CH-53E Operation Manual

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Sikorsky CH-53E
for
Prepar3D v4
Operation Manual
Notice: Original development of the representative Sikorsky CH-53E helicopter

simulation for Prepar3D was done by Nemeth Designs (Peter Nemeth and Tamas
Nemeth with special thanks to Nathan Underwood). Only publicly released
information was used to create all flight characteristics, modeling, and systems. It
should not be used for flight training as all aspects are emulated and illustrative.
© Lockheed Martin Corporation. All Rights Reserved.

The names of the actual companies and productions mentioned herein may be the trademarks of their respective owners.
All data and characteristics are representative and illustrative.
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Table of Contents
I. HISTORY / GENERAL INFORMATION ............................................................................................... 4
General characteristic................................................................................................................................ 5
II. SYSTEMS ................................................................................................................................................ 7
1. ENGINES ............................................................................................................................................. 7
2. ROTORS ............................................................................................................................................... 8
3. TRANSMISSION SYSTEM .............................................................................................................. 10
4. FUEL SYSTEM .................................................................................................................................. 11
5. AUXILLARY POWERPLANT ......................................................................................................... 12
6. ELECTRICAL SYSTEM ................................................................................................................... 14
7. HYDRAULIC SYSTEM .................................................................................................................... 15
8. FLIGHT CONTROL SYSTEM .......................................................................................................... 16
9. LANDING GEAR SYSTEM .............................................................................................................. 16
10. BLADE AND PYLON FOLD SYSTEM ......................................................................................... 17
11. ANTI-ICING SYSTEM .................................................................................................................... 17
12. FIRE DETECTION AND EXTINGUISHER SYSTEM .................................................................. 18
III. PANELS AND INSTRUMENTS ......................................................................................................... 20
1. MAIN PANEL .................................................................................................................................... 21
2. LEFT OVERHEAD PANEL .............................................................................................................. 26
3. MIDDLE OVERHEAD PANEL ........................................................................................................ 27
4. RIGHT OVERHEAD PANEL............................................................................................................ 29
5. MIDDLE CONSOLE.......................................................................................................................... 30
IV. CHECKLISTS ...................................................................................................................................... 36
1. STARTING PROCEDURE ................................................................................................................. 36
1.1 CONSOLE PREFLIGHT .............................................................................................................. 36
1.2 APP START.................................................................................................................................. 36
1.3 POST APP START ....................................................................................................................... 36
1.4 ENGINE START .......................................................................................................................... 37
1.5 PRE TAXI..................................................................................................................................... 38
1.6 TAXI ............................................................................................................................................. 38
1.7 PRE TAKEOFF ............................................................................................................................ 38
1.8 PRE LANDING ............................................................................................................................ 38
2. SHUT DOWN PROCEDURE ............................................................................................................ 39
3. BLADE AND PYLON FOLD PROCEDURES .................................................................................. 39
3.1 BLADE FOLD .............................................................................................................................. 39
3.2 BLADE SPREAD ......................................................................................................................... 40
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3.3 PYLON FOLD .............................................................................................................................. 40

3.4 PYLON SPREAD ......................................................................................................................... 40
4. FIRE TEST PROCEDURE ................................................................................................................. 41
5. ICE DETECTOR TEST PROCEDURE .............................................................................................. 41
6. CARGO DOOR AND RAMP CONTROL ........................................................................................ 41

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I. HISTORY / GENERAL INFORMATION

The H-53 family of heavy lift helicopters combines power and versatility like nothing else that
flies. They are at home in searing desert heat, arctic cold and everything in between. Flying a
range of missions, including carrying cargo, vehicles, artillery and troops, the H-53 is designed to
operate on land or at sea. These aircraft provide a key capability that facilitates the United States
Marine Corps’ Sea Basing strategy.
The three-engined CH-53E aircraft is the most powerful helicopter in the U.S. military inventory.
The SUPER STALLION helicopter is designed for 73,500 lb. with external loads. It's the only
helicopter that can lift the 155mm howitzer, its crew and ammunition. It can lift aircraft as heavy
as itself. The CH-53E SUPER STALLION helicopter is deployed with U.S. Marine Corps heavy
lift helicopter squadrons, and is an essential part of the composite squadrons serving aboard
USMC amphibious assault ships.

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General characteristic

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Crew: 2 pilots, 1-6 crews - depending on mission

Passenger capacity: 37 troops - 55 with centerline seats installed
Length, overall: 99 ft. 0.5 in. (30.2 m)
Length, fuselage: 73 ft. 4 in.
Height: 28 ft. 4 in. (8.46 m)
Width without rotor: 23.92 ft.
Main rotor diameter: 79 ft. (24 m)
Main rotor disc area: 4,900 ft² (460 m²)
Main rotor blades: 7
Main rotor tilt: 5 degrees
Tail rotor diameter: 20 ft.
Tail rotor blades: 4
Tail rotor cant: 20 degrees
Empty weight: 33,226 lbs. (15,071 kg)
Design gross weight: 46,500 lbs.
Max gross weight: 73,500 lbs.
Powerplant: 3 × General Electric T64-GE-416(A) turbo shafts,
4,380 shp (3,270 kW) each
Performance
Maximum speed: 170 knots (196 mph, 315 km/h)

Range: 600 nm (690 mi, 1,110 km)
Service ceiling: 18,500 ft. (5,640 m)
Rate of climb: 2,500 ft./min (13 m/s)

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II. SYSTEMS
1. ENGINES
The power is furnished by three General Electric T64-GE-416 or T64-GE-416A turbo shaft
engines mounted on each side of upper outboard fuselage and behind the main gear box. The
basic engine consists of a torque sensor shaft and housing, compressor section, combustion
section and turbine section. A clock numbering system is used to locate engine components. The
engine compressor has 14-stage, the turbine has 2-stage LP / 2 stage-HP, the pressure ratio is
14:8.
The engines equipped with Engine Air Particle Separator (EAPS) System which removes visible
moisture, sand, dust and other foreign particles entrained in the engine inlet air, scavenges and
exhaust the foreign particles overboard and allows clean air to enter the engine. The EAPS can
be controlled from the cockpit and can be removed for engine maintenance accessibility. The
EAPS system has an EAPS DOOR CLOSED advisory light goes on when all EAPS door are
closed and goes off when any is open.
Each engine has an automatic over speed protection system to prevent destructive over speed
of the power turbine. The over speed systems can be tested from the cockpit. All of the engines
has an independent oil tank installed on the top forward end of each engine, a dry sump full
scavenge oil system and is replenished from an auxiliary oil system. Oil is gravity fed from the oil
tank to the common shaft driven oil pump mounted on the rear face of the accessory gear box.
The oil pumps distribute the oil under pressure trough a filter to the accessory gears and engine
bearings. Scavenge oil is used to heat the 6-o' clock frame strut which aids in engine anti-ice. The
No.1 and 3 engine oil cooler assemblies are on each nose gear box, the No.2 engine oil cooler is
mounted on the left side of the main gear box oil cooler.
Operation of the oil cooler radiators is automatic. Each engine oil system has two caution lights
to visually indicate that engine oil pressure is either too low or too high, engine oil level low caution
light to indicate 25% loss of fully serviced oil capacity. The helicopter has an auxiliary oil system
to replenish the oil supply in the engine oil tanks if necessary.
Each engine has a chip detector in the engine accessory gear box that will cause chip locator
lights on the instrument panel to go on when chips in the lubrication system are detected.

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The ignition system consists of an ignition unit, two igniter plugs and a control circuit for each
engine. The system provides ignition for starting only as combustion is self-sustaining once
ignition has been accomplished. Continuous ignition is provided whenever the respective anti-ice
is selected to reduce the possibility of engine flame out during icing conditions.
Each engine start system has a hydraulic starting motor with a speed switch which is electrically
connected to the main engine start valve upon completion of a starting cycle. Power for starting
engines is furnished by the engine start hydraulic pump. Since the engine start pump is driven by
the accessory gear box, the Auxiliary Power Plant (APP) must be used for all normal ground
starts. APP is not required for airborne starts as the main rotor head will drive the accessory gear
box. When the engine start valve is energized by depressing the engine starter button, the engine
start pump provides 4000 psi hydraulic pressure for engine starting. The ENG STARTER ON
advisory light will go on any time a starter circuit is energized. The start system cannot be
energized unless the engine speed control lever is at SHUT OFF position. With the starter and
ignition systems energized the engine will start and accelerate as the engine speed control lever
is moved to GRD IDLE position. The starter speed switch will then automatically de-energize the
ignition and start systems and ignition will be self-sustaining, if the speed switch does not
automatically disengage the starter has to be manually disengaged.
The rotor head has to be in starting position for engine start so that hot engine exhaust gases
do not damage the rotor blades. The spring loaded ENG ST HEAD POS switch positions the head
for engine start. An advisory light, marked ENG START HD POS indicates when the head is in
the proper position, it goes on only when the switch is held on.
The engines can be controlled by the engine speed control levers marked SPEED CONT
installed on the engine control quadrant. Each engine has its own separated speed control lever
with marked positions SHUT OFF, GRD IDLE, MIN GOV and MAX GOV. SHUT OFF will stopcock
the engines, GROUND IDLE Ng is variable with OAT and its range is 60.5 percent to 70 percent,
MIN GOV is the minimum power turbine governing range and MAX GOV produces maximum Nf.
2. ROTORS
The main rotor consists of the rotor head assembly and seven rotor blades. The rotor head
assembly, mounted directly to the output shaft of the main gear box, consists of a hub assembly
and a swash plate assembly. The hub assembly, containing the upper and lower hub plates,
seven sleeve-spindle assemblies and seven hydraulic dampers are spined to the main rotor drive
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shaft. The root ends of the rotor blades are attached to extenders that, in turn, are attached to the
sleeve-spindle assemblies which permits each blade to flap vertically, hund horizontally and turn
about their span wise axis.
Anti-flapping restrainers and droop stops prevent excessive flapping of the blades when the
main rotor head is static or is turning at low rpm. The anti-flapping restrainers are automatically
released as rotor speed is increased to about 25 percent, while the droop stops are automatically
released as main rotor speed is increased to about 75 percent. The hydraulic dampers minimize
the hunting movement of the blades about the vertical hinges as they rotate, prevent shock to the
blades when the main rotor assembly is started or stopped and positions the blades against the
lag stops after rotor shutdown. The swash plate assembly consists of a rotating swash plate driven
by the main rotor hub assembly and a stationary swash plate that is secured to the main gear box
by a scissors assembly to prevent rotation. Cyclic or collective pitch changes introduced at the
stationary swash plate are transmitted to the blades by linkage on the rotating swash plate.
The rotor blades are attached to extenders that in turn are attached to the sleeve-spindle
assemblies on the rotor hub assembly. The blades have abrasion strip bonded to the leading
edge to prevent damage from dust and adverse weather conditions. The blades made by forming
a fiberglass and resin airfoil around a tubular titanium spar. Each rotor blade has a light assembly
installed on the top of the blade tip to provide tip path lighting. Each rotor spar is pressurized and
incorporates a spar pressure indicating system for spar crack detection.
The plane has an In-flight Blade Inspection System (IBIS). Each main rotor blade spar is being
pressurized with Nitrogen to about 10 PSI at ambient temperature of 18 to 24 Celsius. There's a
pressure indicator on the root of each spar with radioactive source, a radiation detector aft of the
main rotor pylon area, a signal processor and a blade inspection caution light. For visual
inspection the pressure indicator shows two white strips indicating spar pressure is safe.
The helicopter is equipped with a Bearing Monitor System (BMS). The bearing monitor system
senses vibration and temperature levels of the swash plate and the tail rotor drive shaft disconnect
coupling bearings. The BMS provide cockpit and cabin indications of degraded bearing
conditions.
An electrically actuated, hydraulically powered rotor brake is mounted on the main gear box to
stop rotation of the rotors and lock them in position for prolonged periods.

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3. TRANSMISSION SYSTEM
The system consists of a main gear box, two nose gear boxes, an accessory gear box, an
intermediate gear box and a tail rotor gear box. Engine torque is transmitted through No.1 and
No.3 engine nose gear boxes and the gimbal assembly on the main gear box accessory section
for No.2 engine to the main gear box, where it is transmitted to the main rotor drive shaft and aft
to the tail rotor drive shaft. The tail rotor drive shaft transmits the torque to the intermediate gear
box. From the intermediate gear box a drive shaft transmits the torque to the tail rotor gear box.
The accessory gear box is driven by the rotor, or by the APP when it is on and rotor speed is
below 100 % Nr. When rotor speed exceeds APP rpm, the accessory gear box is driven by the
main gear box. All of the six gear boxes have chip detectors. A freewheeling unit at each input of
the main gear box permits any or all engine to disengage from the main gear box during
autorotation or non all engine operations or when the engine rpm decreases below rotor rpm.
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Each of the six gear boxes has an individual oil system, the main gear box oil system has a
primary and an auxiliary subsystems. Oil pressure and temperature data can be monitored with
the instruments and caution lights on the instrument panel in the cockpit.
The gear boxes have chip detectors that will cause chip detector lights to go on when
chips in the systems are detected.
4. FUEL SYSTEM

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The fuel system is designed to reduce crash induced fuel spillage and ignition as much as
possible and thereby enhance post-crash survivability of personnel and the helicopter. Each
engine has its separated suction/pressure type fuel supply system. The No.1 and No.3 fuel
system each contain a single bladder-type fuel cell, one installed on each sponson, the No.2 fuel
system contains two cells, one installed on each sponson. The tanks have the lines and
components required for ground, air-to-air, HIFR pressure refueling and tactical bulk fuel delivery
system and auxiliary fuel transfer system.
Fuel may be transferred from either auxiliary tank to the No.1 and No.2, No.3 and No.2, or all
main tanks, or simultaneously from both auxiliary tanks to selected main fuel tanks. In addition
fuel may be transferred from tactical bulk fuel delivery system to the main fuel tanks. The auxiliary
tanks are attached to the sponsons, the tactical bulk fuel delivery system can be installed in the
cabin which will cause reduced cargo capacity. To reduce gross weight the fuel dumping system
permits dumping of fuel from each main tank and the auxiliary tank jettison system permits the
auxiliary fuel tanks to be individually or simultaneously jettisoned.
The fuel systems can be controlled by the three fuel selector levers mounted on the fuel selector
quadrant. Each selector selects the No.1, No.2 or No.3 fuel tank or shut off fuel to it’s associated
engine. The DIRECT position selects the No.1 tank for the No.1 engine, No.2 tank for No.2 engine
and No.3 tank for No.3 engine, for cross feed operation each level selects either of the remaining
tanks not selected by the DIRECT position. In SHUT OFF position the fuel will be shut off to the
engine. The status of the fuel system can be checked with the fuel quantity indicators and fuel
caution lights in the cockpit.
Fuel tank capacities

No.1 tank 300 gal / 1135 liter
External auxiliary tank (each, 2) 650 gal / 2460 liter
TBFDS tank (each, 3) 800 gal / 3028 liter
5. AUXILLARY POWERPLANT
The auxiliary power plant (APP) enables ground starting of the engines and ground operation
of electrical and hydraulic system. The APP system consist of a turbine engine, hydraulic starting
system, fuel system, oil system, clutch and a mechanical drive. The hydraulic start system
consists of two accumulators and a hydraulic motor, normally the No.1 accumulator furnishes
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hydraulic power to the hydraulic motor. The accumulators are charged from the utility hydraulic
system, a hand pump in the cabin can be used for manual recharge. APP starting is independent
of external or helicopter electrical power, since ignition and control electrical power is supplied by
the APP driven generator.
The APP control panel contains a control lever, a circuit breaker control switch and circuit
breakers for high exhaust temperature, over speed and low oil pressure and a T-handle. The APP
control lever has START, RUN and SHUT OFF marked positions. When APP control lever is
moved to START position No.1 accumulator hydraulic pressure is released to activate the start
motor.
APP should light off about 20 percent speed and bleed-air causes the clutch to start to engage
the accessory gear box when speed is 92 % and exhaust temperature reaches 204 Celsius. As
the clutch engages acceleration will slow down than continue on until operating speed is reached.
The lever should be held at START until clutch engagement is confirmed by illumination of #1
RECT, #2 RECT, #1 GEN and #3 GEN caution lights, the APP ON advisory light has to light on
as well. By releasing the lever it will automatically return to RUN position and APP will continue
to accelerate to operating speed. The lever is moved to SHUT OFF to shut down the APP.
(In this add-on the APP lever has to be set to RUN position manually.)
The APP control circuit receives electrical power from the APP generator through a circuit
breaker. The switch circuit breaker marked CKT BKR CONTROL provides circuit protection and
furnishes electrical control power and ignition for APP operation. The T-handle is used to
discharge the APP and cabin heater compartment fire extinguisher system and shut off fuel to the
APP and cabin heater. There’s an APP indicator panel in cockpit which contains a tachometer
and an exhaust gas temperature indicator to monitor APP operation.

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6. ELECTRICAL SYSTEM
The main power sources of the electrical system are three self-cooled 115/200 volt 400 Hz
three-phase AC generators. The No.2 generator is driven by the main gear box accessory section,
the No.1 and No.2 generators are driven by the accessory gear box. Feeder fault protection will
cause a generator to be disconnected from the AC load when there is a short in any of the main
power lines from the respective generator to the AC primary buses. Under frequency is provided
to prevent possible equipment damage when Nr drops below 91 % to 96 %. If the under frequency
condition is sustained for a period of 2 to 5 seconds the under frequency protection circuit
disconnects the generators from the AC load, when the Nr rises to operating level the generator
is automatically reconnected to the AC load. All of the generators are controlled by their individual
generator switches marked 1, 2 and 3 respectively, under the general heading GENERATOR on
the overhead panel in the cockpit.

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Generator failure is indicated by respective failure caution lights marked #1 GEN; #2 GEN and
#3 GEN on the caution panel. The electrical system has three 115 AC volt to 26 AC volt
autotransformers for operation of certain helicopter systems. There are two 200 amp 115 VAC to
28 VDC rectifiers installed in the electrical system to provide direct current automatically whenever
AC system is energized. The AC and DC circuits are protected by circuit breaker panels installed
in the cockpit and the cabin. There is an external power receptacle to furnish 115/200 VAC
electrical power from an external power source.
Normally the No.1 generator provides electrical power to the No.1 AC primary bus, No.1 AC
monitor buses and to the No.1 AC to DC rectifier, the No.2 generator provides electrical power to
the No.2/A AC and No.2/B AC primary buses, No.3 generator provides electrical power to the
No.3 AC primary bus, AC emergency bus and No.2 AC to DC rectifier. One autotransformer is
connected with the AC emergency bus, one with the No.3 AC primary bus and one with the No.2/B
AC primary bus. Normally the No.1 rectifier provides electrical power to the No.1 DC primary bus
and No.1 DC monitor bus, the No.2 rectifier provides electrical power to the No.3 DC primary bus,
No.2 DC primary bus and DC emergency bus.
7. HYDRAULIC SYSTEM
The hydraulic system consist of three separated subsystems, the first stage and second stage
flight control hydraulic systems and the utility hydraulic system. Each system is powered by a
separated hydraulic pump and all pumps are driven by the main rotor, or the APP except the first
stage flight control servo which is not connected to the APP. Each system has individual
reservoirs. The second stage and utility hydraulic systems are equipped with heat exchanger to
maintain hydraulic fluid temperature at normal level, the first stage system is cooled by a heat
exchanger at the inlet of the main transmission oil cooler and uses the airflow of this cooler.
The first stage flight control hydraulic system provides pressure to operate the first stage of the
primary tandem servos mounted on the main gear box and to operate the first stage of the of tail
rotor primary tandem servo. The first stage hydraulic pump is driven by the main gear box and
will not operate unless the main rotor is turning. The second stage flight control hydraulic system
provides pressure to operate the second stage of the primary tandem servos, AFCS SERVO 1
and normally the FAS actuator. The second stage hydraulic pump is driven by the accessory gear
box. The utility hydraulic system provides subsystem pressure for APP and engine starting,
second stage of the tail rotor tandem servo, landing gear extension and retraction, cargo door
and ramp operation, cargo winch operation, main wheel power brakes, rotor and pylon folding,
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AFCS SERVO 2, FAS actuator if servo 2 is selected, main rotor head positioning and utility hoist.
A hydraulic pump mounted on the accessory gear box provides hydraulic pressure to the system.
There are a hydraulic status indicator, hydraulic pressure indicators and hydraulic system
pressure and quantity caution lights in the cockpit to monitor system status.
8. FLIGHT CONTROL SYSTEM

The helicopter is maneuvered by the cyclic in pitch and roll, by the rudders in yaw and by the
collective vertically. The cyclic and collective are connected to the main rotor primary tandem
servos by mechanical linkage. To smooth out pilot’s roll inputs a viscous damper is incorporated
in the roll linkage. The damper permits limited continued flight with reduced damping if the damper
fails. The FAS actuator also acts as a damper. The rudders are connected to the tail rotor tandem
servo also by a mechanical linkage. To prevent overstressing of the helicopter from too rapid
movement of the rudder pedals a damper is incorporated in the AFCS yaw servo that functions
with AFCS on or off.
9. LANDING GEAR SYSTEM

The tricycle-type landing gear system consists of retractable dual-wheel gear assemblies and
tail skid. The main landing gear assemblies are below the sponsons and retract forward and
upward into the sponsons, each assembly has hydraulic brakes and drag strut. The nose
assembly is mounted vertically at the centerline of the helicopter and it is free to turn 360 degree
about the strut centerline and retracts rearward and upward into the nose section of the airframe.
An internal centering device holds the nose-wheel centered during flight to provide proper nose
wheel orientation during landing. The retractable tail skid mounted on the underside of the pylon
aids in the prevention of the tail rotor blades from striking the ground when landing with nose high
attitude. The tail skid is automatically retracted when the main landing gear is retracted, or the
cargo ramp is lowered and automatically extended when the main landing gear is down and
locked.
The extraction and retraction of the gears ensured by the landing gear actuating system which
obtains hydraulic pressure from the utility hydraulic system. The landing gear system has a one
shot pneumatic emergency extension system to lower the landing gear in case of an electrical or
hydraulic malfunction. The main landing gear wheels each have self-adjusting hydraulic boost
power brakes that are operated by toe brake pedals on the pilot’s and co-pilot’s rudder pedals.
Hydraulic power to the wheel brake system is supplied from the utility hydraulic system. The
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parking brakes are applied by pressing the rudder pedals, pulling the parking brake lever attached
to the center cockpit console up, than releasing the rudder pedals.
The landing gear extension and retraction can be controlled with the landing gear control lever
on the landing gear control panel in the cockpit. Placing the lever to UP position retracts and
placing it to DN position lowers the landing gears. A mechanical spring-loaded down lock engages
to lock the landing gear in the down position. Each main landing gear oleo strut has a scissors
switch that is opened and closed by the extension and compression of the strut to prevent
inadvertent retraction of the landing gear.
The landing gear position indicators on the instrument panel read UP if the landing gears are
up and locked, shows barber pole during gear extension and retraction, or whenever electrical
power is not available and shows symbol depicting a wheel if gears are fully extended. The landing
gear warning light on the landing gear control panel will go on when any or all of the landing gears
are in transit between the up and down position or when a landing gear is not in the selected
position selected by the landing gear control lever. There is an amber caution light, reads LDG
GEAR UP that will flash when the landing gear is up, airspeed is below 60 knots and radar altitude
is below 150 feet.
10. BLADE AND PYLON FOLD SYSTEM

The system is designed to position the main rotor blades for either blade or pylon folding first
before folding. Each may be selected and folded separately, but the main rotor blades cannot be
folded if the pylon has already been folded. Hydraulic pressure for folding is provided by the utility
hydraulic system, the fold system can be controlled from the panel marked BLADE/PYLON
FOLD. Manual fold and spread of the tail rotor pylon may be accomplished by using the hydraulic
hand pump mounted forward on the right side of the cabin, electrical power is not required for
manual operation. The cyclic stick position indicator on the instrument panel permits the pilot to
establish the necessary blade pitch position required for blade folding.
11. ANTI-ICING SYSTEM

Anti-ice protection is provided for the engines, windshield and pitot tubes. Fourteenth-stage
compressor air is used to anti-ice the inlet guide vanes of the engine and five of the front frame
struts. The No.1 and No.3 engine air inlet ducts, engine nose gear box fairings and the engine
inlet removable sections are anti-iced by the electrical engine inlet anti-icing system. Temperature
controllers will automatically maintain a normal anti-icing temperature between 88 and 68 Celsius.
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Low temperature sensors will cause a respective engine anti-ice caution light to go on when the
temperature is below the low temperature sensor setting of 35 Celsius. With EAPS installed on
the No.1 and No.3 engines the nose gear box fairing anti-icing capability is disabled, EAPS is
permanently installed on the No.2 engine.
Continuous ignition is provided whenever the respective engine anti-ice is selected to reduce
the possibility of engine flameout during icing conditions. Actuating the engine anti-ice switches
de-energizes an engine mounted solenoid valve to the open position allowing hot compressor air
to flow through the front frame struts and inlet guide vanes and the advisory lights marked #1, #2
and #3 IGV ANTI ICE ON will go on to indicate the engine air anti-ice systems are on. Actuating
the switches will also activate the engine inlet anti-ice systems and continuous ignition.
The ice detector system visually indicates icing conditions. The system consists of ice detector
probes, ice detector controller, caution light and control switches. One ice detector probe is
mounted in the heater intake duct and the other above the upper frame of the pilot’s window. The
probes indicate icing conditions as they accumulate ice. The probe above the pilot’s window frame
is to be visually monitored to determining icing conditions during flight. The probe in the heater
duct indicates icing conditions by lighting the ICE DETECTED caution light. When ice is detected
and the system is on, the light will go on and the detector controller will simultaneously apply
electrical current to the probe to melt the ice.
The anti-ice systems are controlled by switches on the ANTI-ICE panel on the overhead panel.
12. FIRE DETECTION AND EXTINGUISHER SYSTEM

The fire detection system contains the engine, the APP and the heater fire detection systems.
The systems provide warning in any case of fire in any of the engine, APP or heater compartment.
Each of the systems has a control amplifier, infrared type flame detectors and warning lights. All
of the engines has three photocell detectors providing 90° scan, the APP and heater have two
detector. Two caution lights marked FIRE PUSH TO RESET are on the instrument panel, one in
front of each of the pilot and co-pilot, both will go on if any of the detectors in any system detects
fire. There are fire warning lights on each engine emergency T-handle, the appropriate will go on
to indicate which engine compartment having a fire. The APP emergency T-handle has a fire
warning light, it will go on to indicate if a fire developed in the APP or heater compartment. There
is a fire warning test panel marked FIRE WARN TEST on the overhead panel used to test if the
detector circuits of the fire detection system working properly.
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The fire extinguisher systems consist of the engine compartment fire extinguisher system and
APP and heater compartment fire extinguisher system. A crash-generated force of 10Gs
automatically discharges the fire extinguishers into the engine compartments. The engine
compartment fire extinguisher system includes three containers, each are interconnected with a
manifold that permits the extinguishing agent to be distributed to the compressor and power
turbine sections of the selected engine compartments. If two containers are discharged into the
compartment, the remaining container can be discharged to either of the remaining
compartments. The three engine emergency T-handles direct the flow of the fire extinguishing
agent. When any of the T-handle is pulled aft the handle will close the fuel selector lever for the
selected engine.
The fire extinguisher switch (FIRE EXT on the emergency control panel) is then placed to MAIN
or RESERVE to discharge the fire extinguisher agent into the engine selected. In MAIN position
the contents of the engine’s associated container is discharged in the engine compartment of the
engine selected with the respective T-handle. In RESERVE position the contents of another
engine’s container is discharged in the engine compartment of the engine selected. The APP and
cabin heater compartment fire extinguisher system includes one container which is mechanically
discharged whenever the APP emergency T-handle is pulled aft. This causes the APP and cabin
heater fire areas will simultaneously receive extinguishing agent and fuel will be cut off to both
systems. The APP and heater warning lights in the APP emergency T-handle do not differentiate
between an APP or heater fire.

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III. PANELS AND INSTRUMENTS

Cockpit overview

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1. MAIN PANEL
Pilot’s view
1. Turbine tachometers (percent RPM)

2. Turbine temperature (x100 CO)
3. Fuel flow – PPH ( x100)
4. Engine oil temperature
5. No.1 nose gearbox oil temperature (CO)
6. Transmission system oil pressure (PSI)
7. Transmission system oil temperature (CO)
8. No.3 engine nose gearbox oil temperature (CO)
9. 1st stage hydraulic pressure (x1000 PSI)
10. 2nd stage hydraulic pressure (x1000 PSI)
11. Utility hydraulic pressure (x1000 PSI)
12. Gear retracted notification light
13. Gear retracted warning light
14. Hydraulic fluid quantity
15. Landing gear position indicator.

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16. BDHI3 dual-needle indicator

The numbered needle shows the direction of the transmitter that is set up into
NAV2 or it shows the GPS course. The other needle shows the direction of the
NDB that is set up as ADF2.
17. Stick position indicator (or “Star Wars gauge”)
18. Airspeed (knots)
19. Course1 indicator (VOR1 and GPS)
a) Marker setting knob
b) Bearing setting knob
20. Turbine and rotor tachometers.
21. Torque meters
22. Clock
23. Attitude indicator
a) Cage
b) Center line setting knob
24. Panel Display Unit (see below)
25. BDHI1
Same as BDHI3 (16.) for NAV1 and ADF1
26. Altimeter
The needle is for hundreds. The small display is for thousands.
27. Vertical speed (x1000 FT/min)
28. Radio altimeter (FT)
a) Test button
b) Low altitude warning setup knob
c) Low altitude warning light
29. OMI marker light

23
Panel Display Unit (PDU)

24
Page 2
1. Gas producer RPM (%)
2. Free turbine RPM (%)
3. Engine temperature (CO)
4. Torque
Page 3
1. Secondary VOR
indicator (transmitter
direction only)
2. Primary VOR/GPS
course indicator
3. Direction marker
4. NAV1 frequency and DME1
5. NAV2 frequency and DME2
6. Course setting knob
7. Direction marker set
8. Primary indicator on GPS
9. Primary indicator on NAV2
10. Primary indicator on NAV1

25
Co-pilots’ view
1. Airspeed
15. Lower annunciator panel
2. Course2 indicator (VOR2 and
GPS) 16. Annunciator light test button
3. Turbine and rotor tachometer (%) 17. Total fuel onboard
4. Torque 18. Tank 1 fuel quantity
5. Attitude 19. Tank 2 fuel quantity (left and right
6. BHDI 2 (same as BHDI 1 section)
– pilot side) 20. Tank 3 fuel quantity
7. PDU 21. Left auxiliary tank fuel quantity
8. Altimeter (FT) 22. Right auxiliary tank fuel quantity
9. Vertical speed (x1000 FT / min) 23. Fuel probe extend / retract (works
only when refuel system turned ON
10. Radio altimeter
– Button 24)
11. Clock
24. Refuel system master button
12. Chip warning lights 25. Refuel probe extended notification
13. Fuel gauge test button light
14. Upper annunciator panel 26. OMI markers

26
2. LEFT OVERHEAD PANEL
1. Light system master switch

2. Beacon light
3. Taxi light switch (land)
4. Nav light mode switch
5. Nav light switch
6. Nav light switch

27
3. MIDDLE OVERHEAD PANEL

28
1. Ramp master switch 17. No.3 engine starter

2. Ramp operation switch 18. No.1 engine speed control lever
3. Center EAPS (Engine Air Particle 19. No.2 engine speed control lever
separator) control – 20. No.3 engine speed control lever
auto/close/open 21. APP circuit breaker control switch
4. Left EAPS control
22. APP control lever
5. Right EAPS control
23. APP emergency T-handle
6. Course2 VOR2↔GPS selector
24. APP tachometer
7. BDHI 2 VOR1↔GPS selector
25. APP temperature
8. Engine No.1 fuel control lever
26. Fire warning test knob
27. Pitot heater switch
28. Ice detector switch
11. Engine No.1 emergency
29-31. Eng. Anti-ice/cont. ignition
shutdown lever switches
32. Engine overspeed test switches
shutdown lever
33. Generator No.1
shutdown lever 34. Generator No.2
14. Firefighting system master switch 35. Generator No.3
15. No.1 engine starter 36. Course1 VOR1↔GPS selector
16. No.2 engine starter 37. BDHI 3 VOR2↔GPS selector
38. BDHI 1 VOR1↔GPS selector

29
4. RIGHT OVERHEAD PANEL
1. Blades and pylon fold master switch

2. Blade pitch lock
3. Pylon fold
4. Blade fold
5. Blade fold position switch
6. Blade to engine start position switch
7. Interior lights

30
5. MIDDLE CONSOLE

31
1. NavCom (see below)

2. Com 2 Radio OFF/TEST/ON knob
3. Com 2 display.
4. Com 2 frequency swap
5. Com 2 display active/standby frequency change (frequency can be set by
mouse clicking/wheeling on this area when standby frequency displayed)
6. Nav1 frequency set (MHz)
7. Nav1 frequency swap
8. ON/OFF switch
9. Nav1 frequency set (KHz)
10. ADF frequency set (KHz)
11. ADF1 frequency set (Hz)
12. ADF1 signal strength
13. ADF1 frequency
14. AFCS (see below)
15. Hook, hoist and auxiliary fuel tank emergency control switches (not implemented)
16. Fuel dump switches (not implemented)
17. Landing gear down lock release warning light
18. Landing gear extend/retract lever
19. Landing gear warning light test
20. NavCom (see below)
21. Com 1 radio.
22. Transponder

32
NAVCOM

33
FLIGHT Page
1. Altitude
2. Lateral position
3. Longitudinal position
4. Heading
5. Airspeed
6. Back to MAIN page
NAV Page
1. NAV1 active frequency

2. NAV1 standby frequency (set by click/wheel
on)
3. NAV2 active frequency
4. NAV2 standby frequency (set by click/wheel
on)
5. NAV1 active/standby frequency swap
6. NAV2 active/standby frequency swap
COM Page
1. COM1 active frequency

2. COM1 standby frequency (set by click/wheel
on)
3. COM2 active frequency
4. COM2 standby frequency (set by click/wheel
on)
5. COM1 active/standby frequency swap
34
6. COM2 active/standby frequency swap

ADF Page
1. ADF 1 frequency (set by click/wheel on)

2. ADF 2 frequency (set by click/wheel on)
XPNDR Page
1. Squawk code (set by click/wheel on)

2. Back to MAIN Page

35
AFCS (Automatic Flight Control System)
1. Servo 1 button
7. Radio altitude hold button
2. Servo 2 button
8. AFCS computer button
3. AFCS subsystems button
9. AFCS modes reset button
4. Trim button
5. Auto bank button 10. Trim reference knob
11. Altitude hold reference knob
6. Barometric altitude hold button
The AFCS system in this add-on is not authentic and not fully functional.
Computer is needed for all AFCS function except servo systems. AFCS subsystems
are needed for auto bank and altitude hold functions.
The trim function keeps bank of the aircraft at the value set by the HDG TRIM knob
and keeps pitch degree to hold airspeed at about 130-160 knot.
Auto bank keeps heading of the aircraft at the value of the direction marker (heading
reference bug). The aircraft has to head near the desired heading at auto bank
activation.
Barometric and radio altitude hold function keeps altitude of the aircraft at the selected
barometric or radio altitude.

36
AFCS mode reset button deactivates all AFCS function except servos.
IV. CHECKLISTS
1. STARTING PROCEDURE
1.1 CONSOLE PREFLIGHT
Landing gear control handle DOWN

Emergency gear handle SHEARWIRED
Emergency cargo release handle DOWN
Parking brake SET
COM and NAV sets OFF
Emergency control panel switches OFF, COVERS SHEARWIRED
BDHI/course indicator switches AS DESIRED
BLADE/PYLON FOLD MASTER POWER switch OFF
PYLON BLADE FOLD and BLADE FOLD POSN switches OFF
Engine speed controls levers SHUT OFF
Emergency start panel NORM, NORM, OFF
Engine emergency T-handles FORWARD
Fuel selector levers CROSSFEED (2-1-2 pos)
Exterior lights OFF
EAPS switches AS DESIRED (AUTO rec.)
Generators OFF
Engine overspeed test switches OFF
Anti-ice panel switches OFF
1.2 APP START
APP Emergency T-handle FORWARD

Circuit breaker control switch ON
APP control lever START
APP ON advisory light goes on
Ng and EGT instruments MONITOR
APP control lever RUN
No.1; No.3 GEN and No.1; No.2 RECT caution lights flash
APP RPM 100-102
1.3 POST APP START
No.1 and No.3 generators ON

No.1; No.3 GEN and No.1; No.2 RECT caution lights goes off
2. stage and utility hydraulic pressure/quantity CHECK
Caution/advisory panel CHECK AND TEST
37
Interior and exterior lights AS REQUIRED

Parking brake RESET
Fire warning TEST
No.2 engine overspeed test TEST
COM and NAV sets AS DESIRED
Pylon and blades spread checklists AS REQUIRED
Rotor positioner switch ENG START POSN
ENG START HEAD POS light goes on then off
BLADES SPREAD and FLIGHT ready lights CHECK, ON
Fuel quantity instruments TEST, CHECK QTY
Barometric altimeter SET
Attitude indicator SET
Airspeed indicator CHECK
VSI CHECK
Landing gear position indicator CHECK
Landing gear warning light TEST
Flight controls CHECK
AFCS CHECK
SERVO 1 on and SERVO 2 armed
Trim systems CHECK
SERVO 1, CMPTR POWER and AFCS on
1.4 ENGINE START
To make the No.2 engine accessible for firefighting during engine start engine 3, 2
and 1 are started in that order, but no special sequence is required for technical
reasons. The engine starter buttons must be pressed for approximately 30-40 sec
to initialize startup of the corresponding engine.
Flight controls START POSITION

Collective down
Rudder pedals centered
Cyclic shaft vertical
No.3 engine starter button PRESS
ENG STARTER ON advisory light goes on when starter button is depressed.
No.3 ENG FUEL BOOST and No.3 ENG OIL PRESS LOW caution lights go
off.
MGB OIL PRESS, BLADES SPREAD and FLIGHT READY caution lights go
off.
No.3 engine speed control lever GRD IDLE, MIN GOV, MAX GOV
No.3 engine instruments CHECK
38
T5 within limits
Fuel flow about 200-250 LBS/HR
Ng within normal range
No.2 engine START
No.1 engine START
Fuel selector levers CROSSFEED (3-3-1 pos)
1. stage hydraulic pressure/quantity CHECK
No.2 generator ON
APP control lever SHUT OFF
1.5 PRE TAXI
Engine overspeed TEST

Anti-ice, pitot heater AS REQUIRED
Ice detector AS REQUIRED
Fuel selector levers DIRECT
Instruments CHECK
Caution panel CHECK
Exterior lights AS REQUIRED
Ramp and doors CLOSED
ATC/TAXI clearance RECIEVED
1.6 TAXI
Wheel brakes CHECK

Heading indicators/turn needles CHECK
1.7 PRE TAKEOFF
Fuel quantity CHECK

Fuel selector levers DIRECT
Cockpit windows CLOSE
Landing gear handle DOWN
APP OFF
Engine instruments CHECK
AFCS ON
Brakes AS REQUIRED
Caution/advisory panel CHECK
1.8 PRE LANDING
EAPS AS REQUIRED
ALT HOLD AS DESIRED
Landing Gears, tail skid DOWN, EXTENDED
Brakes AS REQUIRED
39
Ramp UP
2. SHUT DOWN PROCEDURE
Parking brake SET

Landing lights OFF
Rotor 100% Nr
APP START
No.2 generator OFF
Flight controls SHUT DOWN POSITION
Any engine speed control lever GRD IDLE, SHUT OFF
Second and third speed control lever GRD IDLE, SHUT OFF
Engine fuel selectors SHUT OFF
Blade/pylon fold AS REQUIRED
All radio/electrical devices OFF
Exterior lights OFF
Interior lights OFF
No.1 and No.3 generators OFF
APP SHUT DOWN
3. BLADE AND PYLON FOLD PROCEDURES
3.1 BLADE FOLD
APP START checklist COMPLETE

Master power switch POWER
SAFETY VALVE OPEN light goes on.
FLIGHT READY light goes off.
BLADE PYLON FOLD caution light goes on.
Pitch lock switch ENGAGED
PITCH LOCK ENGAGED light goes on.
Blade fold position switch BLADE FOLD POSN
HEAD IN FOLD POSITION light goes on.
Flight controls SET FOR FOLD
Blade fold/spread switch FOLD
BLADES FOLDED light goes on.
BLADES SPREAD light goes off.
Blade fold/spread switch OFF
Master power switch OFF
40
3.2 BLADE SPREAD

Blade fold/spread switch SPREAD
BLADES FOLDED light goes off.
BLADES SPREAD light goes on.
Blade fold position switch OFF

HEAD IN FOLD POSITION light goes off.
Pitch lock switch DISENGAGED
PITCH LOCK ENGAGED light goes off.
FLIGHT READY light goes on.
SAFETY VALVE OPEN light goes off.
BLADE PYLON FOLD caution light goes off.
3.3 PYLON FOLD

FLIGHT READY light goes off.
BLADE PYLON FOLD caution light goes on.
Pylon fold/spread switch FOLD
PYLON UNSAFE FOR FLIGHT light goes on.
3.4 PYLON SPREAD

Pylon fold/spread switch SPREAD
PYLON UNSAFE FOR FLIGHT light goes off.
41
FLIGHT READY light goes on.

SAFETY VALVE OPEN light goes off.
BLADE PYLON FOLD caution light goes off.
4. FIRE TEST PROCEDURE
APP start/post start or engine start checklist COMPLETED

Fire warning test knob 1. POSITION
Engine T-handle warning lights, APP T-handle warning light go on.

Engine T-handle warning lights, APP T-handle warning light go on.
Engine T-handle warning lights go on.
APP T-handle warning light goes off.
Fire warning test knob NORM POSITION
Engine T-handle warning lights go off.
5. ICE DETECTOR TEST PROCEDURE

Ice detector switch TEST
ICE DETECTED, MASTER CAUTION lights go on.
Ice detector switch ON or OFF (as req.)
6. CARGO DOOR AND RAMP CONTROL

Ramp control master switch PILOT
Ramp control operate knob OPEN or CLOSE (as req.)


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1

Notice: Original development of the representative Sikorsky CH-53E helicopter

© Lockheed Martin Corporation. All Rights Reserved.

3.3 PYLON FOLD .............................................................................................................................. 40

© Lockheed Martin Corporation. All Rights Reserved.

I. HISTORY / GENERAL INFORMATION

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

Crew: 2 pilots, 1-6 crews - depending on mission

Maximum speed: 170 knots (196 mph, 315 km/h)

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

Fuel tank capacities

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

8. FLIGHT CONTROL SYSTEM

9. LANDING GEAR SYSTEM

10. BLADE AND PYLON FOLD SYSTEM

11. ANTI-ICING SYSTEM

12. FIRE DETECTION AND EXTINGUISHER SYSTEM

© Lockheed Martin Corporation. All Rights Reserved.

III. PANELS AND INSTRUMENTS

© Lockheed Martin Corporation. All Rights Reserved.

1. Turbine tachometers (percent RPM)

© Lockheed Martin Corporation. All Rights Reserved.

16. BDHI3 dual-needle indicator

© Lockheed Martin Corporation. All Rights Reserved.

Panel Display Unit (PDU)

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

2. LEFT OVERHEAD PANEL

1. Light system master switch

© Lockheed Martin Corporation. All Rights Reserved.

3. MIDDLE OVERHEAD PANEL

© Lockheed Martin Corporation. All Rights Reserved.

1. Ramp master switch 17. No.3 engine starter

© Lockheed Martin Corporation. All Rights Reserved.

4. RIGHT OVERHEAD PANEL

1. Blades and pylon fold master switch

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

1. NavCom (see below)

© Lockheed Martin Corporation. All Rights Reserved.

© Lockheed Martin Corporation. All Rights Reserved.

1. NAV1 active frequency

1. COM1 active frequency

6. COM2 active/standby frequency swap

1. ADF 1 frequency (set by click/wheel on)

1. Squawk code (set by click/wheel on)

© Lockheed Martin Corporation. All Rights Reserved.

AFCS (Automatic Flight Control System)

© Lockheed Martin Corporation. All Rights Reserved.

1.1 CONSOLE PREFLIGHT

Landing gear control handle DOWN

1.2 APP START

APP Emergency T-handle FORWARD

1.3 POST APP START

No.1 and No.3 generators ON

Interior and exterior lights AS REQUIRED

1.4 ENGINE START

Flight controls START POSITION