The manually operated fuel/defuel valve
must be placed in the closed position fol-
lowing pressure refueling. Failure to do so
could permit significant fuel leakage in the
event of a crash and the vent self-sealing
breakaway valve fails to actuate.
Manual FUEL/VENT VALVE at each tank assem-
Single-Point Pressure Refueling Hose
Assembly- Unisex valve at the ERFS II tank CLOSE.
Fuel hose from refueling source Disconnect
from aircraft single-point pressure refueling connection.
m. Electrical ground Disconnect electrical ground
from refueling source to the aircraft.
2-15-11. Gravity Refueling.
Electrical ground Connect electrical ground
from refueling source to aircraft.
Grounding Cable on each ERFS II tank Check
Filler cap Remove.
The operator must exercise caution to
avoid ERFS II tank overflow during gravity
refueling. there is no automatic fuel flow
FUEL QUANTITY switch Set to 1, 2, 3, TOTAL
to confirm tanks and system contain desired fuel quanti-
ties. (Will indicate only when aircraft power is applied).
Filler Cap Replace.
Electrical ground Disconnect electrical ground
from refueling source to aircraft.
2-15-12. Fuel Transfer.
Fuel transfer from the ERFS II tanks to the helicopters
main tanks is accomplished through the use of dual cen-
trifugal pumps in each ERFS II tank. During fuel transfer,
the manually operated fuel/defuel valve on each tank
must be closed to prevent fuel circulation inside the tank.
With the fuel/defuel valve closed, fuel is pumped into the
fuel manifold at a rate of approximately 20 gpm. Fuel is
delivered by the fuel manifold to the helicoter main fuel
tanks through the aircraft fuel system quick disconnect
fittings in the left and right side cargo compartment at
STA 380. During transfer, the roll-over vent valve in each
ERFS II tank allows venting and equalization of tank
pressure above 5 psi from thermal expansion, contrac-
tion, and barometric pressure changes in the bladders.
The high level fuel shutoff valves in the tanks prevent
overfilling. The high level fuel shutoff valves in the tanks
prevent overfilling. The metallic float and ball in the roll-
over vent valve prevents fuel from escaping should the
tank become inverted in a roll-over and prevents slosh
from uncoordinated flight from leaking to the overboard
vent lines. To transfer fuel from the FARE system, fuel is
pumped from the ERFS II tanks by the FARE pump. The
manually operated fuel/defuel valve must be in the open
position for the FARE transfer.
2-15-13. Engine Oil System.
The engine oil tank and oil quantity indicator are an inte-
gral part of the engine (fig. 2-15-2). Service either engine
oil system as follows:
If the engine has not been operated in the preceding
24 hours and the oil level is low, run it and then recheck the
oil level. Otherwise an inaccurate oil level may be indicated.
Check oil level by looking through the grilled opening
on the left side of the engine cowling at the 9 oclock posi-
If the indicator shows less than full, open the oil filler
access panel on the forward top side of the engine cover.
Refer to DA Form 2408-13-1 and table 2-15-1 for
the type of oil to use. Under normal conditions, engines shall
be serviced with one type of oil only. If one type of oil is in
an engine and that oil is not available, the other type may be
used in an emergency.
Remove the filler cap. Fill the tank with oil until the
indicator shows full. Do not overfill tank.
Install the filler cap. Close both access panels.
2-15-14. APU Oil System.
Service the APU as follows:
Do not use the APU drip pan as a hand-
hold. Damage to equipment will result.
Remove the filler cap from the left side of the APU
Do not overfill. Damage to the APU can
result from overfilling.
Add oil to the APU oil tank until the level reaches the
FULL mark on the sight gage. Under normal conditions, the
APU shall be serviced with one type of oil only. If one type
of oil is in an APU and that oil is not available, the other type
may be used in an emergency.
Reinstall and check security of the filler cap.