cross Check Warning/Advisory
Engine Counts & Exceedance History
hours [CUXENG] [ECWAHST]
Press L3 and Press L4 and

repeat procedures confirm
above
Return to Main Return to Main

Admin Menu Admin Menu
return to main return to main
admin menu admin menu AM2431_4_CL
SA

5-29/(5-30 Blank)
TM 1-S70i-280-MTF
THE METRIC SYSTEM AND EQUIVALENTS
LINEAR MEASURE
1 CENTIMETER = 10 MILLIMETERS = .39 INCH

1 DECIMETER = 10 CENTIMETERS = 3.94 INCHES
1 METER = 10 DECIMETERS = 39.37 INCHES
1 DEKAMETER = 10 METERS = 32.8 FEET
1 HECTOMETER = 10 DEKAMETERS = 328.08 FEET
1 KILOMETER = 10 HECTOMETERS = 3,280.8 FEET
WEIGHTS
1 CENTIGRAM = 10 MILLIGRAMS = .15 GRAIN

1 DECIGRAM = 10 CENTIGRAMS = 1.54 GRAINS
1 GRAM = 10 DECIGRAMS = .035 OUNCE
1 DEKAGRAM = 10 GRAMS = .35 OUNCE
1 HECTOGRAM = 10 DEKAGRAMS = 3.52 OUNCES
1 KILOGRAM = 10 HECTOGRAMS = 2.2 POUNDS
1 QUINTAL = 100 KILOGRAMS = 220.46 POUNDS
1 METRIC TON = 10 QUINTALS = 1.1 SHORT TONS
LIQUID MEASURE
1 CENTILITER = 10 MILLITERS = .34 FL. OUNCE

1 DECILITER = 10 CENTILITERS = 3.38 FL. OUNCES
1 LITER = 10 DECILITERS = 33.81 FL. OUNCES
1 DEKALITER = 10 LITERS = 2.64 GALLONS
1 HECTOLITER = 10 DEKALITERS = 26.42
GALLONS
1 KILOLITER = 10 HECTOLITERS = 264.18
GALLONS
TEMPERATURE CONVERSION
°C TO °F = (9/5 X °C) + 32.

°F TO °C = (°F - 32) X 5/9.

TM 1-S70i-280-MTF

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WARNING: THIS DOCUMENT, OR AN EMBODIMENT OF IT IN

A maintenance test flight is an exceptionally de-

LIST OF EFFECTIVE PAGES

Insert latest changed pages; dispose of superseded pages in

NOTE: On a changed page, the portion of the text affected

Dates of issue for original and changed pages are:

Original ........................ 1 December 2010

Total number of pages in this manual is 238 consisting of

Page *Change Page *Change

* Zero in this column indicates an original page.

Page *Change Page *Change

* Zero in this column indicates an original page.

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* Zero in this column indicates an original page.

REPORTING ERRORS AND

II Maintenance Test Flight Checklist...... 2-1

TABLE OF CONTENTS (CONT)

After Landing ...................................... 2-100

III Fault Isolation Procedures................... 3-1

IV Special/Detailed Procedures ................ 4-1

TABLE OF CONTENTS (CONT)

M. Engine Health Indicator

V Charts and Forms ............................... 5-1

1. Purpose. This manual has complete instructions for per-

a. Maintenance Test Flight. A functional test flight for

b. Warnings, Cautions and Notes. Warnings, Cautions

An operating procedure, practice, etc.,

An operating procedure, practice, etc.,

An operating procedure, condition, etc., which

c. Use of Words Shall, Should and May. Within this

d. Designation Symbols. Designation Symbols are used

a. This manual covers only maintenance test flight of the

T REV. NO. TITLE

b. Crew requirements for maintenance test flights will be

checks, rotor brake operations (if installed) and other mainte-

c. A qualified maintenance test pilot may perform single

a. Cargo and Passengers. Cargo and passengers are

b. Forms and Records. Forms and records will be

c. Configuration. The configuration of the helicopter

d. Post Test Flight Inspection. A thorough visual in-

e. References. When a maintenance test flight is re-

f. Asterisked Checks. An asterisk ( * ) before a check

g. An ( O ) indicates a requirement if the equipment is

h. A (.) indicates a detailed procedure for this step is

i. Maintenance Test Flight Check Sheet. The Check

SECTION II. MAINTENANCE TEST FLIGHT

General. This section contains the maintenance test flight re-

PRIOR TO MAINTENANCE TEST FLIGHT

*1. Forms and records — Check.

*2. Thorough flight readiness inspection per the require-

*3. Special preflight checks — Accomplished.

1. Tail rotor pedal travel — Check (pilot and copilot).

a. Pull PED ADJ lock release lock with feet on pedals

b. Check for freedom of movement full forward with

c. Check that lock will hold pedals in different posi-

2. Seat height adjustment (pilot and copilot) — Check.

a. Check full travel for smooth operation.

b. Check that lock will hold in different positions

3. Seat forward and aft adjustment (pilot and copilot) —

a. Check that seat moves through full range smoothly.

b. Check that lock will hold in different positions

O c. Lumbar and seat cushion valves — Press in halfway

O d. Variable Load Energy Attenuator (VLEA) setting —

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