T M 5 5 - 1 5 2 0 - 2 2 8 - B D

TECHNICAL MANUAL

OPERATORS, AVIATION UNIT,

AND AVIATION
INTERMEDIATE MAINTENANCE

CHAPTER 1. GENERAL INFORMATION

CHAPTER 2. ASSESSING BATTLEFIELD DAMAGE
CHAPTER 3. GENERAL REPAIR
CHAPTER 4. AIRFRAME
FOR CHAPTER 5. ALIGHTING GEAR
CHAPTER 6. POWER PLANT
H E L l C O P T E R ,
CHAPTER 7. ROTORS
O B S E R V A T I O N CHAPTER 8. DRIVE TRAIN SYSTEM
OH-58A & OH-58C CHAPTER 9. HYDRAULIC SYSTEM
CHAPTER 10: INSTRUMENT SYSTEMS
CHAPTER 11. ELECTRICAL SYSTEM
CHAPTER 12. FUEL SYSTEM
ITEM NSN
CHAPTER 13. FLIGHT CONTROLS
INSIDE FRONT COVER
CHAPTER 14. UTILITY SYSTEM
CHAPTER 15. ENVIRONMENTAL CONTROL SYSTEM
This publication supersedes CHAPTER 16. MISSION EQUIPMENT
TM 55-1520-228-BD dated CHAPTER 17. EMERGENCY EQUIPMENT
17 August 1990.
APPENDIX A . REFERENCES
APPENDIX B. SPECIAL OR FABRICATED TOOLS
APPENDIX C. EXPENDABLE/DURABLE SUPPLIES & MATERIALS
APPENDIX D. SUBSTITUTE MATERIALS/PARTS
APPENDIX E. BDAR TRAINING PROCEDURES
APPENDIX F. AVIONICS CONFIGURATIONS

H E A D Q U A R T E R S , D E P A R T M E N T O F T H E A R M Y
4 January 1991
TM 55-1520-228-BD

BDAR FIXES SHALL BE USED ONLY IN COMBAT

AT THE DISCRETION OF THE COMMANDER
AND SHALL BE REPAIRED BY STANDARD MAINTENANCE PROCEDURES
AS SOON AS PRACTICABLE AFTER THE MISSION IS COMPLETED.

BDAR TECHNIQUES IN THIS MANUAL PERTAIN to the following helicopters:

OH-58A Helicopter, Observation NSN 1520-00-169-7137

OH-58C Helicopter, Observation NSN 1520-01-020-4216

 TM 55-1520-228-BD

WARNING DATA

Personnel performing operations, procedures, and practices which are included or

implied in this technical manual shall observe the general following warnings.
Disregard of these warnings can cause serious injury or death.

WARNINGS

FLIGHT SAFETY

The standards contained herein allow aircraft to be flown with battle damage
substantially in excess of peacetime limits. Under no circumstances shall this
manual be used entirely or in part for peacetime maintenance of the aircraft.
Assessment of aircraft battle damage requires extreme care and diligence and strict
adherence to the instructions and standards contained in this manual. If at any
stage of damage assessment the assessor believes that oversights or errors have
been made, the assessment shall be stopped at that point and repeated from the
beginning. Under no circumstances shall the requirements of this manual be waived
or-circumvented without the express approval of the commander or his designated
representative.

EXPLOSIVES

Battle damaged areas should be inspected for unexploded ordnance before attempting
repairs. Disposal of unexploded ordnance should be accomplished by qualified
personnel.

ARMAMENT

Loaded weapons or weapons being loaded or unloaded shall be pointed in a direction

which offers the least exposure to personnel or property in the event of accidental
firing. personnel shall remain clear of hazardous area.

CLEANING SOLVENTS

Cleaning solvents may be flammable and toxic. Use only in well-ventilated areas.
Avoid inhalation of vapor and skin contact. Do not use solvents near open flame or
in areas where very high temperatures prevail. Solvent flash point must not be less
than 100°F.

COMPRESSED AIR

Compressed air can blow dust into eyes. Wear eye protection. Do not exceed 30 psig
air pressure.

ELECTROLYTE

Battery Electrolyte (Potassium Hydroxide) is corrosive. Wear rubber gloves, apron,

and face shield when handling leaking batteries. If potassium hydroxide is spilled
on clothing or other material, wash immediately with clean water. If spilled on
personnel, immediately start flushing the affected area with clean water. Continue
washing until medical assistance arrives.

a
TM 55-1520-228-BD

HIGH VOLTAGE

is used in this equipment.

DEATH ON CONTACT
may result if personnel fail to observe safety precautions.

Never work on electronic equipment unless there is another person nearby who is
familiar with the operation and hazards of the equipment and who is competent in
administering first aid. When the technician is aided by operators, he must warn
them about dangerous areas.

Whenever the nature of the operation permits, keep one hand away from the equipment
as to reduce the hazard of current flowing through vital organs of the body.

Do not be mislead by the term “low voltage. ” Potentials as low as 50 volts may
cause death under adverse conditions. For Artificial Respiration, refer to FM 21-11.

b
 TM 55-1520-228-BD

EXTERNAL STORES

Prior to any helicopter maintenance functions that require external stores be

removed, JETTISON cartridge shall be removed. To prevent injury to personnel
and damage to equipment, remove jettison cartridges from stores ejection device
prior to placing helicopter in a hangar.

All ground safety pins must be removed before flight. Failure to do so will prevent
emergency jettison of stores.

FIRE EXTINGUISHER

E x p o s u r e t o h i g h c o n c e n t r a t i o n s o f m o n o b r o m o t r i f l u o r o m e t h a n e ( C F3 B R ) e x t i n g u i s h i n g
agent or decomposition products should be avoided. The liquid should not be allowed
to come into contact with the skin, as it may cause frost bite or low temperature
burns.

FUELING AND FUEL REPAIRS

When refueling helicopter, the refueling vehicle must be parked a minimum of 20 feet
from the helicopter. Before starting the fueling operation, always insert fueling
nozzle grounding cable of fuel truck into GROUND HERE receptacle. Refer to FM
10-68. When defueling, turn off all electrical switches and disconnect external
power from the helicopter. The helicopter must be electrically grounded prior to
defueling.

Fuel line and tank repairs often involve handling of highly flammable material.
Mishandling can result in serious injury or death.

GROUNDING HELICOPTER

The helicopter should be electrically grounded when parked to dissipate static

electricity. Turn off all power switches before making electrical connections or
disconnections.

HIGH PRESSURE

Extremely high pressure can occur during and after operation of certain equipment.
If this pressure is not relieved before working on this equipment, serious injury or
death may occur. Be sure to open all drains and vents before beginning disassembly.

HYDRAULIC FLUID

Prolonged contact with liquid or mist can irritate eyes and skin. Wear rubber
gloves when handling liquid. After contact with skin, inmmediately wash contacted
area with soap and water. If liquid contacts eyes, flush immediately with clear
water. If liquid is swallowed, do not induce vomiting, get immediate medical atten-
t i o n . If prolonged exposure with mist is likely, wear an appropriate respirator.
When fluid is decomposed by heating, toxic gases are released.

c
TM 55-1520-228-BD

LIFTING

Lifting or moving heavy equipment incorrectly can cause serious injury. Do not try
to lift or move more than 50 pounds by yourself. Bend legs while lifting. D O not
support heavy weight with your back. Always use assistants during lifting opera-
tions. Use guide ropes to move hanging assemblies. Lack of attention or being in
an improper position during lifting operations can result in serious injury. Pay
close attention to movements of assemblies being lifted. Do not stand under lifted
assembly or in a position where you could be pinned against another object. Watch
your footing.

NOISE

Sound pressure levels in and around this aircraft during operating conditions exceed
the Surgeon General’s hearing conservation criteria, as defined in TB MED 501.
Hearing protection devices such as aviator helmet or ear plugs are required to be
worn.

RADIOACTIVE MATERIALS

Self-luminous dials and ignition units may contain radioactive materials. If such
an instrument or unit is broken or becomes unsealed, avoid personal contact. Use
forceps or gloves made of rubber or polyethylene to pick up contaminated material.
Place materials and gloves in a plastic bag. Seal bag and dispose of it as radio-
active waste in accordance with AR 708-1 and TM 3-261 (Refer to TB 43-0108). Repair
shall conform to requirements in AR 385-11.

SANDING DUST

Sanding on reinforced laminated glass produces fine dust that may cause skin
and lung irritations. Observe necessary protective measures.

STARTING HELICOPTER

Starting and operation of the helicopter will be performed only by authorized

personnel.

TOXIC POISONS
Turbine fuels, lubricating oils, and adhesives contain additives which are poisonous
and readily absorbed through the skin. Do not allow them to remain on skin longer
than necessary. Wear protective equipment.

d
 TM 55-1520-228-BD

Technical Manual U.S. ARMY AVIATION

No, 55-1520-228-BD SYSTEMS COMMAND
4 January 1991
TECHNICAL MANUAL

BATTLEFIELD DAMAGE ASSESSMENT AND REPAIR

FOR

OH-58A AND OH-58C HELICOPTER

,
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes or if you know of away to irnprove
the procedures, please let us know. Mail your letter, DA Form 2028 (Recommended Changes to
Publications and Blank Forms), or DA Form 2028-2 located in back of this manual direct to:
Commander, U.S. Army Aviation Systems Command, AtTN: AMSAV-MC, 4300 Goodfellow
Blvd., St. Louis, MO 63120-1798. A reply will be furnished to you.
L
TABLE OF CONTENTS

Page

HOW TO USE THIS MANUAL viii

CHAPTER 1 - GENERAL INFORMATION

Section I . Introduction . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Section II. Standard s and Practices.. . . . . . . . . . . . . . . . . . 1-3
Section III. Tasks and Responsibilities . . . . . . . . . . . . . . . . . 1-5

CHAPTER 2 - ASSESSING BATTLEFIELD DAMAGE

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 2-1

Section II. General Fault Assessment Table . . . . . . . . . . . . . . . 2-3

CHAPTER 3 - GENERAL REPAIRS . . . . . . . . . . . . . . . . . . . . . . . . 3-1

CHAPTER 4 - AIRFRAME

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 4-1

Section II. Expedient Structural Repairs . . . . . . . . . . . . . . . . 4-49

CHAPTER 5 - ALIGHTING GEAR

Section 1. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 5-1

Section II. Skid Tube. . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Section III. Skid Damage. . . . . . . . . . . . . . . . . . . . . . . . . 5-4

CHAPTER 6 - POWER PLANT INSTALLATION

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 6-1

Section II. Component Expedient Fixes. . . . . . . . . . . . . . . . . . 6-1

i
TM 55-1520-228-BD

TABLE OF CONTENTS (Cont)

Page

CHAPTER 7 - ROTORS

Section I. Introduction. . . . . . . . . . . . . . . . . . . ● ●● ●●
7-1
Section II. Repairs . . . . . . . . . . . . . . . . . ●●
7-1

CHAPTER 8 - DRIVE TRAIN SYSTEM

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . ● ●
8-1
Section II. Repair. . . . . . . . . . . . . . . . . . . . . . . . ● ●
8-1

CHAPTER 9 - HYDRAULIC

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 9-1

Section II. Lines and Hoses. . . . . . . . . . . . . . . . . . . . . . . 9-1
Section III. Seals, Packings, and Gaskets ................ 9-14

CHAPTER 10 - INSTRUMENTS

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 10-1

Section II. Instrument Replacement . . . . . . . . . . . . . . . . . . . 10-6

CHAPTER 11 - ELECTRICAL AND AVIONICS SYSTEM

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . ●
11-1
Section II. Electrical and Avionics Wiring Damage. . . . . . . . . . . . 11-6

CHAPTER 12 - FUEL SYSTEMS

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 12-1

Section II. Lines and Hoses. . . . . . . . . . . . . . . . . . . . . . . 12-1
Section III. Fuel Cell Damage. . . . . . . . . . . . . . . . . . . . . . 12-4

CHAPTER 13 - FLIGHT CONTROLS SYSTEM

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 13-1

Section II. Flight Control Tubes. . . . . . . . . . . . . . . . . . . . 13-1

CHAPTER 14 - UTILITY SYSTEMS

Section I. Introduction. . . . . . . . . . . . . . . . . . . . ●●●●

14-1
Section II. De-Ice Valve or Control. . . . . . . . . . . . . . . . . . . 14-1

CHAPTER 15 - ENVIRONMENTAL CONTROL SYSTEM

Section I. Introduction, . . . . . . . . . . . . . . . . . . . . . . . 15-1

Section 11. Rigid Plastic Ventilation Duct . . . . . . . . . . . . . . . 15-1
Section III. Bleed Air Line Damage. . . . . . . . . . . . . . . . . . . . 15-9

ii
 TM 55-1520-228-BD

TABLE OF CONTENTS (Cont)

Page

CHAPTER 16 - HOIST AND WINCHES. . . . . . . . . . . . . . . . . . . . . . 16-1

CHAPTER 17 - AUXILIARY POWER PLANT . . . . . . . . . . . . . . . . . . . . 17-1

CHAPTER 18 - MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . .

Section I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . 18-1

Section II. Gun and Mount Assembly . . . . . . . . . . . . . . . . . . . 18-1

CHAPTER 19 - EMERGENCY EQUIPMENT. . . . . . . . . . . . . . . . . . . . . 19-1

APPENDIX A - REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

APPENDIX B - SPECIAL OR FABRICATED TOOLS . . . . . . . . . . . . . . . . . . . . . . . B-1
APPENDIX C - EXPENDABLE/DURABLE SUPPLIES AND MATERIALS . . . . . . . . . . C-1
APPENDIX D - SUBSTITUTE MATERIALS/PARTS. . . . . . . . . . . . . . . . . . D-1
APPENDIX E - BDAR TRAINING PROCEDURES. . . . . . . . . . . . . . . . . . . E-1
APPENDIX F - AVIONICS CONFIGURATION. . . . . . . . . . . . . . . . . . . . F-1
GLOSSARY . . ✎. . . . .. . .... ... . . . . . ... GLOS-1
✎

INDEX . . . . . . . . . . . .... . ... ... .. INDEX-1

LIST OF ILLUSTRATIONS

Figure Title Page

1-1 DA Form 2408-13. . . . . . . . . . . . . . . . . . . . . . . 1-7

1-2 DA Form 2408-18. . . . . . . . . . . . . . . . . . . . . . . 1-8
1-3 Damage Assessment Markings (Sheet 1 of 3). . . . . . . . . 1-9
4-1 Aircraft Sections. . . . . . . . . . . . . . . . . . . . . . 4-3
4-2 DA Form 2404. . . . . . . . . . . . . . . . . . . . . . . . 4-6
4-3 Evaluating Damage to Angles, Channels, and Z-Angles. . . . . 4-8
4-4 Damaged Cross Section. . . . . . . . . . . . . . . . . . . . 4-9
4-5 Measuring Skin Panel Damage. . . . . . . . . . . . . . . . . 4-10
4-6 Measuring Damage in Webs and Panels. . . . . . . . . . . . . 4-11
4-7 Measuring Damage in Honeycomb Sandwich Panels. . . . . . . . 4-13
4-8 OH-58 Helicopter. . . . . . . . . . . . . . . . . . . . . . 4-17
4-9 Airframe Reference Lines. . . . . . . . . . . . . . . . . . 4-18
4-10 Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
4-11 Fuselage Pylon Support Structure (Sheet 1 of 5). . . . . . . 4-20
4-12 Upper and Lower Shell Structure. . . . . . . . . . . . . . . 4-25
4-13 Aft Fuselage Structure.. . . . . . . . . . . . . . . . . . 4-26
4-14 Tail Boom . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
4-15 Cowling and Fireballs . . . . . . . . . . . . . . . . . . . . 4-28
4-16 Typical Former Repair (Sheet 1 of 2) . . . . . . . . . . . . 4-52
4-17 Cutout in Damage Skin. . . . . . . . . . . . . . . . . . . . 4-54
4-18 Patch Plate. . . . . . . . . . . . . . . . . . . . . . . . . 4-55
4-19 Typical Patch Plate Repair . . . . . . . . . . . . . . . . . 4-56
4-20 Expedient Cap/Longeron Repair. . . . . . . . . . . . . . . . 4-58
4-21 Repair of Damage Bulkhead Flange . . . . . . . . . . . . . . 4-60
4-22 Typical Combination Repair (Sheet 1 of 2). . . . . . . . . . 4-61

iii
TM 55-1520-228-BO

LIST OF ILLUSTRATIONS (Cont)

Figure Title Page

4-23 Damaged Honeycomb Core Panel, Small Damage to One Skin

and Core... . . . . . . . . . . . . . . . . . . . . . . . 4-64
4-24 Damaged Honeycomb Core Panel, 2-8 Inch Damage - One Skin
and Core. . . . . . . . . . . . . . . . . . . . . . . . . 4-64
4-25 Repaired Honeycomb Core Panel, 2-8 Inch Damage - One Skin
and Core. . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4-26 Damaged Repair, Accessible One Side Only . . . . . . . . . . 4-66
4-27 Patch Plates, One Side Accessible Repair . . . . . . . . . . 4-66
4-28 Repair of Honeycomb Core Panel, Damage Over 8 Inches - Both
Skins and Core. . . . . . . . . . . . . . . . . . . . . . . 4-67
4-29 Fracture Lacing with Safety Wire . . . . . . . . . . . . . . 4-69
4-30 Tail Boom Skin Damage. . . . . . . . . . . . . . . . . . . . 4-70
5-1 Landing Gear and Support Installation. . . . . . . . . . . . 5-2
5-2 Skid Tube Damage Zones. . . . . . . . . . . . . . . . . . . 5-2
5-3 Skid Repair. . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-4 Clamp Repair. . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-5 Fabricated Clamp. . . . . . . . . . . . . . . . . . . . . . 5-6
6-1 T63 Series Engine. . . . . . . . . . . . . . . . . . . . . . 6-2
6-2 Blocking Plate Installation. . . . . . . . . . . . . . . . . 6-5
6-3 Double-Check Valve System, Possible Alternatives . . . . . . 6-7
6-4 Wood Plug. . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6-5 Sealant for Small Holes... . . . . . . . . . . . . . . . . 6-9
6-6 Repair Using Screw, Washer and Gasket. . . . . . . . . . . . 6-9
6-7 Hose Assembly, Sealant, Nut, and Bolt. . . . . . . . . . . . 6-10
6-8 Sheet Metal with Sealant and/or Cherry Rivets. . . . . . . . 6-12
7-1 Main Rotor System. . . . . . . . . . . . . . . . . . . . . . 7-2
7-2 Tail Rotor System. . . . . . . . . . . . . . . . . . . . . . 7-3
7-3 Rotor Blades, Damage Sensitive Areas . . . . . . . . . . . . 7-5
7-4 Rotor Blade Repair, Application of Tape. . . . . . . . . . . 7-7
7-5 Repair Areas - Main Rotor B1ades . . . . . . . . . . . . . . 7-8
8-1 Drive Train System (Sheet 1 of 4). . . . . . . . . . . . . 8-2
8-2 External Components - Transmission Oil System. . . . . . . . 8-8
8-3 Flex Duct Repair (Sheet l of 2) . . . . . . . . . . . . . . . 8-9
9-1 Hydraulic System. . . . . . . . . . . . . . . . . . . . . . 9-2
9-2 Hydraulic System Schematic . . . . . . . . . . . . . . . . . 9-3
9-3 Two-Part Fitting. . . . . . . . . . . . . . . . . . . . . . 9-4
9-4 Four-Part Fitting. . . . . . . . . . . . . . . . . . . . . . 9-5
9-5 Using Tube Cutter. . . . . . . . . . . . . . . . . . . . . . 9-5
9-6 Properly Burred Tubing . . . . . . . . . . . . . . . . . . . 9-7
9-7 Damaged Tube Section-Straight Tube . . . . . . . . . . . . . 9-7
9-8 Splice Repair Assembly . . . . . . . . . . . . . . . . . . . 9-8
,9-9 Repair Fitting and Tube Installation . . . . . . . . . . . . 9-8
9-10 Damaged Tube Section-Complex Bends . . . . . . . . . . . . . 9-10
9-11 Splice Adapter Assembly Installation . . . . . . . . . . . . 9-10
9-12 Installation of Socket and Sleeve. . . . . . . . . . . . . . 9-12

iv
 TM 55-1520-228-BD

LIST OF ILLUSTRATIONS (Cont)

Figure Title Page

9-13 Assembly of MS Fitting . . . . . . . . . . . . . . . . . . . 9-12

9-14 Union Connection. . . . . . . . . . . . . . . . . . . . . . 9-13
11-1 Circuit Identification . . . . . . . . . . . . . . . . . . . 11-2
11-2 Crimp Splice. . . . . . . . . . . . . . . . . . . . . . . . 11-8
11-3 Splicing with Terminal Lug Barrel. . . . . . . . . . . . . . 11-10
11-4 Twist Wire Splice . . . . . . . . . . . . . . . . . . . . . 11-11
11-5 Replacement Section; Twist Wire Splice . . . . . . . . . . . 11-12
11-6 Metal Casing Splice Splice. . . . . . . . . . . . . . . . . 11-12
11-7 Bolted Terminal Lug Repair of Large Wires. . . . . . . . . . 11-14
11-8 Replacement Section; Terminal Lug Repair . . . . . . . . . . 11-14
11-9 Ram Wire Repair . . . . . . . . . . . . . . . . . . . . . . 11-14
11-10 Heat-Shrinkable Tape . . . . . . . . . . . . . . . . . . . . 11-16
11-11 Insulation Repair with Sleeving. . . . . . . . . . . . . . . 11-16
11-12 Shielded Cable Repair Preparation. . . . . . . . . . . . . . 11-17
11-13 Shielded Cable Splice Preparation. . . . . . . . . . . . . . 11-18
11-14 Shielded Cable Spliced . . . . . . . . . . . . . . . . . . . 11-19
11-15 Shielded Cable Repair... . . . . . . . . . . . . . . . . . 11-20
11-16 Pigtail Method Repair . . . . . . . . . . . . . . . . . . . 11-22
11-17 Substitute Shielded Braid Repair . . . . . . . . . . . . . . 11-23
11-18 Shield Terminator Repair Preparation . . . . . . . . . . . . 11-24
11-19 Shield Terminator Repair.. . . . . . . . . . . . . . . . . ll-25
11-20 Nickel-Plated Shield Terminator Preparation. . . . . . . . . 11-25
11-21 Nickel-Plated Shield Terminator Repair . . . . . . . . . . . 11-25
11-22 Terminal Lug Repair. . . . . . . . . . . . . . . . . . . . . 11-26
11-23 Self-Clinching Cable Strap . . . . . . . . . . . . . . . . . 11-28
11-24 Self-Clinching Cable Strap and Tool. . . . . . . . . . . . . 11-28
11-25 Tie Tape Repair Procedure. . . . . . . . . . . . . . . . . . 11-29
11-26 Coax Splice Preparation.. . . . . . . . . . . . . . . . . . 11-29
11-27 Coax Splice Inner Sleeve. . . . . . . . . . . . . . . . . . 11-31
11-28 Coax Splice Shield Sleeve. . . . . . . . . . . . . . . . . . 11-31
11-29 Coax Splice with Tubing Sleeve . . . . . . . . . . . . . . . 11-31
11-30 Coax Splice with Cable Braid over Barrier Sleeves. . . . . . 11-32
11-31 Coax Repair with Cable Braid over Barrier Sleeve . . . . . . 11-32
11-32 Component Bypass. . . . . . . . . . . . . . . . . . . . . . 11-33
11-33 Connector Pin and Socket.. . . . . . . . . . . . . . . . . 11-33
11-34 Damaged Connector and Pigtail. . . . . . . . . . . . . . . . 11-34
11-35 Circuit Breakers, . . . . . . . . . . . . . . . . . . . . . 11-36
11-36 Typical Circuit Breaker Connection . . . . . . . . . . . . . 11-17
11-37 Construction of Fuse Link. . . . . . . . . . . . . . . . . . 11-37
11-38 Splicing Bus Bars. . . . . . . . . . . . . . . . . . . . . . 11-39
11-39 Lengthening Bus Bars... . . . . . . . . . . . . . . . . . 11-39
11-40 Battery, Storage BB-476/A, Cell Layout . . . . . . . . . . . 11-40
11-41 Block Diagram Power Relay, Check and Test. . . . . . . . . . 11-41
11-42 Location of Power Relays. . . . . . . . . . . . . . . . . . 11-43
11-43 Block Diagram, Typical Power Relays. . . . . . . . . . . . . 11-44
11-44 Jumper Wire Fabrication.. . . . . . . . . . . . . . . . . . 11-44
11-45 Frequency vs.Wavelength. . . . . . . . . . . . . . . . . . 11-46

v
TM 55-1520-228-BD

LIST OF ILLUSTRATIONS (Cont)

Figure Title Page

11-46 Preparaton of Coax . . . . . . . . . . . . . . . . . . . . 11-47

11-47 Installation of Field Expedient Antenna. . . . . . . . . . . 11-49
12-1 0H-58 Fuel System. . . . . . . . . . . . . . . . . . . . . . 12-2
12-2 Emergency Mechanical Clamp Repair . . . . . . . . . . . . . 12-5
12-3 Mixing Instruction for Sealant Cartridges. . . . . . . . . . 12-7
12-4 Rubber Repair Plug Assembly. . . . . . . . . . . . . . . . . 12-9
12-5 Plug Modification for Three Plain Repair . . . . . . . , . . 12-9
13-1 OH-58 Flight Controls Schematic. . . . . . . . . . . . . . . 13-2
13-2 Collective Flight Control. . . . . . . . . . . . . . . . . . 13-5
13-3 Cyclic Flight Control . . . . . . . . . . . . . . . . . . . . 13-6
13-4 Flight Control Actuators. . . . . . . . . . . . . . . . . . 13-7
13-5 Anti-Torque Controls (Sheet 1 of 2). . . . . . . . . . . . . 13-8
13-6 Control Tube Dimensions. . . . . . . . . . . . . . . . . . . 13-10
13-7 Suggested Repair for Control Rods or Tubes . . . . . . . . . 13-10
13-8 Control Rod with Bearing and Clevis Assemblies . . . . . . . 13-12
13-9 Flattened End of Fabricated Flight Control . . . . . . . . . 13-13
13-10 Corner Rounding on Fabricated Flight Control . . . . . . . . 13-13
13-11 Bearing Assembly Connection of Fabricated Flight Control . . 13-13
14-1 Engine De-Ice System. . . . . . . . . . . . . . . . . . . . 14-2
15-1 Bleed Air Heating and Ventilating System A & C . . . . . . . 15-2
15-2 Heating and Ventilating System (Bleed Air) A Model . . . . . 15-3
15-3 Heating and Ventilating System (Bleed Air) C Model . . . . . 15-4
15-4 Combustion Heater. . . . . . . . . . . . . . . . . . . . . . 15-5
15-5 Shroud Heater System Schematic . . . . . . . . . . . . . . . 15-6
15-6 Bleed Air Line Installation. . . . . . . . . . . . . . . . . 15-10
15-7 Bleed Line Patch Repair. . . . . . . . . . . . . . . . . . . 15-11
F-1 Intercom System (Sheet 1 of 2).. . . . . . . . . . . . . . F-2
F-2 UHF/AM Communications System (Sheet 1 of 2). . . . . . . . . F-4
F-3 VHF/AM Communications System and Connecting Cables . . . . . F-6
F-4 VHF/FM Communication System. . . . . . . . . . . . . . . . . F-8
F-5 Gyromagnetic Compass Set AN/ASN-43 and Connecting Cable
(Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . F-10
F-6 Direction Finder Set AN/ARN-89 (Sheet 1 of 2). . . . . . . . F-12
F-7 Radio Receiving Set AN/ARN-123(V)1 . . . . . . . . . . . . . F-14
F-8 Radar Altimeter System AN/APN-209. . . . . . . . . . . . . . F-16
F-9 Transponder (IFF) System AN/APX-72, AN/APX-100 . . . . . . . F-18
F-10 Radar Warning System ANIAPR-39 . . . . . . . . . . . . . . . F-21

LIST OF TABLES

Table No. Title Page

2-1 General Decision Logic . . . . . . . . . . . . . . . . . . . 2-2

2-2 General Assessment Table . . . . . . . . . . . . . . . . . . 2-3
4-1 Aircraft Structure Damage Assessment Procedures. . . . . . . 4-2
4-2 Damage Limits Forward Fuselage - Condition I . . . . . . . . 4-31
4-3 Damage Limits Aft Fuselage - Condition I . . . . . . . . . . 4-36
4-4 Damage Limits Tail Boom and Landing Gear - Condition I . . . 4-39
4-5 Damage Limits Forward Fuselage - Condition II. . . . . . . . 4-39

vi
 TM 55-1520-228-BD

LIST OF TABLES (Cont)

Table No. Title Page

4-6 Damage Limits Aft Fuselage - Condition II. . . . . . . . . . 4-44

4-7 Damage Limits Tail Boom and Landing Gear - Condition II. . . 4-47
4-8 Metal Substitution Chart. . . . . . . . . . . . . . . . . . 4-50
5-1 Assessment Procedure Logic . . . . . . . . . . . . . . . . . 5-3
6-1 Engine BDAR Assessment Logic . . . . . . . . . . . . . . . . 6-3
7-1 Assessment Procedures. . . . . . . . . . . . . . . . . . . . 7-4
8-1 Drive Train System BDAR Assessment Procedures. . . . . . . . 8-6
9-1 Assessment Logic. . . . . . . . . . . . . . . . . . . . . . 9-4
9-2 Seals Reference and Temperature Guides Chart . . . . . . . . 9-18
11-1 Electrical and Avionics Assessment Logic . . . . . . . . . . 11-2
11-2 Function and Designation Letters . . . . . . . . . . . . . . 11-3
11-3 Unshielded Crimp Splice Application. . . . . . . . . . . . . 11-7
11-4 Wire Repair Segments. . . . . . . . . . . . . . . . . . . . 11-16
11-5 Shielded Cable Repair . . . . . . . . . . . . . . . . . . . 11-18
11-6 Terminal Lugs. . . . . . . . . . . . . . . . . . . . . . . . 11-27
11-7 Fuse Link Strands. . . . . . . . . . . . . . . . . . . . . . 11-37
12-1 Fuel System Assessment Procedures. . . . . . . . . . . . . . 12-3
13-1 Flight Control System Assessment Procedures. . . . . . . . . 13-3
13-2 Nominal Tube Splice Sizes. . . . . . . . . . . . . . . . . . 13-11
13-3 Bolt/Drill Sizes for Control Tube Repairs. . . . . . . . . . 13-11
15-1 Assessment Procedures. . . . . . . . . . . . . . . . . . . . 15-7
D-1 Essential Spare Parts. . . . . . . . . . . . . . . . . . . . D-2
D-2 Spare and Repair Parts . . . . . . . . . . . . . . . . . . . D-3
D-3 Weapons. . . . . . . . . . . . . . . . . . . . . . . . . . . D-5
D-4 Substitute Fuels for JP-4 Fuel . . . . . . . . . . . . . . . D-7
D-5 Fuels for the OH-58 Helicopter . . . . . . . . . . . . . . . D-8
D-6 Substitute Commercial Fuels . . . . . . . . . . . . . . . . D-9
D-7 Alternate and Expedient Fuel Blends. . . . . . . . . . . . . D-10
F-1 Wire Table, Intercom System. . . . . . . . . . . . . . . . . F-3
F-2 Wiring Table, UHF/AM Communication System. . . . . . . . . . F-5
F-3 Wiring Table, VHF/AM Communication System. . . . . . . . . . F-7
F-4 Wiring Table, VHF/FM Communication System. . . . . . . . . . F-9
F-5 Wiring Table, Gyromagnetic Compass Set . . . . . . . . . . . F-11
F-6 Wiring Table, ADF AN/APN-89 F-13
F-7 Radio Receiving Set AN/ARN-123(V), OH-58C . . . . . . . . . . F-15
F-8 Wiring Table, Radar Altimeter AN/APN-209, OH-58C . . . . . . F-17
F-9 Wiring Table, IFF, APX-72, OH-58A . . . . . . . . . . . . . F-19
F-10 Wiring Table, IFF, APX-1OO, OH-58C . . . . . . . . . . . . . F-20
F-11 Wiring Table, AN/APR-39 . . . . . . . . . . . . . . . . . . . F-22

vii
TM 55-1520-228-BD

HOW TO USE THIS MANUAL

This manual is developed to assist the soldier in a battlefield environment to make

assessment and repair of damage to the OH-58 helicopter which cannot, due to asset
availability or environmental factors, be repaired in the normal prescribed manner.
Within this technical manual, the word shall is used to indicate a mandatory
requirement. The word should is used to indicate a nonmandatory but preferred
method of accomplishment. The word may is used to indicate an acceptable method of
accomplishment.

1. Organization of the Manual. This manual contains a general information chapter

(chapter 1), a general assessment chapter (chapter 2), and specific repair chapters
(chapters 4 thru 19). Chapter 3 is not used. It also contains five appendices.
References (Appendix A), special or fabricated tools (Appendix B),
expendable/durable supplies and materials list (Appendix C), substitute materials
and parts (Appendix D), and BDAR fixes authorized for training (Appendix E).

2. Chapter 2 is used to assess the helicopter in general and references specific

chapters for detailed repair procedures of the major functional groups. The major
functional groups correspond with the functional groups of the -23 series manuals
that are employed in routine repairs to the helicopter.

3. Chapter 3 is not used in this manual. It would normally contain repairs for
equipment which does not fall under one of the standard helicopter functional groups.

4. Each functional group chapter is organized as follows:

a. Section I - Introduction.

(1) Scope. Purpose of the chapter.

(2) Assessment procedures. General assessment information for the repairs
covered therein.
(3) Repair procedure index.

b. Section II - Repair Item. A subsection is included for each repair item

covered in that functional group. It contains the following:

(1) General. About the nature and cause of damage and repair.
(2) Item and trouble statement with:

(a) Limits given.

(b) Personnel and time required to effect repairs.
(c) Materials and tools needed.
(d) Procedural steps to accomplish the repair.

(3) If more than one method of repair can be used, the various options will
be included next.

NOTE

The first option is the preferred choice, the second option

is the next preferred, etc. Selection of the option should
be the most preferred method possible under the circumstances
and with the available materials and manpower.

viii
 TM 55-1520-228-BD

HOW TO USE THIS MANUAL (Cont)

5. Finding Repairs in this Manual.

a. When the damage is obvious and known, find the functional group chapter of
which the damaged item is a part. Turn to the repair procedure index, section I,
subparagraph c of each chapter to locate the item being repaired. Then turn to the
repair section and review each option to ascertain the appropriate fix. Read the
entire section for the option, then effect the repairs following the procedures
given.

b. When the damage is hidden and/or unknown, follow the overall assessment proce-
dures provided in chapter 2, and follow the procedures and directions provided.

6. Preparation.

a. Each mechanic/technician shall have read chapters 1 and 2 and become familiar
with the repairs and layout of the manual prior to attempting to accomplish BDAR
repairs.

b. All warnings, cautions, and safety precautions shall be followed, inasmuch as

possible, at all times during BDAR procedures so as not to further damage and/or
jeopardize either personnel or the equipment during or subsequent to the BDAR
action. Ensure all documentation is completed as directed in this manual and by
local command.

7. Expendable/Durable Supplies and Materials.

a. Each fix or repair option contains a short listing of materials and tools con-
sidered basic to the repair. It is important to note that the expendable materials
listed usually cover a wide range for any one item.

Example: MATERIALS/TOOLS REQUIRED:

● Drill with Bit
● Sheet Metal (items 131-142, Appx C)

● Rivets (items 98-115, Appx C)

In this example, sheet metal covers the range of items 131 thru 142 in Appendix C.
This means that, depending on the circumstances and location of the fix, any one of
these metals could be used. Likewise any one of the rivets, items 98 thru 115, may
be used to attach the patch plate depending on the application.
b. One of the key points concerning successful BDAR repairs is flexibility. The
users of this manual should strive to use the items on hand, provided a safe repair
is made. The stringent requirements of normal maintenance may be lifted.

ix/(x-Blank)
 TM 55-1520-228-BD

CHAPTER 1
GENERAL INFORMATION

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

1-1. PURPOSE. The purpose of Battle be a complete catalog of all possible

Damage Assessment and Repair (BDAR) is emergency repairs. The repairs described
to quickly return the disabled heli- here will serve as guidelines and will
copter to the operational commander by stimulate the experienced mechanic/
expediently fixing, bypassing, or jury- operator to devise repairs as needed to
rigging components to restore the mini- rapidly return equipment to operation in
mum essential systems required for the a combat situation.
support of the specific combat mission
for self-recovery. These repairs will d. The direct replacement of a piece
be temporary and may not restore full of equipment by its spare, even under
performance capability. Standard repair battlefield conditions, is not a BDAR
will be completed as soon as practical. fix and may not be covered is in this
TM. A standard procedure should be per-
1-2. SCOPE. formed in preference to a BDAR fix when
time and spares are available.
a. This technical manual (TM) des-
cribes BDAR procedures applicable to 1-3. APPLICATION.
OH-58 helicopter series, and these
procedures are to be used by crew, a. The procedures in this manual are
operators, aviation unit maintenance designed for battlefield environments
(AVUM) teams, and aviation intermediate and should be used in situations where
maintenance (AVIM) support teams. standard maintenance procedures are
impractical. These procedures are not
meant to replace standard maintenance
b. Standard repair techniques for the practices, but rather to supplement them
OH-58 helicopter are included in other strictly in a battlefield environment.
technical manuals which are referenced Standard maintenance procedures will
in Appendix A of this TM. Details of provide the most effective means of
these procedures are not duplicated in returning damaged equipment to ready
whole in this TM. If the repairs are status provided that adequate time,
more than one page in length, the replacement parts, necessary tools, and
repairs may only be referenced in trained/qualified repair persons are
appropriate chapter. available. BDAR procedures are only
authorized for use in an emergency
c. All possible types of combat situation in a battlefield environment,
damage and failure modes cannot be pre- and only at the direction of the com-
dicted, nor are all effective field mander. They are not to be continued
expedient repairs known. This TM pro- after the equipment is out of the battle
vides guidelines for assessing and environment.
repairing battlefield failures of OH-58
helicopters and is not intended to

1-1
TM 55-1520-228-BD
GENERAL INFORMATION

b. BDAR techniques are not limited to (6) Fabrication of parts from kits
simple restoration of minimum functional or readily available materials.
combat capability. If full functional
capability can be restored expediently (7) Jury-rigging.
with a limited expenditure of time and
assets, it will be accomplished. (8) Use of substitute materials.

c. Some of the special techniques in c. Damage Assessment. A procedure to

this manual, if applied, may result in rapidly determine what is damaged,
shortened life or in further damage to whether it is repairable, what assets
major components of the helicopter. The are required to make the repair, who can
commander must decide whether the risk do the repair (e.g., crew, maintenance
of having one less helicopter available team or maintenance support team), and
for combat outweighs the risk of where the repair should be made. The
applying the potentially destructive assessment procedure includes the
expedient repair technique. Each tech- following steps:
nique gives appropriate warnings,
cautions, and lists systems limitations (1) Determine if the repair can be
caused by this action. deferred, or if it must be done.

1-4. DEFINITIONS. (2) Isolate the damaged areas and

components.
a. Battlefield Damage. Any incident
such as combat damage, random failures, (3) Determine which components
operator errors, accidents, and wear-out must be fixed.
failures which occur on the battlefield
and which prevent the helicopter from (4) Prescribe fixes.
accomplishing its mission.
(5) Determine if parts or com-
b. Repair of Fix. Any expedient ponents, materials, and tools are
action that returns a damaged part or available.
assembly to a full or an acceptably
degraded operating condition, including: (6) Estimate the manpower and
skill required.
(1) Short cuts in parts removal or
installation. (7) Estimate the total time (clock
hours) required to make the repair.
(2) Installation of components
from other equipment that can be (8) Establish the priority of the
modified to fit or interchange with fixes.
components on the damaged equipment.
(9) Decide where the fix shall be
(3) Repair using parts that serve performed.
a noncritical function elsewhere on
the same equipment for the purpose of (10) Decide if recovery or evacua-
restoring a critical function. tion is necessary and to what location.

(4) Bypassing of noncritical com- d. Fully Mission Capable (FMC). The

ponents in order to restore basic func- helicopter can perform all its combat
tional capability. missions. To be FMC, the helicopter must
be complete and fully operable with no
(5) Expeditious cannibalization faults listed in the aircraft inspection
procedures. and maintenance record as prescribed in
DA PAM 738-751.

1-2
 TM 55-1520-228-BD
GENERAL INFORMATION

e. Combat Capable. Equipment meets j. Self-Recovery. The ability of a

the minimum functional combat capability battle damaged helicopter to retrieve
requirements. (See paragraph 1-8. ) itself (fly out) from a battlefield
environment. It usually will involve
f. Combat Emergency Capable. The flying with degraded flight status and
equipment meets the needs for specific with restrictions and limitations placed
tactical missions; however, all systems on performance characteristics such as
are not functional. Also, additional limitations placed on weight, airspeed,
damage due to the nature of an expedient engine torque, and other characteristics.
repair may occur to the equipment if it In BDAR repairs, the limitations recom-
is used. The commander must decide if mended should be followed. Emergency
these limitations are acceptable for flight procedure in TM 55-1520-228-10
that specific emergency situation. should further be consulted.

g. Cannibalization or Controlled k. Maintenance Collection Point. A

Exchange. Throughout this manual, can- point operated by AVIM unit for the
nibalization and controlled exchange are collection of equipment for repair.
used interchangeably meaning the removal
of an item of materiel from one piece of 1. Maintenance Support Team (MST). A
equipment for immediate use in another. team of AVIM mechanics and technical
Generally the rules for cannibaliza- specialists who are trained in assessing
tion/controlled exchange provided in battlefield damage and field repair
TM 55-1500-328-25, as modified by local procedures.
authority, will prevail.
m. Maintenance Team (MT). Helicopter
h. Evacuation, A combat service sup- crew chief or AVUM mechanics/technicians
port function involves the move- who are trained in assessing battlefield
ment of recovered helicopters from a damage and field repair procedures.
main supply route, maintenance collec-
tion point, or maintenance activity to 1-5. QUALITY DEFICIENCY REPORT/EQUIP:
higher categories of maintenance. The MENT IMPROVEMENT RECOMMENDATION
materiel may be returned to the user, to (QDR/EIR) . If your helicopter and
the supply system for reissue, or to equipment need improvement, let us
property disposal activities. know: Send us an EIR. YOU, the user,
are the only one who can tell us what
i. Recovery. The retrieval of immo- you don’t like about your equipment.
bile, inoperative, or abandoned OH-58 Let us know why you don’t like the
helicopter from the battlefield or design. Put it on an SF 368 (Quality
immediate vicinity, and its movement Deficiency Report). Mail it to
to a maintenance collection point, the Commander, U.S. Army Aviation Systems
main supply route, or a maintenance CoMMand, ATTN: AMSAV-QF, 4300
activity for disposition, repair, or Goodfellow Boulevard, St. Louis, MO
evacuation. 63120-1798. We’ll send you a reply.

Section II. STANDARDS AND PRACTICES

1-6. BDAR CHARACTERISTICS. BDAR capa- standard peacetime maintenance practices

bility requires simplicity, speed, and In a combat emergency situation, greater
effectiveness. Some BDAR procedures risks are sometimes necessary and
include repair techniques that violate acceptable.

1-3
TM 55-1520-228-BD
GENERAL INFORMATION

1-7. WAIVER OF PRECAUTIONS. Under (4) Communications. Must have

combat conditions, BDAR may be performed intercom communications within aircraft
on helicopters which are in flight or and at least two tactical receiver-
which are under power while on the transmitter (R-T) units operating at
ground. While some of these BDAR actions full capability.
may require waiving of safety precautions,
the cautions to protect personnel life NOTE
should not be overlooked. Other similar
precautions may be waived at the discre- Criteria may be waived for
tion of the commander. BDAR fixes may recovery or if the tactical
be required in a chemically toxic environ- situation demands otherwise.
ment or under other adverse battlefield
conditions with severe limitations in b. Flight Capability for
personnel, facilities, equipment, and Self-Recovery Capability (SRC).
materials. Performance of repair tasks
may be necessary while wearing protective (1) Must have power delivered to
gear. Decontamination procedures are main and tail rotor at acceptable
described in FM 3-5. limits.
1-8 OPERATING CHARACTERISTICS. This (2) Maximum engine torque:
manual covers expedient repairs for the
OH-58 helicopter and its components. It 80% at 0 kts
is entirely possible that in a combat 64% at 16 kts
situation, the helicopter having under- 53% at 32 kts
gone one or more repairs may suffer 50% at 50 kts
degradation of its normal operating
characteristics (e.g., reduced speed, (3) Lift capability for crew
reduced load capability, reduced range, members. Unload unnecessary weight.
etc.), and still be able to carry out
all or parts of an assigned mission. (4) Flight controls at minimum
The minimum functional combat capability function level acceptable for flight.
(MFCC) criteria for the OH-58 is as
follows: (5) Instruments/avionics as
required to meet mission needs.
a. Flight Capability for Mission
Completion. Helicopter’s flight charac- (6) Maximum airspeed of 50 kts.
teristics degraded to a minimum of
combat capable (CC). (7) Maximum flight duration of
2 hours. Consideration will be given
(1) Sufficient power delivered to to minimize flight duration.
main and tail rotor to accommodate lift
capability for helicopter crew and cargo. (8) Be prepared for emergency
procedures. See TM 55-1520-228-10,
(2) No fuel leaks which will cur- Chapter 9.
tail the intended length of flight.

(3) No degradation of any com-

ponent/system which will end in failure
and curtailment of intended mission.

1-4
 TM 55-1520-228-BD
GENERAL INFORMATION

WARNING outside authorized standard repairs, and

may degrade the inherent safety of the
Careful consideration shall be given helicopter. Therefore, BDAR actions are
to the operation of the Identify not intended to supplement, replace stan-
Friend or FOE (IFF), Mode 4, dard maintenance practices during peace-
avionics system. Failure of the time, nor should they be employed indis-
IFF or failure to properly communi- criminately to facilitate training.
cate with area air defense command
prior to liftoff could result in an b. Repairs described in this manual,
attack from friendly forces due to which can be appropriately accomplished
mistaken identity. in order to provide training, are listed
in Appendix E and are highlighted in each
1-9. TRAINING. repair chapters repair procedure index.
The trainable repair in the index will be
a. BDAR by its nature involves fixes, blocked in.
bypasses, and/or jury-rigging, which is

Section III. TASKS AND RESPONSIBILITIES

1-10. TAGGING/IDENTIFYING BDAR REPAIRS. (2) Circled red “X.” A red “X”
inside a red circle indicates a limiting
a. All damage will be identified on defect. The aircraft may be flown under
aircraft inspection and maintenance specific limits as directed by higher
record, DA Form 2408-13 and DA Form authority, or as directed locally until
2408-18, as per DA PAM 738-751. See corrective action is taken.
Figures 1-1, 1-2.
(3) Red horizontal dash (-).
b. Recording of BDAR repairs and the
use of status symbols, as defined in DA (a) This symbol indicates an
PAM 738-751, will be completed as soon inspection, special inspection, com-
as practical to indicate any limita- ponent replacement, maintenance opera-
tions and restrictions or required stan- tional check, or test flight is needed.
dard repairs. The symbol is also used to indicate that
a normal modification work order (MWO)
c. In addition to recording all is overdue.
damage, the area damaged will be marked
on aircraft or component part using (b) This symbol also shows that
damage assessment markings as shown in the condition of the equipment is
Figure 1-3. unknown. A potentially dangerous con-
dition may exist. The condition will be
d. Status Symbols. Status symbols corrected as soon as possible.
used in aircraft logbooks to record
defects are defined below. (4) Red diagonal (/). This symbol
indicates a defect exists that is not
(1) Red “X.” A red “X” shows that serious enough to ground the aircraft.
a defect exists and the aircraft is
unsafe for flight.

1-5
TM 55-1520-228-BD
GENERAL INFORMATION

e. Maintenance of Forms. Instruc- (3) If the temporary repair

tions for the maintenance of forms, requires an inspection at intervals,
records, and reports are listed in DA list the required inspection on DA Form
PAM 738-751 and TB 55-1500-307-24. When 2408-18.
battle damage assessment and repair
(BDAR) becomes necessary, the procedures (a) Enter item to be inspected
in DA PAM 738-751 will apply. Refer to in block 5.
Figures 1-1 and 1-2 for examples.
(b) List the applicable TM in
(1) In block 17 of DA Form block 6.
2408-13, list the fault.
(c) State the frequency of the
(2) In block 16 of DA Form inspection in block 7.
2408-13, enter the status symbol.
1-11. REPORTS. All written reports
(3) In block 18 of DA Form 2408-13, required for BDAR fixes are found in DA
enter the corrective action taken. PAM 738-751. If the helicopter can no
longer fly, the aircraft commander
(4) The individual completing the should immediately initiate an out-of-
repair will sign the form in block 19 action report to his superior. If com-
opposite the first line of the action munications capability is damaged, the
taken, and will place his last name ini- aircraft commander should approach the
tial over the status symbol in block 16. nearest friendly radio and make his
report if possible. The report should
f. Temporary Repair. If the repair include these essentials:
is temporary, take the following addi-
tional action: a. Aircraft damage (out-of-action or
function partially impared).
(1) In block 18 of DA Form 2408-13,
enter the corrective action and a state- b. Location of aircraft.
ment that the repair is temporary. Then
make an entry in DA Form 2408-14, block c. Defense status.
b. The entry will be a duplicate of the
entry in block 17 of DA Form 2408-13 to d. Mobility.
include a statement that a temporary
repair has been made. e. Personnel report.

(2) If the temporary repair limits f. Current and anticipated hostile

the capability of the aircraft, the action.
following entry will be made on DA Form
2408-13: g. Anticipated BDAR fixes and repair
time.
(a) Place a circled red “X” in
block 16.

(b) State the limitation in

block 170.

1-6
 TM 55-1520-228-BD
GENERAL INFORMATION

1. DATE 2 MODEL 3. SERIAL NO. 4 NAME OF CREW CHIEF/MECHANIC 5 STATlON 6 PAGE NO. 6a NO. OF PAGES

I
7 STATUS TODAY 8 AIRCRAFT TIME 9 NEXT INSPECTION DUE HOT STARTS
ELEC- ARMA- INTMED N0.1 NO. 2 LANDINGS OTHER
AIRCRAFT TRONIC OTHER TIME TO b c
MENT NO. ENGINE ENGINE
DATE
1 4 PREVIOUS
P.E. NO.
TIME TO-
DAY
2 5 TODAY
OTHER
TOTAL
3 6 TIME TOTAL

11 12 13 14 15
FUEL (Gals or Lbs) OIL ( Quarts) SERVICED
ANTl-
0XYGEN ICING
SERV- TOTAL ADDED TOTAL ADDED TOTAL (PSI) FLUID
ICE GRADE ADDED IN GRADE N0. 1 IN N0. 2 IN APU BY STATION
NO. (Gals)
TANKS ENG TANKS ENG TANKS

TOTAL

17 FAULTS AND/OR REMARKS 18. 19

16 STATUS ACTION TAKEN SIGNATURE

I I 1
DA FORM 2408-13, 1 DEC 66 REPLACES EDITION OF 1 JAN 64, WHICH WILL BE USED AIRCRAFT INSPECTION AND MAINTENANCE RECORD
For use of this form see DA PAM 738-751, the proponent army is DCSLOG

Figure 1-1. DA Form 2408-13

1-7
TM 55-1520-228-BD
GENERAL INFORMATION

1. NOMEN CLATURE 2. MODEL 3. SERlAL NUMBER 4. PAGE NO.

NO. OF PAGES

5. 6. 7. 8.
ITEM TO BE INSPECTED REEFERENCE FREQUENCY NEXT DUE

●
D A FORM 2404.18. 1 JAN 64
EQUIPMENT INSPECTION LIST
For use of this form, see TM 38-750;
the proponent agency is DCSLOG.

Figure 1-2. DA Form 2408-18

1-8
 TM 55-1520-228-BD
GENERAL INFORMATION

MEANINGS MARKINGS
TO INDICATE DAMAGE HAS BEEN ASSESSED AND EVALUATED:

Draw a circle around the damage.

TO INDICATE NO BDAR REPAIR REQUIRED:

Write “OK” inside the circle.

TO INDICATE STRUCTURAL REPAIRS ARE REQUIRED:

Draw a second line about 1/4 to 1/2

way around the initial circle then
draw slashes or crosshatch between
the two circular lines.

STRINGER REPAIR: Place an X to the

left and right of the circle.

FRAME REPAIR: Place an X above and

below the circle.

TO INDICATE DAMAGE TO SYSTEMS REQUIRING REPAIRS:

Draw a series of “curly cue” lines about

1/4 to 1/2 way around the initial circle.

TO INDICATE REPAIR INSTRUCTIONS:

For internal damage - draw a dashed

circle around the repair instructions.

For external damage - write repair

instructions but do NOT enclose
with a circle.

Figure 1-3. Damage Assessment Markings (Sheet 1 of 3)

1-9
TM 55-1520-228-BD
GENERAL INFORMATION

WRITTEN INSTRUCTIONS MEANING

See me - print name & See assessor or whoever has signed written instructions
rank. (Signature) for additional information.

Names of parts to Where compound damage occurs, the names or abbreviations

be repaired, (item, of specific items can be written adjacent to the damage
skin, stringer. to clarify repair instructions.

Full A full strength repair is required.

Partial Partial strength repair required in accordance with

specific aircraft BDAR manual.

OK No repairs required - damage is within acceptable limits

for battle conditions.
? Continual assessment or reinspection is required after
each sortie.

Instruction markings for system are in two parts:

(1) Repair instruction markings and meanings are shown on this sheet and are
used to indicate repair actions required.

(2) System Identification - When known, identify the system using markings
shown on sheet 3 of this figure.

MARKINGS MEANING
Fix Repair the damaged system in accordance with approved
standard BDAR techniques for type of system, item,
high pressure, low pressure, etc.

Cap Terminate or block the system to prevent leakage.

Repl Replace damaged part - repairs not acceptable.

OK No repairs required.

Tag Repair instructions are written on tags tied to indivi-

dual damaged lines/components.

Figure 1-3. Damage Assessment Markings (Sheet 2 of 3)

1-10
 TM 55-1520-228-BD
GENERAL INFORMATION

System identification markings are primarily abbreviations of the system.

MARKINGS SYSTEM/MEANING
Sys Damage to unknown system.

Fuel Fuel

Hyd Hydraulic

HP High Pressure

LP Low Pressure

Elect Electrical

AV Avionics

Flt Cont Flight Control

Main Rotor Main Rotor Group

Tail Rotor Tail Rotor Group

Air Pneumatic

Air Cond Air Conditioning

BL Air Bleed Air System

BLC Boundary Layer Control

N2 Nitrogen

O2 Oxygen

Eng Contr Engine Control

Pow Tr Power Train

EJ Ejection

NOTE

More than one identification marking may be used to describe

the system (e.g., HP, Hyd).

Figure 1-3. Damage Assessment Markings (Sheet 3 of 3)

1-11/(1-12 Blank)
 TM 55-1520-228-BD

CHAPTER 2

ASSESSING BATTLEFIELD DAMAGE

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

2-1. SCOPE. (2) Inapplicable and possible,

use standard troubleshooting recommen-
a. This chapter provides guidelines dations in TMs.
to use in assessing battlefield damage
to the OH-58 helicopter. It directs you (3) If you find a problem, deter-
to an expedient BDAR fix or to the stan- mine its effect on helicopter’s mobi-
dard system fix of TM 55-1520-228-23-1,2 lity and capability.
if an expedient BDAR repair does not
exist. General decision logic chart, (4) If you cannot fix the problem
Table 2-1, assists in BDAR discussions. with standard fixes, apply this TM and
use general and specific assessment
b. Each chapter will have a specific tables, charts, and BDAR action.
fault assessment chart for each func-
tional group and this flow chart will (5) If the damage does not affect
direct you to specific BDAR fixes for aircraft’s flying status, the aircraft
and within the functional group. or flight commander will decide whether
to fix or defer fix, and continue or
c. Use the following guidelines to start mission.
find and fix sustained damage or
suspected damage to your helicopter. (6) If damage does affect flight
Keep in mind that damage can be status, do one of the following:
sustained while on the ground or in
flight. The helicopter location can (a) Replace damaged part with a
have a considerable effect on the serviceable part.
assessment. The following appraisal
shall be accomplished. (b) Replace damaged part with
suitable substitute if it exists.
(1) If possible and time permits,
inspect and check the helicopter using (c) Apply a BDAR fix.
operator’s check list (CL), operator’s
manual (-10), and other records and (7) After repairing the damage,
forms kept in aircraft log book. At replace all lost fluids/lubricants. If
the same time be looking for obvious one specified by aircraft TM is not
damage to aircraft. available, refer to Appendix D for
alternative materials/parts.

2-1
TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE

Table 2-1. General Decision Logic

SEE TM 55-1520-328-25

2-2
 TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE

d. General aircraft assessment charts, to a guide fix in this manual, a stan-

Table 2-1, guide you through the air- dard TM 55-1520-228-23 repair if it is
craft’s capability so that all the feasible, or a higher AVIM level of
necessary capabilities are evaluated. repair if extent of damage, time con-
If a fault is found, Table 2-1 directs straint, tooling requirements, repair
you to the chapter for the functional part or material, and any other necessary
group which contains the fault. The requirements are only available at a
BDAR assessment procedure will refer you higher level of maintenance.

Section II. GENERAL FAULT ASSESSMENT TABLE

2-2. GENERAL FAULT ASSESSMENT TABLE. Refer to Table 2-2 for assessment logic flow
chart.
Table 2-2. General Assessment

2-3
TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE

Table 2-2. General Assessment (Cont)

2-4
 TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE

Table 2-2. General Assessment (Cont)

2-5
TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE

Table 2-2. General Assessment (Cont)

2-6
 TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE

Table 2-2. General Assessment (Cont)

2-7
 TM 55-1520-228-BD
ASSESSING BATTLEFIED DAMAGE

Table 2-2. General Assessment (Cont)

2-8
 TM 55-1520-228-BD
ASSESSING BATTLEFIELD DAMAGE
Table 2-2. General Assessment (Cont)

2-9/(2-10 Blank)
 TM 55-1520-228-BD

CHAPTER 3

GENERAL REPAIRS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DANAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.
No general repairs have been identified Chapters 4 thru 19 for functional group
for this model helicopter. Proceed to assessment and repair procedures.

3-1/(3-2 Blank)
 TM 55-1520-228-BD

CHAPTER 4

AIRFRAME

BOAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

4-1. SCOPE. This chapter contains however, secondary structure may be

information on battle damage assess- required for aerodynamic reasons or to
ment and expedient repair procedures accomplish or support mission functions.
for the OH-58 helicopter airframe.
The procedures are to be used only 4-4. STRUCTURAL DAMAGE ASSESSMENT AND
during combat operations or during REPAIR. The battlefield structural
periods of extreme emergency. damage assessment and repair consists of
three steps: an initial assessment,
a. Section I contains information paragraph 4-5; a detail assessment,
pertaining to the various structural paragraph 4-6; and a repair plan,
areas which are suspected of being paragraph 4-10. The initial assessment
damaged, and whether the damage is to a is a quick visual assessment to decide
primary or secondary element. Logic whether or not a detail assessment
flow chart tables and damage limit should be made. A detail assessment
tables are also part of this section. involves the identification of all
damage to primary structural elements,
b. Section II consists of expedient possibly some clean-up and measurement
structural repairs and procedures on of the damage and of the damaged ele-
how to perform these repairs and field ments. The procedure is described for
fixes. various aircraft sections in this
chapter. This process requires damage
4-2. ASSESSMENT PROCEDURES. Refer to measurement and determination of the
Table 4-1. corresponding damage limits. The repair
plan is based on an analysis of the
4-3. GENERAL. Aircraft structure is detail assessment. An overall view of
classified as primary and secondary all the aircraft zones is shown in
structure. Figure 4-1.

a. The primary structure is the basic 4-5. INITIAL ASSESSMENT. To perform an

structure which holds the aircraft initial assessment, the assessor must be
together. Any serious damage to any acquainted with structural damage modes
element of the primary structure will and the primary structure as shown in
restrict the combat capability of the the figures of this chapter. He shall
aircraft. The primary structure for be capable of differentiating between
each major airframe subassembly is primary and secondary structure, and he
shown in Figure 4-11, Sheets 1 thru 5. must understand the function of primary
structural elements. The initial assess-
b. Secondary structures are mounted ment consists of a visual inspection of
on the primary structure. No amount primary structure. The assessor deter-
of structural damage to secondary struc- mines if any primary caps, webs, or
tures will restrict combat capability panels are damaged or fractured and
from a structural point of view; decides whether:

4-1
TM 55-1520-228-BD
AIRFRAME Table 4-1. Aircraft Structure Damage Assessment Prodecures

4-2
 TM 55-1520-228-BD
AIRFRAME

Figure 4-1. Aircraft Sections

4-3
TM 55-1520-228-BD
AIRFRAME

a. the damage appears to be (2) Inspect for small and large

deferrable; cracks caused by projectile damage.
Small cracks will enlarge under con-
b. a detail assessment can be made tinued loading, particularly when
and the damage can be repaired by BDAR located at the edge of a hole.
techniques within the time available to
return the aircraft to service in the (3) Locate cracks in primary
ongoing battle; structure using magnifying glass or dye
penetrant. Check for cracks around
c . an adequate assessment can be made fasteners in areas showing signs of
and the damage can be repaired by BDAR overstress.
techniques to enable the aircraft to
self-recover; (4) Inspect for cracks in all
areas of an explosion caused by a high
d. a detail assessment cannot be explosive incendiary (HEI) strike.
made and/or the damage cannot be re-
paired by BDAR techniques within the c. Inspecting for Structural Changes.
available time. The aircraft shall be
scheduled for standard repair. (1) Inspect damaged area and
surrounding undamaged area for evidence
e. The aircraft is damaged beyond of buckling, crippling, and misalign-
repair, and he shall arrange for its ment. Kinks, wrinkles, and sheared,
disposition (i.e., recovery, can- pulled-through or missing fasteners on
nibalization, or destruction). skin panels are indications of struc-
tural changes by an HEI hit.
4-6. DETAIL ASSESSMENT.
(2) Inspect structural changes in
a. Access to Damaged Structure. the form of buckling, crippling, and
Locate all damage to airframe primary misalignment caused by overpressure.
structure. Remove access panels, These structural changes are noticeable
covers, and fairings in the damaged in areas where one structural member may
area. Remove aircraft components as have to support the load of another
required to inspect the structure. Use broken member. Check damaged area to see
the location of entrance and exit wounds if there is interference with mechanical
and the estimates of projectile paths to moving components.
determine the areas where damage may be
present and access to interior inspec- (3) Use a straight edge to examine
tion will be needed. If an area of the component for twisting or bowing.
structure suspected of being damaged
cannot be reached by other means, cut d. Inspecting for Embedded
small inspection holes in the exterior Projectiles and Fragments.
skin. Then inspect internal members
with an inspection light and mirror. (1) Inspect for embedded projec-
tiles which can create the same affect
b. Inspecting for Cracks. as a hole or crack on a tension member.

(1) Inspect for cracks caused by (2) Inspect for embedded projec-
impact or penetration in regions away tiles and fragments in areas which have
from the site of primary damage. suffered HEI damage. The inspection
will reveal that a solid projectile is
embedded or has broken apart, striking
internal components.

4-4
 TM 55-1520-228-BD
AIRFRAME

(3) Inspect all structures using i. Marking and Recording Damage.

bright light and magnifying glass.
Determine the path entry of the projec- (1) Record all detected damage.
tile to aid in finding structures that Refer to Table 4-1 for repair/referral of
may have embedded fragments. Mark repair on structural member.
embedded objects and record them on DA
Form 2404, Figure 4-2. (a) Record name of aircraft
section containing the damaged element,
e. Inspecting for Fire Damage. Figure 4-1.
Inspect for fire damage by checking for
discoloration of the structure. Any (b) Record the name of the
discoloration will Indicate that the damage element such as frame, stringer,
member has been exposed to high tem- or skin panel.
perature. Conduct a hardness test to
determine if the temperature of the (c) Describe the location of
material has changed. If test indicates the damaged element such as station,
heat damage, record the information on waterline, butt line, or panel location.
DA Form 2404 and clearly mark the
member. (d) Describe the damage to the
element using terms such as hole, crack,
f. Detecting Structural Damage in or buckle.
Adjoining Areas.
(e) Continue damage recording
(1) Secondary damage can be the for:
result of severe overstress, explosive
blast, or maneuvering loads imposed on 1 Other damages to the same
damaged structures. Inspect the element.
airframe near the projectile damage for
evidence of secondary damage. 2 Other damaged elements in
the same subassembly.
(2) Inspect the skin for creases,
wrinkles, and dents. Inspect fasteners 3 Other damaged sub-
for chipped or flaked paint, looseness, assemblies in the section of the
and serviceability. If these conditions airframe.
are evident, remove access panels and
doors to inspect members for cracks and 4 Other damage sections of
structural changes. the airframe as required.

Inspecting for broken and missing (f) After the damage inspection
fasteners. Inspect fasteners for is completed, file the damage report in
security, shear, pull-through, tear-out, the aircraft log book and make entries
and elongated fastener holes. Where as required.
possible, inspect fasteners from both
sides. (2) Damage diagrams. Show the
location and extent of damage as shown
h. Inspecting for Delaminations. in the diagrams in Figure 1-3. The
Inspect honeycomb structures for voids damage can be drawn by hand. Accurately
and delamination using the coin tapping locating damage on a diagram will
method. greatly help the damage assessment
procedure.

4-5
TM 55-1520-228-BD
AIRFRAME

Figure 4-2. DA Form 2404

4-6
 TM 55-1520-228-BD
AIRFRAME

(3) Marking damage. Mark the CD is the depth of the damage into the
damaged structure using grease pencil or flattened cross section. The length of
paint. Use the labeling scheme shown in the remaining effective cross section
Figure 1-3. is still capable of supporting a load.
All dimensions are in inches.
CAUTION
CS = (a+b)-CD
Use of lead pencil in some areas
will cause corrosion. (2) When measuring damage, use the
following procedure:
(a) Uses bright color to
outline each area of damage as it is (a) Clean all damaged areas
located and recorded on the DA Form thoroughly. Use brushes and swabs to
2404. Attempt to make the outline remove dirt and film from small crevices
visible from all angles. where damage may be present.

(b) Draw arrows on inside skin (b) Smooth all jagged and rough
panels, webs, and bulkheads to point edges and be sure to cut out all radiated
toward areas of damage that are hidden. cracks. Use largest corner radii possible
in the cut-outs; avoid sharp corners.
4-7. DAMAGE MEASUREMENT. If the
assessment indicates that the damage (c) Measure damage after
should be repaired by BDAR or standard smoothing, or if measuring before
procedures, no damage measurement is smoothing, make allowance for the
necessary. Damage measurement is material which must be removed during
required to determine if structural smoothing. See paragraph (d) below.
repair (other than cleanup) can be
deferred, or if self-recovery of the (d) Use a steel rule graduated
damaged aircraft is feasible. Damage in tenths of an inch and measure each
measurement may also be required if a damage dimension to the next higher tenth.
BDAR repair does not restore original
strength. Begin damage measurement (e) Include the size of the
with the largest damage. hole when measuring damage that extends
into a fastener hole or lightening hole.
a. Damage Measurement of Typical
Sections. (f) Record on DA Form 2404.

(1) The parameters involved in b. Webs, Panels, and Skins.

measuring damage to typical sections
are shown in Figure 4-3. The per- (1) Refer to Figures 4-5 and 4-6
tinent values are: for the measurements of “WL” and “D.”
"WL" is the largest dimension across the
CD = Depth of damage. damage, regardless of direction, and
CL = Length (width) of damage. must include all radiated cracks. " D"
A = CL x CD = area of damage. is the distance between damages. Take
D = Distance between damages. and record measurements as described in
paragraph 4-7.a(2).
In Figure 4-4, the length of the flat-
tened cross section of the angle is:
a+b

4-7
TM 55-1520-228-BD
AIRFRAME

Figure 4-3. Evaluating Damage to Angles, Channels, and Z-Angles

4-8
 TM 55-1520-228-BD
AIRFRAME

Figure 4-4. Damaged Cross Section

4-9
 TM 55-1520-228-BD
AIRFRAME

IMPORTANT: MEASURED LATERAL DAMAGE MUST

INCLUDE ALL RADIATED CRACKS.

Figure 4-5. Measuring Skin Panel Damage

4-10
 TM 55-1520-228-BD
AIRFRAME

Figure 4-6. Measuring Damage in Webs and Panels

4-11
TM 55-l52O-228-BD
AIRFRAME

(2) Honeycomb Sandwich Structures. CD' = Allowable depth of damage.

Refer to Figure 4-7 for the measurement CL' = Allowable length (width) of
of "WL" and "D." If a projectile hits damage.
a sandwich panel at an angle, the A' = Allowable area of damage.
damages in the two skins may be off-set D' = Minimum allowable distance
and of different sizes. Measure the between damages.
damage on the side with the largest WL' = Allowable largest dimension
damage (usually the exit side), and make across web/panel damage.
sure that the measurement includes the N = Minimum damage factor.
damaged area on the other side. "WL" is
the largest dimension across the damage b. Allowable damage limits for pri-
(both sides), regardless of direction, mary structural elements are associated
and must include all radiated cracks. with the conditions of paragraph 4-9. A
“D” is the distance between damages. damage limit for a given condition is a
Take and record the measurements as measure of the amount of damage that a
described in paragraph 4-7a(2). structural member can sustain and still
support the loads associated with the
c. Fittings, Attachments, and given condition.
Splices.
c. For a given condition, all damages
(1) See paragraph 4-12. must be equal to or less than the
corresponding allowable damage limits,
(2) Record all damage on DA Form and the distance between damages must be
2404, Figure 4-2. equal to or greater than the
corresponding minimal allowable limit;
d. Damage measurements apply after that is:
cleanup and smoothing or after BDAR has
been accomplished. However, as a prac- CD < CD'
tical matter, measurements must be taken CL < CL'
before smoothing to make a decision on WL < WL'
deferrability. Hence, when estimating D>D'
damage limits before cleanup and smooth-
ing, make allowance for the material The aircraft may be released for flight
that will be removed in smoothing. This in that condition. Repair may be
applies particularly to cracks. The deferred, although some cleanup and
length of the crack must be included in smoothing of the damage will be
in the depth (CD) and length (CL) required, as will Inspection for damage
measurements. growth after every flight. Special con-
sideration should be given to damage
4-8. ALLOWABLE DAMAGE LIMITS DEFINITION. exposed to the airstream, particularly
to the effects of ram air, rain, and
a. The allowable damage limits petaling. Petals may vibrate in the
corresponding to the damage measurements passing airflow, rapidly creating cracks
of paragraph 4-7 are designated for a in the supporting base metal. Large
given condition as follows: pieces of metal may peel off and damage
other parts of the aircraft. The
distance D between damage sites for most
structures has a minimum required
spacing. The spacing requirement is
expressed as a multiple factor (N) of the
measured area of damage.

4-12
 TM 55-1520-228-BD
AIRFRAME

Figure 4-7. Measuring Damage in Honeycomb Sandwich Panels

4-13
TM 55-1520-228-BD
AIRFRAME

(1) The factor applies to the (2) Perform any feasible

damage actually measured not to the on-site BDAR fixes as required for
maximum damage limit for the structure. self-recovery.

(2) The factor applies to the (3) Unload all ammunition,

largest dimension of the largest damage weapons, stores, and unnecessary equipment.
between which separation is being
measured. (4) The following restrictions
are imposed on a recovery flight:
(3) The factor applies only if the
dimensions of both damages, when added (a) Maximum airspeed: 50 kts
together, exceed the single damage
limit. (b) Maximum engine torque:

4-9. CONDITION. Condition is an indi- 80% at O kts

cator of the residual capacity of a 64% at 16 kts
damaged structural element to perform 53% at 32 kts
its function. Battlefield damaged 50% at 50 kts
structures or BDAR repaired structures
are classified in three conditions: (c) Maximum flight time:
2 hours.
a. Condition 1. Aircraft fully
flight capable. No flight restrictions. (d) Use gradual and smooth
However, on a battlefield under the pedal movements to minimize loads on
pressures of time and tactical situa- aircraft.
tions, the assessment of structural
damage may not have found all the dam- (e) Land at level attitude;
ages. Therefore, aircraft with struc- soft touchdown from hover.
tural damage, whether repaired or repair
deferred, should be inspected after c. Condition 3. Structural damage
every flight. The inspector should exceeding condition 2 limits generally
look for crack growth, evidence of does not allow self-recovery. The
overstress, growth of allowable defor- damage may or may not be repairable by
mations, and for the development of new BDAR techniques. The airframe may be so
cracks at other locations. extensively damaged that no useful or
needed functions can be restored within
b. Condition 2. Self-recovery available time and resources. These
capable. Self-recovery may be required aircraft will be:
to move a damaged aircraft to a repair
site or from one site to another when (1) Recovered or evacuated to a
towing is not feasible. Self-recovery facility with the resources to repair
is preferable to disassembly and boxing the airframe.
an aircraft for transportation. As time
permits, proceed as follows: (2) Used as a source of cannibal-
ized components.
(1) Mark all visible cracks and
the extent of other structural damage (3) Destroyed. This is a last
with chalk, grease pencil, paint, tape, resort. These conditions apply to the
or other available means so that any primary structure and should not be con-
growth in the damage can be quickly fused with the mission capability
recognized. classifications. Mission capability is
dependent on equipment condition.

4-14
 TM 55-1520-228-BD
AIRFRAME
d. The type, extent, and variation of (b) Repairs on damaged struc-
damage under condition 3 does not per- tural elements that are better than
mit categorization of the many com- condition 1 may be deferred except for
binations of damage. Self-recovery, if cleanup and smoothing.
considered, will depend on the extent
and type of damage, type of terrain, e. If the worst case is between
distance, and urgency of the situation. condition 2 and 3, a decision must be
made to degrade the aircraft to
If judgment and experience indicate condition 3 or to repair the aircraft
self-recovery is feasible, it should be and restore it either to condition 1
accomplished at minimum weight, altitude or 2. An aircraft in this condition is
and airspeed with an occasional stop to probably so badly damaged that it may
check on the condition of the aircraft. not be restored to condition 1 within
the available time. However, every
4-10. REPAIR PLAN. effort should be made to restore it to
condition 2 or better if at all possible
a. The damage measurements and ini- for recovery.
tial repair data obtained from the
detail assessment must be organized and (1) If the aircraft is degraded to
formulated into a repair plan. condition 3, no repair is required.
b. Repair requirements including (2) If it is decided to restore
cleanup/smoothing, condition, and the aircraft to condition 2,
repair times should be recorded on DA
Form 2404. (a) determine the required
repairs for all damaged structured
c. If the worst case is better than elements that are below condition 2.
condition 1, repair may be deferred
except for cleanup and smoothing of all (b) Repairs on damaged struc-
rough edges. The ends of all cracks tural elements that are better than
must be stop drilled. condition 2 may be deferred except for
some cleanup and smoothing of the badly
d. If the worst case is between damaged areas.
condition 1 and 2, a decision must be
made to degrade the aircraft to (3) If it is decided to restore
condition 2 or to repair the aircraft the aircraft to condition 1,
and restore it to condition 1.
(a) determine the required
(1) If the aircraft is degraded to repairs for all structural elements that
condition 2 and is to perform a recovery are below condition 1.
flight, severe damage should be cleaned-
up, rough edges smoothed, and cracks (b) Repairs on damaged struc-
stop drilled. tural elements that are better than
condition 1 may be deferred except for
(2) If it is decided to restore cleanup and smoothing.
the aircraft to condition 1,
f. Once all decisions are made and a
(a) determine the required repair plan formulated, complete repairs.
repairs for all damaged structural Attach DA Form 2404 to DA Form 2408-13
elements that are below condition 1. and indicate deferred repairs on DA
Form 2408-13.

4-15
TM 55-1520-228-BD
AIRFRAME

4-11. GENERAL. monocoque structure to the four attach-

ment fittings on the fuselage, is
a. The aircraft consists of three accomplished by the use of intercoastals
main sections. The forward cabin sec- and two aluminum redistribution
tion extends from the cockpit nose at bulkheads. The horizontal stabilizer
FS1 to the bulkhead aft of the passenger is a standard spar-rib-skin riveted
compartment at FS130. The aft cabin construction. The vertical fin is of
section extends from FS130 to FS205 standard sandwich construction using
where the tail boom is attached. The aluminum honeycomb core and thin
third section is the tail boom. Refer aluminum skins. The upper half of the
to Figure 4-8. upper fin is composed of fiberglass skins
and honeycomb core.
b. The forward section utilizes alu-
minum honeycomb and sheet metal struc- e. The damage assessment procedure
tures for the major load carrying described in paragraph 4-5 consists of
elements. The forward section provides damage measurement, determination of the
for pilot and passenger seating, fuel corresponding allowable damage limit and
cell enclosure, and pylon support. associated condition, and formulating
Honeycomb sandwich is used extensively repair instructions. This data is
in this section, including the upper and recorded on DA Form 2404.
lower shells, seat panels, and some
bulkhead panels. The remainder is of 4-12. DAMAGE MEASUREMENT.
conventional thin sheet metal construc-
tion. Primary loads forward of FS73 are a. Refer to Figures 4-8 thru 4-15 for
taken by the lower console, pedestal, location and identification of major
and lower shell. The cabin enclosure fuselage and tail boom structural areas.
section between FS73 and FS130 is a X -
Z planar frame consisting of the center b. Refer to paragraph 4-8 and for
post at FS73, roof beam, lower shell, each damaged element, measure the depth
and bulkhead ant{ enclosure at FS114 and “CD” and the length (width) “CL” or “WL”
FS130. Refer to Figure 4-9. of each damage. Count the number of
damages and measure the “D” between
c. The aft section utilizes an alumi- damages. Start with the worst damage.
num and honeycomb semimonocoque construc- Record these values for each damaged
tion and provides a deck for engine element on DA 2404 and compare them with
installation and a compartment under the the allowable damage limits given in
engine deck for electrical equipment. this section. Select the set of
This section utilizes conventional thin allowable damage limits which are next
sheet metal structure composed of larger than the measured damage, deter-
longerons and bulkhead frames as beam mine the corresponding condition.
elements and decks and skins as shear Consider whether damage could result in
panels. Some of the fairing and decks flight failure of other elements.
are honeycomb panels. Attempt to visualize what effect large
defections of damaged member will have
d. The tail boom is a circular sec- on adjacent structure.
tion with a horizontal stabilizer, ver-
tical fin, and anti-torque rotor c. Decide on whether repair can be
attached. The tail boom is a full mono- deferred or whether damage should be
coque structure utilizing a tapered cir- fixed and what the condition of deferred
cular section of aluminum alloy skin. or repaired damage would be.
Redistribution in the forward end, which
is required to transfer loads from the

4-16
 TM 55-1520-228-BD
AIRFRAME

Figure 4-8. OH-58 Helicopter

4-17
 TM 55-1520-228-BD
AIRFRAME

PROFILE
BL - BUTT LINE CENTER TAILROTOR BEARING HANGER.
● TANGENCY POINT.
FS - FUSELAGE STATION CONTOURS IN BOOM STATIONS ARE
CIRCLES. RADIUS AT 31.87 IS 7.3555"
WL - WATERLINE RADIUS AT 182.405 IS 3.286". TAPER'
OF BOOM IS 0.02703" PER INCH. BOOM
BS - BOOM STATION (UNDERLINED) STATION IS 90° TO HORIZ C BOOM.

Figure 4-9. Airframe Reference Lines

4-18
 TM 55-1520-228-BD
AIRFRAME

Figure 4-10. Cockpit

4-19
TM 55-1520-228-BD
AIRFRAME

Figure 4-11. Fuselage Pylon Support Structure (Sheet 1 of 5)

4-20
 TM 55-1520-228-BD
AIRFRAME

Figure 4-11. Fuselage Pylon Support Structure (Sheet 2 of 5)

4-21
TM 55-1520-228-BD
AIRFRAME

Figure 4-11. Fuselage Pylon Support Structure (Sheet 3 of 5)

4-22
 TM 55-1520-228-BD
AIRFRAME

FS130

FUSELAGE STA 130

BULKHEAD

FS117.71

WL 21.00

Figure 4-11. Fuselage Pylon Support Structure (Sheet 4 of 5)

4-23
TM 55-1520-228-BD
AIRFRAME

Figure 4-11. Fuselage Pylon Support Structure (Sheet 5 of 5)

4-24
 TM 55-1520-228-BD
AIRFRAME

Figure 4-12. Upper and Lower Shell Structure

4-25
TM 55-1520-228-BD
AIRFRAME

Figure 4-13. Aft Fuselage Structure

4-26
 TM 55-1520-228-BD
AIRFRAME

Figure 4-14. Tail Boom

4-27
TM 55-1520-228-BD
AIRFRAME

Figure 4-15. Cowling and Firewalls

4-28
 TM 55-1520-228-BD
AIRFRAME

d. Determine the priority of the (4) Three or more fasteners next

various required repairs based on repair to each other, which join a cap,
time, difficulty of repair, resources longeron, and stringer to the web, are
available, tactical situation, and need sheared, pulled-through or missing.
for the aircraft, etc. The longest
repair time normally is given the (5) Twenty percent or more of the
highest priority and is most critical. component to web fasteners are similarly
damaged.
4-13. ALLOWABLE DAMAGE LIMITS. Damage
limits are calculated on the basis of (6) Angles and clips securing the
the OH-58 structural analysis and tend component to another structure are
to be conservative. Assessors using severely damaged or failed.
damage limits to prepare damage
assessments should consider them as e. Evaluation of Damage to Machined
guides and balance the damage limits Fittings. Classify a fitting as failed
against the judgment resulting from if any of the following conditions exist:
their own experience.
(1) Damage to the fitting exceeds
a. Damage limits are tabulated in the limits contained in Tables 4-2
Tables 4-2 thru 4-7 for most primary thru 4-7, or if damage is not tabulated
structure. If a damaged member is not and exceeds 20 percent of the structural
covered in this manual and the damage section in any one location.
appears to exceed authorized limits,
classify the member as unserviceable. (2) One or more fasteners con-
netting the fitting to a structure or to
b. A component that shows signs of an aircraft component are bent, sheared,
severe overstress such as twisting or stripped, or loose.
buckling or heat damage should be
treated as failed. f. Evaluation of Splices, Straps,
Doublers, and Gussets. Damage to a
c. A component should be repaired if splice, strap, doubler, and gusset will
the failed component can overstress be evaluated as part of the elements to
other systems. which it attaches. Classify a splice,
strap, doubler, or gusset as failed if
d. Evaluation of Damage to Caps, any of the following conditions exist:
Longerons, and Stringers. Classify
caps,longerons, and stringers as failed (1) Damage exceeds the limits con-
if any of-the following conditions tained in Tables 4-2 thru 4-7, or if
exist: damage is not tabulated and exceeds 20
percent of the structural section in
(1) Damage exceeds limits any location.
tabulated in Tables 4-2 thru 4-7.
(2) The part has significant
(2) There is damage in four or damage at the intersection of the two
more locations within a length of three members it connects.
feet.
(3) Fasteners securing the part to
(3) Fasteners securing the com- a structural member(s) are sheared,
ponent to other major components are pulled-through, or missing at two or
sheared, pulled-through, or missing at more adjoining locations.
one or more locations.
(4) More than 20 percent of the
total number of fasteners are similarly
damaged.
4-29
TM 55-1520-228-BD
AIRFRAME
g. Evaluation of Damage to Skin and oriented so as to produce peeling or
Web Panels. Classify a skin or web tearing of the structure in flight.
panel as failed if any of the following
conditions exist: (4) The panel is secured by mecha-
nical fasteners. Three or more
(1) Damage exceeds the limits con- adjoining fasteners are sheared, pulled-
tained in Tables 4-2 thru 4-7, or if through, or missing.
damage is not tabulated and exceeds 25
percent of the panel area. (5) Twenty percent or more of the
total number of fasteners are similarly
(2) Damage to one panel is located damaged.
within 3 inches of damage in an adjoin-
ing panel. i. Evaluation of Damage to Sheet
Metal Ribs, Formers, Intercoastals, and
(3) The panel is severely deformed Channels. Classify a rib, former,
or buckled. intercostal, or channel as failed if
any of the following conditions exist:
(4) Damage to a panel exceeds the
damage limit. The damage extends across (1) Damage exceeds the limits con-
a stringer, frame, or former in an ad- tained in Tables 4-2 thru 4-7, or if
joining panel. Classify that panel as damage is not tabulated and exceeds 25
failed even if its damage is within percent of the structural section.
limits.
(2) Fasteners securing the com-
(5) The panel is on the outside of ponent are sheared, pulled-through, or
the aircraft where the damage is exposed missing in three or more adjoining loca-
to aerodynamic forces that can produce tions.
peeling or tearing of the structure in
flight. (3) More than 20 percent of the
total number of fasteners are similarly
(6) Fasteners securing the panel damaged.
are sheared, pulled-through, or missing
at three or more adjoining locations. j. Evaluation and Damage to Hatches,
Doors, and Door Jambs. Classify a
(7) Twenty percent or more of the damaged hatch, door, or door jamb as
total number of fasteners are similarly failed if any of the following con-
damaged. ditions exist:

h. Evaluaton of Damage to Honeycomb- (1) Damage exceeds limits

Sandwich Panels. Classify a honeycomb- tabulated Tables 4-2 thru 4-7.
sandwich structure as failed if any of
the following conditions exist: (2) Damage to the hatch, door, or
door jamb prevents it from being secured
(1) Damage exceeds limits adequately to the airframe.
tabulated in Tables 4-2 thru 4-7.
(3) Hinges and latches are damaged
(2) The panel is damaged to the and in danger of becoming unserviceable
extent that it cannot support the weight in flight.
of personnel, cargo, or equipment for
which it was designed. (4) The hatch or door shows signs
of severe overstress such as buckling or
(3) The panel is on the outside of misalignment.
the aircraft where it is exposed to
aerodynamic forces, and the damage is

4-30
 TM 55-1520-228-BD
AIRFRAME

Table 4-2. Damage Limits Forward Fuselage - Condition I

DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD ' CL' N WL ' N NOTES/CAUTIONS
Console, 1.00- 20.00- 5.06R- Caps, Stiffeners, (D’=NxCL) (D'=NxWL)
Forward 32.75 44.50 3.06L Doublers 1.05 2.10 10
1.00- 20.00- 5.06R-
32.75 44.50 3.06L Skins/Webs 2.5 5
32.75- 21.00- 5.06R- Caps, Stiffeners,
55.10 32.50 3.06L Doublers 0.15 0.30 10
32.75- 23.39- 5.06R-
44.00 32.50 3.06L Skins/Webs 2.5 5
32.75- 21.00- 5.06R- No Damage
44.00 23.39 3.06L Skin Allowed
Honeycomb 44.00- 21.00- 5.06R-
Panel 57.10 32.50 3.06L Honeycomb Panel 7.50 5
44.00- 21.00- 5.06R-
57.10 32.50 3.06L Panel Edges 0.20 0.40 10
Instrument
Panel 21.25- 44.15- 5.02R-
Shroud 37.57 51.95 3.02L Brace 1.25 2.50 10
Front
Seat 21.00- Honeycomb No Damage
Support 57.11 30.41 Bulkhead Allowed
Pilot's &
Copilot's 57.11- 19.45L-
Seat 74.54 30.41 22.15R Honeycomb Panel 3.5 5
Center
Bulkhead 30.29-
Section 73.04 54.89 Web 10.0 5 Behind Pilots
Center
Bulkhead 21.00- 10.65- Vertical Sum of Damage
Section 73.04 30.29 17.31L&R Stiffeners 2.0 4.0 - on All Elements
Pilot’s & Aft Attachment
Copilot’s 73.04 30.29 Angle No Damage Permitted
Collective 21.00- Support Bracket
Jackshaft 73.04 30.29 Channel 0.70 1.50 10
Pedestal 55.14- 20.00- 5.06R-
Structure 73.04 30.17 3.06L Webs 0.75 5

4-31
 TM 55-1520-228-BD
AIRFRAME
Table 4-2. Damage Limits Forward Fuselage - Condition I (Cont)
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD ‘ CL’ N WL' N NOTES/CAUTIONS
(D’=NxCL) (D’=NxWL)
Pedestal 55.14- 20.00- 5.06R-
Structure 73.04 30.17 3.06L Caps/Stiffeners 0.65 1.30 10
Lower 36.00- 20.00-
Shell 73.04 25.25 Honeycomb Panel 3.50 5
36.00- Inserts for Cyclic No Damage Within 3" Radius
73.04 20.00 & Pedal Controls of Insert
12.16& Forward Landing One Damaged Insert
73.00 20.00 14.58L&R Gear Attachments Permitted
Center 73.00- 20.00- 3.00L-
Post 87.85 72.00 3.00R Caps 0.25 0.50 10
73.00- 27.48- 3.00L- Side Webs and
87.85 72.00 3.00R Doublers 2.25 5
74.52- 54.50- 3.00L-
81.30 72.00 3.00R Web, Front 0 -
80.00- 62.00- 3.00L-
87.85 72.00 3.00R Splices 0 - -
73.00- 20.00- 3.00L-
87.85 72.00 3.00R Stiffeners 0.50 1.00 10
No Damage Within
Passenger 96.44- 29.92- 24.14L- Honeycomb Seat 3" of Gun Mounts
Seat 114.76 31.42 24.14R Panel 4.25 5 (If used)
96.44- 24.70- Honeycomb Side
114.76 29.92 23.08L&R Panels 1.5 5
20.00- 23.08L- Honeycomb Front
96.44 29.92 23.08R Panel 4.0 5
96.44- 20.00- 23.08L- Angles, Side,
114.76 29.92 23.08R Front Top, Bottom 0.25 0.50 10
Gun 0.00& Fittings and No Damage Permitted
Mounts 103.76 30.25 23.00L Fasteners (If Used)
Depression No Damage Permitted
Stop Within 3" Radius of
Attachment 104.55 30.25 5.85L Honeycomb Panel Attachments

4-32
 TM 55-1520-228-BD
AIRFRAME

Table 4-2. Damage Limits Forward Fuselage - Condition I (Cont)

DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD' CL' N WL' N NOTES/CAUTIONS
Passenger Flanges, Angles, (D’=NxCL) (D’=NxWL)
Seat Back 114.79- 31.42- Caps, Splices,
Bulkhead 122.20 72.00 Clips No Damage Permitted
117.90- 48.25-
122.20 72.00 Web 1.10 5
115.10- 35.39- 17.80L Honeycomb Door
117.70 49.98 17.80R Assembly 3.00 5
114.76- 31.42- Honeycomb Panel 1.50 5
117.70 49.98 Assembly 1.50 5
Bulkhead
FS130, 51.72- Inboard, Outboard
Upper 130 72.00 Frame Caps 0.30 0.60 10
51.72-
130 72.00 Frame Webs 2.40 5
51.72- Clips, Splices
130 72.00 Supports, Flanges 0.30 0.60 10
Bulkhead
FS130, 29.70-
Lower 130 51.52 Honeycomb Panel 8.00 5
20.00-
130 29.70 Honeycomb Panel 3.00 5
Aft Cabin 120.00- 50.04- Inner Skin
Enclosure 130.00 69.00 20.55L&R and Doublers 3.70 5
117.71- 50.04-
130.00 67.20 25.25L Outer Skin 6.00 5
117.71- 50.04- Outer Skin and
130.00 67.20 25.25R Door Panel 6.00 5
Intercoastals
117.71- 50.00- Between Inner &
130.00 72.00 25.25L&R Outer Skin 1.50 5
Angles, Supports,
117.71- 50.04- Flanges,
130.00 72.00 25.25L&R Stiffeners 0.50 1.00 10

4-33
 TM 55-1520-228-BD
AIRFRAME
Table 4-2. Damage Limits Forward Fuselage - Condition I (Cont)
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD ‘ CL' N WL' N NOTES/CAUTIONS
Aft Cabin 120.00- Gun Mount (D'=NxCL) (D'=NxWL)
Enclosure 130.00 63.71 20.00L Channel 1.00 2.00 10
Pylon
Support 98.80 73.93 7.52L&R Forward Support NO Damage Allowed
123.62 71.92 6.25L&R Aft Support No Damage Allowed
Cabin 80.46- 67.92- Beam, Left and
Roof Beam 130.00 71.96 3.00L&R Right No Damage Allowed
101.67& 67.92- Bulkheads
123.62 71.96 0 Between Beams No Damage Allowed
67.92- 3.00L- Bulkhead Skin
120.90 71.96 3.00R and Doubler 2.00 5
80.46- 3.00L- Bottom Skin and
130.00 67.92 3.00R Access Cover 0.75 5
Lower Radius and Edge
Cabin 7 3 . 1 8 - 20.00- 18.40L&R- of Honeycomb
-
Shell 113.00 25.25 Outboard Panel 1.00 5
No Damage Within
73.18- 18.40L- 3" Radius of
113.00 20.00 18.40R Honeycomb Panel 6.30 5 Inserts
No Damage Within
113.00- 20.00- 3" Radius of
130.00 54.65 Honeycomb Panel 6.30 5 Inserts
96.44 20.00 Splice 0.75 1.50 10
36.00- 20.00- Frames, Angles,
130.00 54.65 Stiffeners 0.50 1.00 10
Upper
Cabin 54.48-
Roof Shell 82.86 Top Skin 3.00 5
82.86-
125.00 Honeycomb Panels 3.00 5
120.40- 14.12L&R
130.00 -Outboard Honeycomb Panels 2.50 5
125.00- 14.12L-
130.00 14.12R Titanium Panel 2.50 5

4-34
 TM 55-1520-228-BD
AIRFRAME
Table 4-2. Damage Limits Forward Fuselage - Condition I (Cont)
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD' CL' N WL' N NOTES/CAUTIONS
(D’=NxCL) (D'=NxWL)
Upper Flanges, Formers,
Cabin 54.48- Stiffeners,
Roof Shell 130.00 Supports 0.60 1.20 10 I
Landing 73.00& 18.30& 13.30L&R Support Fitting
Gear 130.00 20.75 & 10.25L&R Flanges Damage Allowed On One Flange
Cross Tube Aft
130.00 20.75 10.25L&R Strap 0.31 0.62 -
Cross Tube
73.00 18.30 13.30L&R Forward Strap 0.10 0.20 -
73.00& 18.30& 13.30L&R Back-Up
130.00 20.75 & 10.25L&R Supports No Damage Allowed
Damage Allowed On One
73.00& 18.30& 13.30L&R Attachment Fasten- Fastener & Insert Per
130.00 20.75 & 10.25L&R ers and Inserts Fitting !
Jacking &
Tiedown Damage Limited By Jacking
Fittings Fitting Tiedown requirements
Anti-
Torque 5.04L-
Support 35.66 21.00 3.04R Fitting No Damage Allowed
Collective
Jackshaft
Bearing
Support 73.12 28.62 1.50L Fitting No Damage Allowed
Anti-
Torque
Support
Fitting 78.95 23.83 3.06L Fitting No Damage Allowed I

4-35
 TM 55-1520-228-BD
Damage Limits Aft Fuselage - Condition I AIRFRAME
Table 4-3.
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD' CL’ N WL' N NOTES/CAUTIONS
Upper 130.00- 72.00- 14.12- (D'=NxCL) (D’=NxWL)
Longeron 205.00 72.93 4.72L&R Channel No Damage Allowed
130.00&
167.00 Splice No Damage Allowed
Tail Boom Attach
205.00 Fittings No Damage Allowed
Center 130.00- 51.67- 25.5-
Longeron 206.35 61.76 2.79L&R Angle and Channel No Damage Allowed
130.00 51.67 Splice No Damage Allowed
Tail Boom Attach
206.35 61.76 Fittings No Damage Allowed
Lower 130.00- 29.40- 22.50-
Longeron 192.84 44.50 1.10L&R Angle No Damage Allowed

130.00 29.40 Splice No Damage Allowed

Lower
Aft 130.00- Longeron
Fuselage 206.35 Upward Stiffeners 0.52 1.04 10
Lower
Longeron
130.00- to Upper
206.35 Longeron Skin 3.0 5
Lower
130.00- Longeron
206.35 Upward Doublers 3.0 5
Lower
130.00- Longeron Same Limits As Attaching
206.35 Upward Clips Structure
Tail Boom 192.84- 73.34-
Access Door 205.76 61.76 Skin 8.0 5
179.92 - 8.33L-
Deck 205.76 72.00 8.33R Skin 3.0 5
167.00 - l0.l8L- Honeycomb Support No Damage Within
Oil Cooler 179.92 72.00 10. 18R Panel 200 5 3" of Inserts
171.50 72.00 0 Pan & Drain No Damage Allowed

4-36
 TM 55-1520-228-BD
AIRFRAME

Table 4-3. Damage Limits Aft Fuselage - Condition I (Cont)

DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD‘ CL’ N WL’ N NOTES/CAUTIONS
Anti- (D’=NxCL) (D’=NxWL)
Torque 179.92- 58.27- Support and
Support 181.62 73.37 0.88R Fittings No Damage Allowed
130.00- 14.12L- Horizontal
Engine Pan 167.00 71.74 14.12R Stiffeners 1.00 2.00 10
130.00- 14.12L-
167.00 71.74 14.12R Web & Drain No Damage Allowed
130.00- 14.12L 1/3 of Welds May
167.00 71.74 14.12R Spot Weld Damage Be Damaged
Doublers, Splices
130.00- 14.12L- Vertical
167.00 71.74 14.12R Stiffeners 0.75 1.50 10
130.00- 51.67- 25.00L&R-
Canted Web 192.84 59.98 7.00L&R Stiffeners 1.15 2.30 10
130.00- 51.67- 15.00L&R
192.84 59.98 7.00L&R Web 4.75 5
192.84- 7.00L&R
Shear Web 206.35 60.00 4.00L&R Stiffeners 0.15 0.30 10
192.84- 7.00L&R
206.35 60.00 4.00L&R Webs 3.00 5
Electrical Damage Allowed to One
Compartment 130.00- 29.47- Insert in Each Group
Floor 167.00 34.46 Inserts of Four
No Damage Within
130.00- 29.47- 2" of Effective
167.00 34.46 Honeycomb 10.00 5 Inserts
142,154
167,179
Bulkheads 192 Frame Section 0.75 1.50 10
142,154
167,179 Stiffeners, Clips
192 Doublers 0.50 1.00 10
142,154
167,17
192 Splices No Damage Allowed

4-37
 TM 55-1520-228-BD
AIRFRAME
Table 4-3. Damage Limits Aft Fuselage - Condition I (Cont)
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD‘ CL’ N WL‘ N NOTES/CAUTIONS
(D’=NxCL) (D’=NxWL)
Bulkhead 205.74 Frame Section 0.40 0.80 10
205.74 Angles, Clips 0.50 1.00 10
Engine
Mount
Support 130.00 8.465L&R Back-Up Structure No Damage Allowed
130.00 3.50L&R Fitting No Damage Allowed
142.33 72.00 12.96L&R Fitting No Damage Allowed

Table 4-4. Damage Limits Tail Boom and Landing Gear - Condition I

COMPONENT/ LOCATION
MEMBER BS WL BL NOTES/CAUTIONS
31.94-
Tail Boom 42.59 Intercoastals No Damage Allowed
Attachment
31.92 Fittings No Damage Allowed
At Any
Circurm- No Damage
31.87- ference Allowed
164.10 Skin 3.0 5 BS164.10-182.40
31.87,
42.59,
79.82,
98.29,
116.84,
150.22 Bulkheads No Damage Allowed
174.10,
182.40 Bulkheads 0.85 1.70 10
174.10,
182.40
-
Fin Supports 0.17 0.34 10
174.10- Gearbox
182.40 Mounting Plate No Damage Allowed

4-38
 TM 55-1520-228-BD
AIRFRAME
Table 4-4. Damage Limits Tail Boom and Landing Gear - Condition I (Cont) 4-39
Table 4-5. Damage Limits forward Fuselage - Condition II
 TM 55-1520-228-BD
Table 4-5. Damage Limits Forward Fuselage - Condition II (Cont) AIRFRAME
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD ‘ CL’ N WL' N NOTES/CAUTIONS
(D’=NxCL) (D’=NxWL)
Honeycomb 44.00- 21.00- 5.06R-
Panel 57.10 32.50 3.06L Panel Edges 0.35 0.70 5
Instrument
Panel 21.25- 44.15- 5.02R-
Shroud 37.56 51.95 3.02L Brace 1.50 3.00 5
Does Not Include
Front Seat 21.00- Honeycomb Manufacturer’s
Support 57.11 30.41 Bulkhead 1.05 5 Holes
Pilot's &
Copilot’s 57.11- 19.45L-
Seat 74.54 30.41 22.15R Honeycomb Panel 8.50 5
Center
Bulkhead 30.29-
Section 73.04 54.89 Web 12.00 5
21.00- 10.64- Vertical
73.04 30.29 17.31L&R Stiffeners 2.20 4.40 -
Pilot’s &
Copilot’s Aft Attachment
Seat 73.04 30.29 Angle 0.70 1.40 5
Collective 21.00- Support Bracket
Jackshaft 73.04 30.29 Channel 1.00 2.00 5
Pedestal 55.14- 20.00- 5.06R-
Structure 73.04 30.17 3.06L Webs 1.10 5
55.14- 20.00- 5.06R-
73.04 30.17 3.06L Caps/Stiffeners 0.85 1.70 5
Lower 36.00- 20.00-
Shell 73.00 25.25 Honeycomb Panel 4.50 5
Inserts for No Damage in One Set of
36.00- Cyclic and Controls Within 3“ Radius
73.00 20.00 Pedal Controls of Inserts
12.16 & Forward Landing Two Diagonal Inserts May
73.00 20.00 14.58L&R Gear Attachments Be Damage
Center 73.00- 20.00- 3.00L-
Post 85.85 72.00 3.00R Caps 0.75 1.50 5

4-40
 TM 55-1520-228-BD
AIRFRAME

Table 4-5. Damage Limits Forward Fuselage - Condition II (Cont)

COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD ‘ CL’ N WL’ N NOTES/CAUTIONS
(D’=NxCL) (D’=NxWL)
Center 73.00- 24.48- 3.00L Side Webs and
Post 87.85 72.00 3.00R Doublers 4.50 5
74.52- 54.50- 3.00L
81.30 72.00 3.00R Front Web 2.50 5
80.00- 62.00- 3.00L-
87.85 72.00 3. 00R Splices 0.75 1.50 5
73.00- 20.00- 3.00L-
87.85 72.00 3.00R Stiffeners 0.75 1.50 5
No Damage Within
Passenger 96.44- 29.92- 24.14L- Honeycomb Seat 3" of Gun Mount
Seat 114.57 31.42 24.14R Panel 10.00 5 (If Used)
96.44- 24.70- Honeycomb Side
114.76 29.92 23.08L&R Panels 2.00 5
20.00- 23.08L- Honeycomb Front
96.44 29.92 23.08R Panel 4.5 5
Angles, Side,
96.44- 20.00- 23.08L- Front, Top,
114.76 29.92 23.08R Bottom 0.60 1.20 5
0.00 & Fittings and No Damage Permitted
Gun Mounts 103.76 30.25 23.00L Fasteners (If Used)
Depression No Damage Permitted
stop Within 1-1/2” Radius
Attachment 104.55 30.25 5.85L Honeycomb Panel of Attachments
Passenger Flanges, Angles,
Seat Back 114.79 - 31.42- Caps, Splices,
Bulkhead 122.20 72.00 Clips 0.50 1.00 5
117.90 - 48.25-
122.20 72.00 Web 1.40 5

115.10 - 35.39- 17.80L- Honeycomb Door

117.70 49.98 17.80R Assembly 6.00 5
114.76 - 31.42- Honeycomb Panel
117.70 49.98 Assembly 2.00 5

4-41
 TM 55-1520-228-BD
AIRFRAME
Table 4-5. Damage Limits Forward Fuselage - Condition II (Cont)
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD‘ CL' N WL' N NOTES/CAUTIONS
(D'=NxCL) (D‘=NxWL)
Bulkhead
FS130, 51.72- Inboard, Outboard
Upper 130 72.00 Frames, Webs 0.60 1.20 5
51.72-
130 72.00 Frame, Webs 3.00 5
51.72- Clips, Splices
130 72.00 Supports, Flanges 0.60 1.20 5
Bulkhead, 29.70-
FS130,
Lower 130 51.52 Honeycomb Panel 12.00 5
20.00-
130 29.70 Honeycomb Panel 4.00 5
Aft Cabin 120.00- 50.04- Inner Skin
Enclosure 130.00 69.00 20.55L&R and Doublers 5.30 5
117.71 - 50.04-
130.00 67.20 25.25L Outer Skin 7.50 5
117.71 - 50.04- Outer Skin and
130.00 67.20 25.25R Door Panel 7.50 5
Intercoastals
117.71- 50.00 Between Inner
130.00 72.00 25.25L&R & Outer Skin 2.00 5
Angles, Support,
117.71 - 50.04- Flanges,
130.00 72.00 25.25L&R Stiffeners 0.70 1.40 5
Aft Cabin 120.00-
Enclosure 130.00 63.71 20.00L Gun Mount Channel 1.50 3.00 5
Pylon
Support 98.80 73.93 7.52L&R Forward Support No Damage Allowed
123.62 71.92 6.25L&R Aft Support No Damage Allowed
Cabin
Roof 80.46- 67.92- Beam, Left and
Beam 130.00 71.96 3.00L&R Right No Damage Allowed

101.67& 67.92- 0 Bulkheads

123.62 71.96 Between Beams No Damage Allowed

4-42
 TM 55-1520-228-BD
AIRFRAME

Table 4-5. Damage Limits Forward Fuselage - Condition II (Cont)

COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD‘ CL' N WL' N NOTES/CAUTIONS
Cabin (D'=NxCL) (D'=NxWL)
Roof 67.92- 3.00L- Bulkhead Skin
Beam 120.90 71.96 3.00R and Doublers 2.75 5
80.46- 3.00L- Bottom Skin and
130.00 67.92 3.00R Access Cover 1.00 5
Lower Radius and Edge
Cabin 73.18- 20.00- 18.40L&R- of Honeycomb
Shell 113.00 25.25 Outboard Panel 1.50 5
No Damage Within
73.18- 18.40L 3" Radius of
113.00 20.00 18.40R Honeycomb Panel 10.00 5 Inserts
No Damage Within
113.00- 20.00- 3" Radius of
130.00 54.65 Honeycomb Panel 10.00 5 Inserts
96.44 20.00 Splice 1.50 3.00 5
36.00- 20.00- Frames, Angles
130.00 54.65 Stiffeners 0.75 1.50 5
Upper Cabin 54.48-
Roof Shell 82.86 Top Skin 4.50 5
82.86-
125.00 Honeycomb Panels 4.50 5
120.40 - 14.12L&R-
130.00 Outboard Honeycomb Panels 3.00 5
125.00 - 14.12L-
130.00 14.12R Titanium Panel 3.00 5
Flanges, Formers,
54.48- Stiffeners,
130.00 Supports 0.75 1.50 5
Landing 73.00& 18.30& 13.30L&R & Support Fitting Damage Allowed on Two
Gear 130.00 20.75 10.25L&R Flanges Diagonal Tabs
Cross Tube Aft
130.00 20.75 10.25L&R Strap 0.63 1.26 5
Cross Tube
73.00 18.30 13.30L&R Forward Strap 0.35 0.70 5
73.00& 18.30& 13.30L&R & Back-Up
130.00 20.75 10.25L&R Support No Damage Allowed

4-43
TM 55-1520-228-BD
AIRFRAME
4-44 Table 4-5. Damage Limits Forward Fuselage - Condition II (Cont)
Table 4-6. Damage Limits Aft Fuselage - Condition II
 TM 55-1520-228-BD
AIRFRAME
4-45
Table 4-6. Damage Limits Aft Fuselage - Condition II (Cont)
 TM 55-1520-228-BD
Table 4-6.Damage Limits Aft Fuselage - Condition II (Cont) AIRFRAME
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD' CL' N WL' N NOTES/CAUTIONS
(D'=NxCL) (D'=NxWL)
192.84 - 7.00-
Shear Web 206.35 60.00 4.00L&R Stiffeners 0.40 0.80 5
192.84- 7.00-
206.35 60.00 4.00L&R Webs 3.60 5
Electrical Damage Limited to Two
Compartment 130.00- 29.47- Inserts in Each Group
Floor 167.00 34.46 Inserts of Four
No Damage Within
130.00- 29.47- 2" of Effective
167.00 34.46 Honeycomb 15.0 5 Inserts
142,154
167,179
Bulkheads 192 Frame Section 1.10 2.20 5
142,154
167,179 Stiffeners,
192 Clips, Doublers 0.70 1.40 5
142,154
167,179
192 Splices No Damage Allowed
Bulkhead 205.74 Frame Section 1.50 3.00 5
205.74 Angles, Clips 0.70 1.40 5
Engine
Mount
Support 130.00 8.465L&R Back-Up Structure No Damage Allowed
130.00 3.50L&R Fitting No Damage Allowed
142.33 72.00 l2.96L&R Fitting No Damage Allowed

4-46
 TM 55-1520-228-BD
AIRFRAME

Table 4-7. Damage Limits Tail Boom and Landing Gear - Condition II
DAMAGE LIMITS
COMPONENT/ LOCATION ELEMENT CAP/FLANGE SKIN/WEB
MEMBER FS WL BL CD ‘ CL’ N WL’ N NOTES/CAUTIONS
31.92- (D'=NxCL) (D'=NxWL
Tail Boom 42.59 Intercoastals No Damage Allowed
Attachment
31.92 Fittings No Damage Allowed
At Any
Circum- No Damage
31.87- ference Allowed
164.10 Skin 6.00 5 BS164.10-182.40
31.87,
42.59,
79.82
98.29
116.84
150.22 Bulkheads 1.00 2.00 5
174.10-
182.40 Bulkheads 1.05 2.10 5
174.10-
182.40 Fin Supports 0.50 1.00 5
174.10- Gearbox
182.40 Mounting Plate No Damage Allowed
174010- Bell Crank
182.40 Support No Damage Allowed
31.87- Driveshaft Sup-
182.40 port and Hangers No Damage Allowed
Stabilizer 84.57 Spar 1.50 3.00 5
Fin Honeycomb Panels 4.50 5
Fin to Antenna
Attaching Flanges 2.60 5.20 5
No Damage Within 3" of
Fin to Boom Inserts
Tail Skid Tube Fitting No Damage Restrictions
Landing
Gear Skid Tube 13.50 5
Fwd & Aft
Cross Tubes 11.50 5

4-47
TM 55-1520-228-BD
AIRFRAME

(5) There are large holes or (1) The firewall shows sign of
cracks in an area of the door or hatch severe overstress such as buckling and
exposed to the windstream, and peeling misalignment.
or tearing of the material in flight is
probable. (2) Fasteners securing the fire-
wall to the upper deck structure are
(6) Fasteners holding major com- sheared, stripped, pulled-through, or
ponents of the hatch, door, or door jamb missing at three or more adjoining loca-
together are sheared, pulled-through, or tions.
missing at three or more adjoining
locations. (3) Twenty percent or more of the
total number of fasteners are similarly
(7) More than 20 percent of the damaged.
total number of fasteners are similarly
damaged. (4) Damage to the supporting frame-
work causes the firewalls to be loose
k. Evaluation of Damage to Fairings and subject to collapsing in flight.
and Cowlings. Classify a damaged
fairing or cowling as failed if any of (5) There are large holes or
the following conditions exist: cracks in the firewall that would pre-
vent the firewall from containing a
(1) Damage to the fairing and fire.
cowling or its attaching structure pre-
vents it from being adequately secured m. Assessing the Effect of Structural
to the airframe. Damage on Other Aircraft Systems.

(2) The fairing and cowling shows (1) The assessment standards pro-
signs of severe overstress such as vided basically concern the air-
crushing, buckling, or misalignment. worthiness and flight capability of the
OH-58 airframe. However, every member
(3) Tracks, rollers, hinges, or of the airframe has a structural and/or
latches are damaged in danger of functional purpose. Even those members
becoming unserviceable in flight. which are unessential to airworthiness
may have an important function related
(4) Fasteners securing the fairing to the integrity and performance of
and cowling are sheared, stripped, other aircraft systems and components.
pulled-through, or missing at three or Some of these effects have been con-
more adjoining locations. sidered and are reflected in the
assessment standards.
(5) Twenty percent or more of the
total number of fasteners are similarly (2) The assessor is responsible
damaged. for working with other specialists to
determine if damage to airframe
(6) There are large cracks or structures will overstress, damage, or
holes in an area of the fairing and degrade the performance of other system
cowling exposed to the windstream, and components. All of the system hardware
peeling or tearing of the material in near the damage should be evaluated for
flight is probable. these possible effects. Among the types
of conditions to consider are as follows:
1. Evaluation of Damage to Firewalls.
Classify a damaged firewall as failed if
any of the following conditions exist:

4-48
 TM 55-1520-228-BD
AIRFRAME

(a) Structural movement which classify the structure as failed even if

might change the location or alignment the physical damage is within allowable
of a component. Controls and drive- limits.
shafts will be particularly critical.
4-14. BDAR REPAIR PROCEDURE INDEX.
(b) Structural damage which
could affect the security of wire PARA.
bundles and fluid lines, causing them to
vibrate, chafe, and fatigue during Skin/Stiffener Damage. . . . . 4-16
flight. Cap, Skin, Web, Doubler
Damage. . . . . . . . . . . 4-17
(c) Damaged structure which Cap or Longeron Damage . . . . 4-18
might interfere with the free travel or Frame, Bulkhead, Skin and
movement of a system component during Stringer Damage. . . . . . . 4-19
operation. Honeycomb Core Floor or
Panel Damage . . . . . . . . 4-20
(3) If the assessor determines Windshield/Window Damage . . . 4-21
that structural damage will or might Tail Boom Skin Damage . . . . 4-22
create any of the above conditions,

Section II. EXPEDIENT STRUCTURAL REPAIRS

4-15. GENERAL. c. Fasteners. BDAR can be carried

out using any form of fastening device,
a. Many of these expedient repairs which is available at the time (e.g.,
will restore the airframe to condition nuts, bolts, rivets, etc.), as long as
1. Inspection for damage growth will strength requirements are met. Use
generally be required after every accepted practices regarding fastener
flight, and damage should be repaired edge distance and spacing. The faste-
as soon as practical by standard main- ners used in a single repair should be
tenance procedures. of the same type.

b. Multiple Damage. Special atten- d. Metal Selection. All repair

tion should be given to structural com- patches should be manufactured from
ponents which have sustained damage in material of the same or similar specifi-
multiple locations. It is essential cation as the damaged area but at least
that damage to an individual structural one gauge or 10 percent thicker. When
item not be considered by itself. Suit- required repair materials are una-
able repair will often depend on the vailable, substitutions can often be
condition of the adjacent structure. In made to produce a desired strength.
some cases, undamaged adjacent structure Table 4-8 cross lists various types of
may satisfactorily take the load of the metal and instructions on how to substi-
damaged item. Since time is an over- tute one type of metal for another.
riding consideration on the battlefield, Alternate repair materials can be
BDAR airframe repairs are usually per- obtained from scrapped aircraft. It is
formed on the outside of the aircraft to also permissible to fabricate from
save the time required to gain access to thinner gauge material and use multiple
the interior. If, however, access to the thickness.
interior damaged structure is already
available, inside BDAR repairs may be
made.

4-49
Table 4-8. Metal Substitution Chart TM 55-1520-228-BD
AIRFRAME

4-50
 TM 55-1520-228-BD
AIRFRAME

NOTE g. Special Repair Techniques. One

method to create a complex curve in a
. Steel and aluminum are incom- normally straight angle or T - Profile
patible materials and normally member is to place appropriate cuts and
require special precautions. stop drill holes to allow bends, as
However, for BDAR, this is an given in Figure 4-16. This field expe-
acceptable usage. dient procedure will allow former repair
from stray stock.
. Refinements to patch repairs,
such as countersunk fasteners, 4-16. SKIN-STIFFENER DAMAGE.
chamfered edges, anti-corrosive
treatment, and radius corners GENERAL INFORMATION: These repairs are
of the patches are unnecessary. applicable to any skin-stiffener/
stringer structure such as the fuselage,
e. External patch repairs generally fairings, and many secondary structures
will meet strength criteria for effec- other than sandwich construction.
tive BDAR. Sometimes these repairs must
take into consideration the clearance of OPTION 1: Patch Plate and Substitute
moving parts (e.g., control surfaces, Stiffener/Stringer.
doors, etc). In low stress areas,
patches may only be necessary to provide LIMITATIONS: None - Condition 1. Inspect
aerodynamic shape to prevent ram air after every flight for damage growth.
effect or to keep water out. Damage in
these areas can be covered with thin PERSONNEL/TIME REQUIRED:
gauge metal or Army green tape. In some 2 Soldiers
areas, negligible damage can be ignored. 2 Hours
Use environmental protection for exter-
nal repairs if possible. Where an MATERIALS/TOOLS REQUIRED:
access hole is large or can be made Substitute Stiffener or Stringer
larger for internal repair, an internal Section
or external repair may be used. Skin Patch
External repairs should be aligned Cherry Rivets (item 37, Appx C)
within 15° either side of the direction
of air flow. PROCEDURAL STEPS:
f. General Repair Requirements. 1. Remove sections of the aircraft skin
Restore structural continuity by and stiffener/stringer containing the
restoring original structure or by damage. Smooth and round the cutout.
bridging the damage. Original strength Cleanup ends of the stiffener/stringer.
should be restored if possible. Weight Stop drill any remaining cracks, Figure
and appearance are unimportant in battle 4-17.
damage repair. Structural stiffness
should be sufficient to assure loads are 2. Cut and fit a skin patch one gauge
properly distributed and to avoid thicker allowing overlap for at least
serious vibrations. Use shims to avoid two rows of rivets, Figure 4-18.
joggles. Avoid hand formed and fitted
parts. Where a stringer/stiffener is
light (1-1/2 X 1-1/2 X 0.060 inches or
less) and the stringers on either side
of the damage or fracture are sound,
apply a skin patch 2 gauges thicker over
the damaged area.

4-51
TM 55-1520-228-BD
AIRFRAME

Figure 4-16. Typical Former Repair (Sheet 1 of 2)

4-52
 TM 55-1520-228-BD
AIRFRAME

Figure 4-16. Typical Former Repair (Sheet 2 of 2)

4-53
TM 55-1520-228-BD
AIRFRAME

Figure 4-17. Cutout In Damaged Skin

3. Cut a piece of substitute stringer NOTE

or stiffener to extend a minimum of six
fasteners beyond the damage on each end. Stiffener can be placed on out-
Use an angle, channel, or z-angle extru- side; however, this configuration
sion, if available, with a cross section is nonpreferred.
and strength equal to or larger than the
existing stiffener/stringer. Sometimes 7. Record BDAR action taken. When
a single substitute stringer or stif- mission is complete, as soon as
fener can be extended to provide support practical, repair the equipment/system
for several damages. This is better using standard maintenance procedures.
than individual repairs, as it will
stiffen the airframe. OPTION 2: Tape Repair.
4. Remove rivets in the existing LIMITATIONS: Repair may only be
stiffener/stringer and back drill rivet used on secondary structure to keep
holes in the substitute stiffener/ moisture out. No damage to
stringer to match existing holes. stiffener/stringer allowed.
Attempt to interpitch new fasteners
within the existing rivet pattern PERSONNEL/TIME REQUIRED:
if the area is inaccessible for 1 Soldier
back-drilling. 30 Minutes

5. Rivet the substitute stiffener/ MATERIALS/TOOLS REQUIRED:

stringer in place, Figure 4-18, using Army Green Tape (item 50, APPX C)
the same size or larger rivets as those or Aluminum Tape
removed.

6. Rivet patch plate over hole using

same size as existing rivets.

4-54
 TM 55-1520-228-BD
AIRFRAME

Figure 4-18. Patch Plate

PROCEDURAL STEPS: PERSONNEL/TIME REQUIRED:

2 Soldiers
1. Smooth off ragged edges on 2 Hours
damaged skin.
MATERIALS/TOOLS REQUIRED:
2. Tape over hole. Use several Patch Plate
layers as necessary, and overlap Cherry Rivets (item 38, Appx C)
onto skin well beyond damaged area.
PROCEDURAL STEPS:
3. Record BDAR action taken. When
mission is complete, as soon as 1. Remove sections of the aircraft
practical, repair the equipment/system containing the damage. Smooth and
using standard maintenance procedures. round the cutouts. Stop-drill any
remaining cracks, Figure 4-19.
4-17. CAP, SKIN, WEB, DOUBLER
DAMAGE. 2. Cut and fit a patch plate one
gauge thicker and of the same material
GENERAL INFORMATION: Much of the as the damaged structure. The plate
fuselage construction is relatively thickness should be based on the thick-
light built-up structure. Small est part of the damaged area. The patch
damage will likely exceed the plate should be large enough to allow
allowable limits and will require installation of the required fasteners
repair. A patch plate can often be on all sides. Cut and fit shims to fill
used to repair the damage. gaps.

LIMITATIONS: None - Condition 1.

Inspect after every flight for
damage growth.

4-55
TM 55-1520-228-BD
AIRFRAME

Figure 4-19. Typical Patch Plate Repair

4-56
 TM 55-1520-228-BD
AIRFRAME
3. Install a minimum of six rivets in PROCEDURAL STEPS:
each row on each damaged end of major
structure such as caps, extrusions, etc. 1. Remove sections of the aircraft skin
Remove existing rivets and back drill containing the damage. Do not cut cap
holes in the patch plate if the area is or longeron, but cut off ragged ends,
accessible. If back drilling is not Figure 4-20.
practical, it may be possible to
interpitch new rivets between existing 2. Make a patch plate. Plate should be
rivets. Use same size rivets or as strong or stronger than original
oversize rivets if necessary. skin. Overlap the hole for at least 2
rows of rivets.
4. Install two rows of rivets around
patch plate in webs and skins using 3. Cut a piece of substitute cap or
same size as adjacent rivets in webs longeron to extend at least six faste-
and skin. ners on all rows fore and aft of damaged
section. Sometimes a single substitute
5. Record BDAR action taken. When cap or longeron can be extended to pro-
mission is complete, as soon as vide support for several damages. This
practical, repair the equipment/system is better than individual repairs, as it
using standard maintenance procedures. will stiffen the airframe.

4-18. CAP OR LONGERON DAMAGE. 4. In the areas where the substitute

cap or longeron will overlap on the
GENERAL INFORMATION: Nondeferrable cap damaged cap or longeron sections, remove
or longeron damage may be substantial, rivets which attach the damaged cap or
combined with skin damage. It will longeron to skin. Back drill rivet
generally be necessary to repair the cap holes on the substitute cap or longeron
or longeron first and then the skin. It to match existing holes on the damage
may not be necessary to repair the skin cap or longeron.
for structural reasons, but generally
skin repair is recommended to make a 5. Rivet the substitute cap or longeron
watertight repair. in place using the same size or larger
rivets as those removed in step 4.
LIMITATIONS: None - Condition 1. Inspect
after every flight for damage growth. 6. Rivet patch plate over hole using
blind rivets. Use same size rivets as
PERSONNEL/TIME REQUIRED: existing rivets.
2 Soldiers
2 Hours NOTE

MATERIALS/TOOLS REQUIRED: Stiffener can be placed on out-

Longeron or Cap - Sections used in side; however, this configuration
outside repairs should be angular or is nonpreferred.
channel shaped. The strength of the
new cap or longeron should be at least 7. Record BDAR action taken. When
that of the damaged cap or longeron. mission is complete, as soon as
Refer to Table 4-8 for substitute practical, repair the equipment/system
materials to use on repair if a using standard maintenance procedures.
longeron or cap section is not
available.
Skin Patch
Blind Rivets (item 41, Appx C)

4-57
TM 55-1520-228-BD
AIRFRAME

Figure 4-20. Expedient Cap/Longeron Repair

4-58
 TM 55-1520-228-BD
AIRFRAME

4-19. FRAME, BULKHEAD, SKIN, AND the repair strap will overlap on the damaged
STRINGER DAMAGE. bulkhead flange and stringer, remove rivets and
back drill if the area is accessible. If back drilling
GENERAL INFORMATION: A damaged flange is not feasible, interpitch new rivets between
on a bulkhead or frame could be repaired from existing rivets.
the outside in the same way as is a cap or
longeron. However, it is not desirable to have a 4. Rivet the repair strap to the bulkhead or
section on the outside of the aircraft sticking out frame flange and stringer using the same size or
normal to the airstream. Frame flanges are larger rivets. Rivet the strap to the skin using two
therefore repaired by applying a strap over the rows of rivets around the perimeter using the
damage. If the damage to a highly loaded same size rivets as in adjacent skin-flange
bulkhead is severe, then treat it like a cap and let structure.
the section stick out in the airstream.
5. Record BDAR action taken. When mission is
OPTION 1: Patch Plate Repair for Small complete, as soon as practical, repair the
Damage. equipment/system using standard maintenance
procedures.
LIMITATIONS: None – Condition 1.
Inspect after every flight. OPTION 2: Combination Repair for Major
Frame or Bulkhead Damage.
PERSONNEL/TIME REQUIRED:
2 Soldiers LIMITATIONS: None — Condition 1.
2 Hours Inspect after every flight.

MATERIALS/TOOLS REQUIRED: PERSONNEL/TIME REQUIRED:

Repair Strap 2 Soldiers
Cherry Rivets (item 41, Appx C) 3 Hours
Tape or Skin Patch
MATERIALS/TOOLS REQUIRED:
PROCEDURAL STEPS: Filler Patch
Repair Doubler
1. Stop drill all cracks, Figure 4-21. Skin Patch
Cherry Rivets (item 41, Appx C)
2. Cover the damage with tape. Be sure to
cover the ends of all cracks. PROCEDURAL STEPS:

3. Fabricate a repair strap using thick sheet 1. Remove sections of the skin and frame or
metal. The sheet metal should be 2 X thickness bulkhead containing the damage. Smooth and
of the original flange material, skin, and stringer. round the cutouts, Figure 4-22.
The strap should be wide enough to cover
damaged area and to allow at least two rows of 2. Cut and fit repair doubler for frame or
rivets on the skin, and a minimum of six rivets in bulkhead. Cut skin patch allowing overlap for at
the undamage portion of damaged stringers. The least two rows of rivets. Repair patch and
strap should be long enough to overlap both doubler should be the same material and one
ends of the damaged bulkhead or frame flange gauge thicker than original material.
by six rivets on each end. In the areas where

4-59
TM 55-1520-228-BD
AIRFRAME

Figure 4-21. Repair of Damaged Bulkhead Flange

4-60
 TM 55-1520-228-BD
AIRFRAME

Figure 4-22. Typical Combination Repair (Sheet 1 of 2)

4-61
TM 55-1520-228-BD
AIRFRAME

Figure 4-22. Typical Combination Repair (Sheet 2 of 2)

4-62
 TM 55-1520-228-BD
AIRFRAME

3. Remove existing rivets where the 3. Record BDAR action taken. When
repair parts will overlap existing mission is complete, as soon as
rivets If the area is accessible for practical, repair the equipment/system
back-drilling holes. If not, install using standard maintenance procedures.
rivets between existing rivets if space
permits. OPTION 2: 2 to 8 Inch Damage, One Skin
and Core.
4. Rivet the repair parts in place
using original diameter rivets or larger LIMITATIONS: None.
if necessary.
PERSONNEL/TIME REQUIRED:
5. Record BDAR action taken. When . 1 Soldier
mission is complete, as soon as ● 90 Minutes

practical, repair the equipment/system

using standard maintenance procedures. MATERIALS/TOOLS REQUIRED:
● Metal Set or Equivalent Filler

4-20. HONEYCOMB CORE FLOOR OR PANEL Compound (item 2, Appx C)

DAMAGE. ● Patch Plate

● Cherry Rivets (item 38, Appx C)

GENERAL INFORMATION: . Solvent Cleaner; Naptha (item 5,

Appx C) or Equivalent
a. Part of the bottom shell, top
deck, shelves, interior panels, and the PROCEDURAL STEPS:
fin panels are honeycomb core struc-
tures. 1. Remove damaged skin and core, Figure
4-24. Clean surface 6 inches around
b. Various repair options are given holes with cleaner. The maximum damaged
for a range of damage size. area that may be cut out is 8 inches.

OPTION 1: Small Damage to One Skin and 2. Make a patch plate as shown in Figure
Core or Both Skins and Core - Less Than 4-25. Make plate 2 inches larger than
2 Inches Maximum Diameter. cutout. Lay out and drill rivet pattern.

LIMITATIONS: Procedure is designed only 3. Completely fill void with metal set
to keep moisture out. No additional fill compound. Add slight excess to
strength has been added. allow for shrinkage.

PERSONNEL/TIME REQUIRED: 4. Apply metal set to area between the

. 1 Soldier patch plate and panel. Assemble to
. 15 Minutes panel with 1/8 blind rivets.

MATERIALS/TOOLS REQUIRED: 5. Record BDAR action taken. When

. Army Green Tape (item 47, Appx C) mission is complete, as soon as
or Aluminized Tape practical, repair the equipment/system
using standard maintenance procedures.
PROCEDURAL STEPS:
OPTION 3: Damage to Both Skins and
1. Remove ragged edges, Figure 4-23. Core, 2-8 Inch, Only One Side of Panel
is Accessible.
2. Apply tape over repair to keep out
moisture. LIMITATIONS: None.

4-63
TM 55-1520-228-BD
AIRFRAME
2“ MAX

Figure 4-23. Damaged Honeycomb Core Panel,

Small Damage to One Skin and Core

Figure 4-24. Damaged Honeycomb Core Panel,

2-8 Inch Damage - One Skin and Core

MAKE PATCH FROM 2024-T3

OR 7075-T6 ALCLAD ALUMINUM

1/8” CHERRY RIVET

2 DIA EDGE DISTANCE
4 DIA RIVET SPACING
THRU ONE SKIN ONLY
PATCH
REPAIR PATCH
AND FASTENERS
AND SEALANT

FILLER COMPOUND

Figure 4-25. Repaired Honeycomb Core Panel,

2-8 Inch Damage - One Skin and Core

4-64
 TM 55-1520-228-BD
AIRFRAME

PERSONNEL/TIME REQUIRED: MATERIALS/TOOLS REQUIRED:

●1 Soldier . 2 Patch Plates
. 2 Hours ● Cherry Rivets

MATERIALS/TOOLS REQUIRED: PROCEDURAL STEPS:

. Drill with No. 30 Bit
● Router 1. Remove damaged skin and core, Figure
● Metal Set (item 2, Appx C) or 4-28. Clean top and bottom skins 6
Equivalent Filler Compound inches around holes with cleaner. The
●2 Patch Plates maximum damaged area that may be cut out
. Cherry Rivets (item 38, Appx C) is 12 inches.
● Rivet Gun
● Solvent (item 47, Appx C) 2. Make two patch plates, 0.04 inch or
thicker, as shown in Figure 4-28. (If
PROCEDURAL STEPS: damage is in an area where installing an
interior patch is not possible or where
1. Remove damaged skin and core using a sharp edges from rivets on an interior
router to route all damage on outer and patch might cause damage, a single
inner skins. Enlarge the hole on the exterior patch plate, 0.05 inch thick,
outer skin and honeycomb so that a 1 may be used.) Make plates 2 inches
Inch rim surface of the inner skin is larger than the cutout. Lay out and
exposed, as shown in Figure 4-26. drill a rivet pattern, two rows, as
shown.
2. Make two patch plates. One patch
plate is for inner skin; the other for 3. Assemble with 2 rows of cherry rivets.
the outer skin, Figure 4-27.
4. Record BDAR action taken. When
3. Apply sealant to exposed surface of mission is complete, as soon as
inner skin. Assemble patch plate to the practical, repair the equipment/system
inner skin with cherry rivets. using standard maintenance procedures.

4* Completely fill void with metal set OPTION 5: Secondary Structure Repair.
fill compound. Add slight excess to
allow for shrinkage. LIMITATIONS: This option is recommended
for secondary structural areas, which
5. Let harden. Sand smooth. Apply have a honeycomb core between the walls,
sealant to the area between the outer where repair is required for aerodynamic
patch and skin. Assemble patch to outer reasons or to keep water out of aircraft.
skin with 1/8 cherry rivets.
PERSONNEL/TIME REQUIRED:
6. Record BDAR action taken. When ●1 Soldier
mission is complete, as soon as . 1 Hour
practical, repair the equipment/system
using standard maintenance procedures. MATERIAL/TOOLS REQUIRED:
● Patch Plate, 0.020 Inch (Minimum)
OPTION 4: Damage Over 8 Inches to Both Aluminum or Steel
Skins and Core. ● Cherry Rivets (item 38, Appx C)

● Sealant (item 5, Appx C)

LIMITATIONS: None. . Rivet Gun

● Solvent (item 7, Appx C)

PERSONNEL/TIME REQUIRED: . Drill and Bit

●1 Soldier
● 2 Hours

4-65
TM 55-1520-228-BD
AIRFRAME

Figure 4-26. Damage Repair, Accessible One Side Only

Figure 4-27. Patch Plates, One Side Accessible Repair

4-66
 TM 55-1520-228-BD
AIRFRAME

Figure 4-28. Repair of Honeycomb Core Panel,

Damage Over 8 Inches - Both Skins and Core

4-67
TM 55-1520-228-BD
AIRFRAME

PROCEDURAL STEPS: 2. Drill small holes 1/2 to 3/4 inch

spacing, 3/8 inch edge distance along
1. Remove protruding sections of both sides of any crack and along the
damaged skins and core. Clean area with sides of the hole.
solvent.
3. Lace safety-wire with needle nose
2. Cut patch plate to fit over hole, pliers through holes and across cracks
allowing 1 inch overlap on all sides. and over hole, forming a web with 1/2 to
3/4 inch spacing between wires. Pull
3. Lay out and drill rivet pattern on wires tight.
overlapping area.
4. Brush epoxy sealant over safety wire
4. Apply sealant to underside of patch and crack to make a water tight seal.
plate on overlapping area.
NOTE
5. Assemble patch plate to panel with
rivets. Holes too large to be closed with
safety-wire and epoxy may be sealed
6. Record BDAR action taken. When temporarily with Army green tape.
mission is complete, as soon as
practical, repair the equipment/system 5. Record BDAR action taken. When
using standard maintenance procedures. mission is complete, as soon as
practical, repair the equipment/system
4-21. WINDOW SHIELD/WINDOW DAMAGE. using standard maintenance procedures.

GENERAL INFORMATION: In general, 4-22. TAIL BOOM SKIN DAMAGE.

repairs to transparencies are at best
make-shift and usually result in serious GENERAL INFORMATION: The tail boom is a
impairment of clear vision charac- basic monocoque structure with no longi-
teristics. Damaged sections should be tudinal skin stiffeners or longerons.
replaced as soon as possible. The tail boom is unserviceable if damage
is extensive enough to cause misalign-
LIMITATIONS: Restricted vision. ment. Damage which does not exceed 10
Inspect after every flight for damage percent of tail boom circumference in
growth. height and 30 percent of tail boom cir-
cumference in length may be repaired by
PERSONNEL/TIME REQUIRED: patching. (Circumference to remeasured
● 1 Soldier at aft end of damage.) A maximum of TWO
●1 Hour damaged areas per stress section of the
tail boom is permitted. Example, a line
MATERIALS/TOOLS REQUIRED: drawn around the circumference of the
. Safety Wire (item 25, Appx C) tail boom must not touch more than TWO
● Sealant (item 4, Appx C) damaged areas. Damaged areas must be a
. Tape (item 50, Appx C) minimum of 8 inches apart. Total damage
to tail boom is not to exceed 5 percent
PROCEDURAL STEPS: of the tail boom area (approx. 160
square inches).
1. Stop drill a hole at the end of each
crack, Figure 4-29. If tolerable, cut
out a hole to include the ends of all
cracks. This will restrict vision
further. Smooth ragged edges.

4-68
 TM 55-1520-228-BD
AIRFRAME

Figure 4-29. Fracture Lacing With Safety Wire

4-69
TM 55-1520-228-BD
AIRFRAME

LIMITATIONS: None - Condition 1. 2. Prepare a patch of 2024-T3 aluminum

Inspect after every flight for 0.050 thick and shape to contour of tail
damage growth. boom. The patch must extend a minimum of
3 inches forward and aft, and 1 inch above
PERSONNEL/TIME REQUIRED: and below the damaged area, Figure 4-30.
●1 Soldier
. 2 Hours 3. Sand surfaces lightly to remove all
surface finish. Clean areas with cleaner.
MATERIALS/TOOLS REQUIRED: Bond patch to surface with EA934NA
● Skin Patch adhesive.
● Cherry Rivets (item 37, Appx C)

● EA93NA Adhesive (item 6, Appx C) 4. Install a minimum of three rows of

rivets running circumferentially on each
PROCEDURAL STEPS: end and a minimum of one row of rivets
top and bottom running longitudinally in
1. Remove sections of the tail boom the patch. Rivet size to be the same as
skin containing the damage. Stop skin lap joints, Figure 4-30.
drill remaining cracks. Clean up
damaged skin using a minimum 0.125 5. Record BDAR action taken. When
inch radius. mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

Figure 4-30. Tail Boom Skin Damage

4-70
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CHAPTER 5

ALIGHTING GEAR

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

5-1. SCOPE. This chapter contains Replaceable steel skid shoes (7) are
information for deferring repair and attached to the bottom of the skid
expedient field fixes of battle damaged tubes to prevent damage from contact
alighting gear assembly. The repairs or with the ground.
field fixes can only be applied to the
skid tubes. 5-3. ASSESSMENT PROCEDURES. Refer to
Table 5-1.
5-2. DESCRIPTION. The alighting gear
assembly, Figure 5-1, consists of two 5-4. REPAIR PROCEDURE INDEX.
tubes (1) and two arched crosstubes (2)
and (3) fastened together with skid PARA.
saddles (4), and attaching hardware.
The assembly is attached to the lower Hard Landings, Sudden Stops . 5-6
structure with support assemblies Skid Damage . . . . . . . . . 5-7
(5 and 6) at four points.

Section II. SKID TUBE

5-5 ● GENERAL INFORMATION. (3) Damage to Section C, Figure

5-2, may be deferred unless skid tube is
a. In battle conditions, part of the so deformed that alighting gear is not
skid tube may sustain various amounts of functional.
damage which may be deferred.
5-6. HARD LANDINGS, SUDDEN STOPS.
NOTE
GENERAL INFORMATION.
The conditions in this paragraph
apply only to damage to the skid a. Any hard landings which per-
tube (1, Figure 5-l). manently deform the crosstubes, so that
the spread of the skid tubes is in
b. Deferrable skid tube damage: excess of 74 inches, may cause damage to
the structure, transmission, or rotor.
(1) Damage to Sections A and E,
Figure 5-2, may include up to complete b. Binding or unusual noises In the
rupture. transmission may require replacement of
rotor and the transmission. This is not
(2) Damage to the junction of the BDAR.
crosstubes and skid tube, Sections B and
D, Figure 5-2, may include up to one- NOTE
half of the cross section of the skid
tube as long as alighting gear is not Aircraft grounded until assessed
too badly deformed. flight worthy.
5-1
TM 55-1520-228-BD
ALIGHTING GEAR

Figure 5-1. Landing Gear and Support Installation

Figure 5-2. Skid Tube Damage Zones

5-2
 TM 55-1520-228-BD
ALIGHTING GEAR

Table 5-1. Assessment Procedure Logic

5-3
TM 55-1520-228-BD
ALIGHTING GEAR
c. Visually inspect structures sup- d. If alighting gear supporting
porting alighting gear attachment points structure is damaged but still func-
and transmission attachment points for tional and the transmission supporting
any signs of structural distress such as structure shows no damage, release for
buckling, cracks, rupture, deformation, flight. Watch for any unusual vibra-
popped rivets, or elongated rivet holes. tions in flight. Inspect after every
If no such damage is found, replacement flight until structure and alighting
of alighting gear may be deferred if it gear can be replaced.
is still functional, and aircraft may be
released for fully mission capable e. If alighting gear or its sup-
flight. Watch for any unusual vibra- porting structure is not functional or
tions in flight. Inspect after every the transmission or its supporting
flight until alighting gear can be structure show any sign of damage,
replaced. aircraft will be grounded until problem
is corrected. This will most likely go
beyond scope of BDAR.

Section III. SKID DAMAGE

5-7. SKID DAMAGE. Plate should extend one foot on each

side of damaged area. Locate center of
GENERAL INFORMATION: Landing skids may plate at center of skid tube, Figure
be damaged by wear or enemy fire. If 5-3. If there are no Impediments, the
time is available, repair can be per- new plate may be installed over the old
formed to prevent further damage to shoes; otherwise remove shoes. Install
landing skids. plate using 1/4 inch cherry rivets or
steel clamps, Figure 5-4. Clamps may be
LIMITATIONS: Use care in landing. fabricated if not available, Figure 5-5.
PERSONNEL/TIME REQUIRED: NOTE
●2 Soldiers
. 2 Hours The aft end of the skid tube is
bent up, and a steel plate cannot
MATERIALS/TOOLS REQUIRED: be formed to follow this contour.
. 0.032 In. Sheet Metal Do not extend steel plate beyond
. Blind Fasteners (item 36, Appx C) start of curvature.
● Drill Bit and Motor

2. Record BDAR action taken. When

PROCEDURAL STEPS: mission is complete, as soon as
practical, repair the equipment/system
1. Form plate to fit snug around skid. using standard maintenance procedures.
Drill oversize holes along each edge to
match attachment holes in skid tube.

5-4
 TM 55-1520-228-BD
ALIGHTING GEAR

Figure 5-3. Skid Repair

Figure 5-4. Clamp Repair

5-5
TM 55-1520-228-BD
ALIGHTING GEAR

Figure 5-5. Fabricated Clamp

5-6
 TM 55-1520-228-BD

CHAPTER 6
POWER PLANT

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

6-1. DESCRIPTION, POWER PLANT. The Table 6-1, refers to BDAR repair proce-
power plant consists of a T63-A-700 on dures which have been developed.
the OH-58A and a T63-A-720 on the OH-58C
mounted between FS120.O and FS206.0, 6-3. REPAIR PROCEDURE INDEX.
Figure 6-1. Engine connections are
provided for fuel, oil, electrical, PARA.
instrument, and engine control systems.
Major sections of the engine are the Air Bleed Valve Inoperative 6-5
air-inlet, compressor, combuster, tur- Double-Check Valve
bine, and power and accessory gearbox. Inoperative . . . . . . . . 6-6
All BDAR repairs discussed in this Oil Tank Punctured. . . . . . 6-7
chapter are applicable to both engine Oil Lines (Rigid) Type
models. Repair. . . . . . . . . . . 9-7
Fuel. Oil. Pneumatic
6-2. ASSESSMENT PROCEDURES. Combat Line Repair . . . . . . . . 9-8
damage to the engine usually requires
engine replacement. The logic diagram,

Section II. COMPONENT EXPEDIENT FIXES

6-4. GENERAL. This section has various 6-5. AIR BLEED VALVE INOPERATIVE.
expedient fixes which can restore the
helicopter’s mobility in the event of GENERAL INFORMATION: During engine
engine failure. Engine malfunctions start-up (or part-speed operation), the
can be detected from the following compressor is susceptible to surge due
observations: to high pressure build-up in the rear
stages. An air bleed valve is employed
a. Abnormal oil pressure, temperature to discharge the high-pressure air in
readings, or warning lights. order to alleviate the stall condition.
The bleed valve is initially in the open
b. Abnormal noises or high frequency position and senses pressures between
vibrations. the fifth stage and the scroll. Once
the stall region is overcome (usually
c. Sudden loss of power. between 65 percent to 75 percent Nl) and
scroll pressure is reached, the valve is
closed. Should the valve not close
correctly, excess air will be dumped at
the compressor and the required burner
pressure will not be obtained resulting
in engine abort.

6-1
 TM 55-1520-228-BD
POWER PLANT

Figure 6-1. T63 Series Engine

6-2
 POWER PLANT

Table 6-1. Engine BDAR Assessment Logic

6-3
TM 55-1520-228-BD
POWER PLANT

LIMITATIONS: Revised engine start a. When increasing fuel to the

procedure. engine, grasp the throttle firmly with
both hands and accelerate engine slowly.

b. Monitor TOT and N1 gauges for

Blocking of the air bleed valve possible stall readings.
will render the engine highly
susceptible to surge which could NOTE
result in catastrophic damage
to the engine. Stall usually occurs between 65
percent and 75 percent N1.
PERSONNEL/TIME REQUIRED:
l 1 Soldier c. If stall is present, TOT will rise
. 30 Minutes rapidly and N1 RPMs will fluctuate
between 65 percent and 75 percent.
MATERIALS/TOOLS REQUIRED:
l Sheet Metal, 2 X 3 In.,
Thickness 0.032
l Sheet Metal Snips If gauges indicate a stall is pre-
sent, do not overreact. A quick
PROCEDURAL STEPS: shutdown of engine will decrease N1
RPMs reducing pressure at the inlet
Manufacture a blocking plate, Figure causing the fire to come forward
6-2. through the engine.

2. Loosen three bolts which secure d. If gauges indicate stall, hold the
bleed valve to compressor manifold. throttle firmly. If N1 does not pickup
RPM, slowly decrease throttle fuel demand.
3. Slide blocking plate between bleed
valve and mounting flange.

4. Retighten three bolts which secure If stall condition is overcome,

bleed valve to compressor manifold. engine must now be run in full
power operation.

6. If engine start is achieved, N1 must

Blocking of air bleed valve could be maintained above 80 percent. Reduc-
result in catastrophic damage to tion to part-speed operation could in-
the engine. The following revi- troduce possible stall implications
sions must be incorporated. resulting in engine flameout without
auto-relight capability.
5. Complete normal engine start proce-
dure except for the following: 7. Record BDAR action taken. When
mission is complete, as soon as
NOTE practical, repair the equipment/system
using standard maintenance procedures.
Bring engine up to 60 percent N1
and hold for a minimum of two min-
utes. A gradual acceleration is
required to avoid a stall condition.

6-4
 TM 55-1520-228-BD
POWER PLANT

Figure 6-2. Blocking Plate Installation

6-6. DOUBLE-CHECK VALVE INOPERATIVE. NOTE

GENERAL INFORMATION: The double-check Should any of the three components

valve, along with both accumulators, is sustain damage or otherwise be
situated in-line between the power tur- rendered inoperable, the remaining
bine governor and the fuel control, and functional items should be recon-
acts as a dampener for surge control. nected. In emergency situations,
This system feeds into the fuel control when time is of the essence, the
to insure a steady stream of secondary complete system may be bypassed
fuel should the compressor flow become (option 2). This option results
inconsistent. It also decelerates a in the most unstable condition for
quick reaction from pilot input. With the pilot and is therefore least
these factors in mind, the pilot must be desirable.
made aware that if any component of the
system is removed or bypassed, any input OPTION 1: Remove Defective Component.
will result in erratic engine response.
At all times, the integrity of all fuel LIMITATIONS: Erratic engine response.
control lines must be maintained. No
lines may be deleted or plugged. PERSONNEL/TIME REQUIRED:
. 1 Soldier
. 30 Minutes

6-5
TM 55-1520-228-BD
POWER PLANT

MATERIALS/TOOLS REQUIRED: PERSONNEL/TIME REQUIRED:

. Flex Line Tubing (ID 0.25 In., . 1 Soldier
Length 12 in. min) . 15 Minutes
. No. 4 Fittings
MATERIALS/TOOLS REQUIRED:
PROCEDURAL STEPS: . Flex Line Tubing (ID 0.25 in.,
Length 12 in. rein)
1. All connections and fittings . No. 4 Fittings
throughout the system incorporate the
same thread pattern and therefore a 1. Refer to Figure 6-3(b) to establish
variety of configurations may be bypass configuration.
achieved. Should the system be inoper-
able, remove only the defective compo- 2. Disconnect clamp from flexible hose
nent(s) and reconstruct the system. and extend flexible hose to rigid hose.
Refer to Figure 6-3 to determine
possible alternatives. 3. Use fitting from either hose and
connect the two hoses.
2. Reuse existing o-rings when
possible. If o-rings are severely 4. Insure both o-rings are reusable and
damaged, scavenge off removed component. no leakage exists. If either o-ring is
damaged, scavenge from bypassed compo-
CAUTION nents.

All fuel control lines must be 6-7. OIL TANK PUNCTURED.

maintained. No lines may be
deleted or plugged. GENERAL INFORMATION: The engine will
seize in a matter of minutes if run
3. Insure the lines between the fuel without oil. This procedure lists six
control and the governor are intact and methods to fix a leaking oil tank,
not leaking. depending on the size of the leak and
the materials available. If fuel cell
4. If any leakage is incurred due to repair kit is available, utilize its
the above procedure and cannot be contents.
corrected or if time constraints take
precedent, the system may be bypassed as LIMITATIONS: None.
a last resort, refer to option 2.
NOTE
OPTION 2: Bypass Entire System.
Some repairs may come loose due
LIMITATIONS: Erratic flight control. to heat and vibration.

NOTE OPTION 1: Wood Plug (for Smooth Round

Holes).
The pilot must be made aware that
any fuel demand he places on the PERSONNEL/TIME REQUIRED:
engine will be reacted upon imme- . 1 Soldier
diately leading to quick engine . 30 Minutes
response and erratic flight
control. MATERIALS/TOOLS REQUIRED:
. Plug, Wooden
. Hose or Tubing

6-6
 TM 55-1520-228-BD
POWER PLANT

Figure 6-3. Double-Check Valve System, Possible Alternatives

6-7
TM 55-1520-228-BD
POWER PLANT

PROCEDURAL STEPS: MATERIALS/TOOLS REQUIRED:

. Tape, Fiberglass or Duct
1. Obtain a small piece of hose or (item 51, Appx C)
tubing and insert the piece into the . Solvent, Naptha (item 7, Appx C)
hole on the oil tank, Figure 6-4. or Equivalent

2. Insert a tapered wooden plug inside PROCEDURAL STEPS:

the hose or tubing (wooden plug should
be checked periodically and retightened 1. Clean area around crack with solvent
if necessary). to remove the oil.

3. Replenish oil supply. 2. Seal crack with tape.

4. Record BDAR action taken. When 3. Replenish oil supply.

mission is complete, as soon as
practical, repair the equipment/system 4. Record BDAR action taken. When
using standard maintenance procedures. mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

OPTION 3: Sealant (for small holes)

PERSONNEL/TIME REQUIRED:
. 1 Soldier
. 1 Hour

MATERIALS/TOOLS REQUIRED:
. Solvent, Naptha (item 7, Appx C)
or Equivalent
. Sealant, Silicon (item 4, Appx C)
or Equivalent
. Wood Plug

PROCEDURAL STEPS:
1. Clean area around hole with solvent
to remove all traces of oil so sealant
will stick.

2. Fill hole and surrounding area with

Figure 6-4. Wood Plug sealant.

OPTION 2: Duct Tape (for thin cracks). 3. If hole is large enough, use wood
plug as a filler while filling hole with
PERSONNEL/TIME REQUIRED: sealant, Figure 6-5.
. 1 Soldier
. 30 Minutes 4. After sealant has dried, replenish
oil supply.
5. Record BDAR action taken. When
mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

6-8
 TM 55-1520-228-BD
POWER PLANT

4. Replenish oil supply.

5. Record BDAR action taken. When

mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures

Figure 6-5. Sealant for Small Holes

OPTION 4: Screw, Washer, and Gasket

(for small holes)
Figure 6-6. Repair Using Screw,
PERSONNEL/TIME REQUIRED: Washer and Gasket
. 1 Soldier
. 30 Minutes OPTION 5: Hose Assembly, Sealant, Nut
and Bolt.
MATERIALS/TOOLS REQUIRED:
. Screw, Sheet Metal PERSONNEL/TIME REQUIRED:
. Gasket Material (item 20, Appx C) . 1 Soldier
. Washer . 2 Hours

PROCEDURAL STEPS: MATERIALS/TOOLS REQUIRED:

. Nut, Bolt, and Washer
1. Cut a piece of gasket material that . Sealant, Silicon (item 4, Appx C)
will overlap the hole by about 1 Inch or Equivalent
from the center of the hole. . Hose or Tubing
. Solvent, Naptha (item 7, Appx C)
2. Pierce a small hole in the center of or Equivalent
the gasket material.
PROCEDURAL STEPS:
3. Using the sheet metal screw and
washer, screw the gasket material 1. Clean area around hole with solvent
through the pierced hole and through the to remove all traces of oil so sealant
small hole on the oil tank onto the oil will stick.
tank wall to stop the leak, Figure 6-6.

6-9
TM 55-1520-228-BD
POWER PLANT

2. Use a piece of hose/tubing about the 4. If oil tank plate was removed,
same diameter of the hole. Assemble reinstall.
bolt, hose/tubing, washer, and nut,
Figure 6-7. Apply sealant to all 5. After sealant has dried, replenish
edges. Start nut on bolt and tubing oil supply.
until assembly is snug.
6. Record BDAR action taken. When
3. File edge of hole until round and mission is complete, as soon as
smooth. Push hose assembly about half- practical, repair the equipment/system
way through hole. Tighten-nut on bolt using standard maintenance procedures.
expand hose to seal hole. If necessary,
remove oil tank plate to allow a wrench
or pliers inside of oil tank to hold
nut while turning bolt.

Figure 6-7. Hose Assembly, Sealant, Nut, and Bolt

6-10
 TM 55-1520-228-BD
POWER PLANT

OPTION 6: Sheet Metal with Sealant 2. If sealant is to be used, clean area

and/or Blind Rivets (for large holes). around hole with solvent so sealant will
stick.
PERSONNEL/TIME REQUIRED:
. 2 Soldiers 3. Put sealant or gasket material over
. 3 Hours hole. Put sheet metal plate over hole
and secure with sheet metal screws or
MATERIALS/TOOLS REQUIRED: blind rivets.
. Sheet Metal
. Sealant, Silicon (item 4, Appx C) 4. After sealant has dried, replenish
or Equivalent oil supply.
. Blind Rivets or Sheet Metal Screws
(item 39, Appx C) 5. Record BDAR action taken. When
. Solvent, Naptha (item 7, Appx C) mission is complete, as soon as
or Equivalent practical, repair the equipment/system
. Gasket Material (item 20, Appx C) using standard maintenance procedures.

PROCEDURAL STEPS:
1. Cut a piece of sheet metal that will
overlap the hole by 1-1/2 inches at all
points, Figure 6-8.

6-11
TM 55-1520-228-BD
POWER PLANT

Figure 6-8. Sheet Metal Plate with Sealant and/or Cherry Rivets

6-12
 TM 55-1520-228-BD

CHAPTER 7
ROTORS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section 1. INTRODUCTION

7-1. SCOPE. This chapter contains the 7-3. ASSESSMENT PROCEDURES. Refer to
fault assessment and expedient repair Table 7-1.
procedures available to find and fix
battlefield damage to the main and tail 7-4. REPAIR PROCEDURE INDEX.
rotor blades.
PARA.
7-2. GENERAL. The system consisting of
two blade assemblies, each with two Rotor Blade, Hole 1 Inch
blades, a central hub, and a control Diameter or Less. . . . . . 7-6
mechanism. The main rotor is driven by Main Rotor Blade, Hole 1 to 4
the mast which is connected to the Inches Diameter Maximum . . 7-7
transmission and provides for fore, aft,
lateral, and vertical flight modes. The
tail rotor is driven by the tail rotor
gearbox and provides for directional
control. See Figures 7-1 and 7-2 for
system configuration. Assessment proce-
dures are found in Table 7-1.

Section II. REPAIRS

7-5. GENERAL. The rotor system does LIMITATIONS: Adjustment of blade

not lend itself well to limited repairs. balance may be required after repair.
In most instances, the only repair Inspection of repaired area after each
options for a faulty component will be flight would be required.
to replace or repair by normal proce-
dures. Those limited repairs which PERSONNEL/TIME REQUIRED:
have been developed are listed in this . 2 Soldiers
section. . 15 Minutes

7-6. ROTOR BLADE, HOLE 1 INCH MATERIALS/TOOLS REQUIRED:

DIAMETER OR LESS. . Army Green 3 Inch Tape or Aluminized
Tape (item 50, Appx C)
GENERAL INFORMATION: A small hole . Cleaning Solvent (item 7, Appx C)
passing through the honeycomb core area,
Figure 7-3, on either a main or tail PROCEDURAL STEPS:
rotor blade can be repaired with duct
tape. Removal of blade is not necessary. 1. Position blades for access to
damaged area. Support blades to prevent
movement and droop.

7-1
TM 55-1520-228-BD
ROTORS

1. Pitch Link 10. Blade Latch

2. Lever 11. Blade Assy
3. Idler Link 12. Retaining Bolt
4. Swashplate Assy 13. Grip
5. Link 14. Mast Nut
6. Collective Lever 15. Hub Assy (Oil Lubricated shown)
7. Inner Ring 16. Pitch Horn
8. Outer Ring 17. Mast
9. Collar

Figure 7-1. Main Rotor System

7-2
 TM 55-1520-228-BD
ROTORS

1. Hub
2. Pitch Horn
3. Blade
4. Tail Rotor Gearbox

Figure 7-2. Tail Rotor System

7-3
TM 55-1520-228-BD
ROTORS

Table 7-1. Assessment Procedures

7-4
 TM 55-1520-228-BD
ROTORS

Figure 7-3. Rotor Blades, Damage Sensitive Areas

7-5
TM 55-1520-228-BD
ROTORS

2. Smooth damage; remove all rough MATERIALS/TOOLS REQUIRED:

edges. . Army Green Tape, Maximum Width
Available; 3 Inches Minimum or
3. Clean area around damage and Aluminized Tape (item 50, Appx C)
completely around blade where tape Is . Fiberglass or Aluminum Wafers
to be applied. . Aluminum Foil or Other Filler
Material (item 18, Appx C)
4. Cover hole with a chordwise layer . Adhesive Package
of tape, top and bottom of blade.
Extend ends of tape 2 inches beyond PROCEDURAL STEPS:
area of damage, Figure 7-4.
1. Position blades for access to damage
5. Wrap a second layer of tape chord- area. Support blades to prevent movement
wise over the first layer and around and droop.
the entire blade. Overlap ends by 3
inches with outside edge of top toward 2. Smooth damage; remove all rough edges.
trailing edge.
3. Clean area around damage and com-
6. Wrap exact number of tape wraps on pletely around blade where tape is to
opposite si de at approximately same be applied.
span locati on.
4. Make a plug of crushed aluminum foil
7. Record BDAR action taken. When or other filler material shaped to fit
mission is complete, as soon as in the hole. Do not make the plug too
practical, repair the equipment/system dense; voids should be about 1/4 inch.
using stand ard maintenance procedures. Apply spots of adhesive to the aluminum
sheet before crushing so plug will have
7-7. MAIN ROTOR BLADE, HOLE 1 T0 4 some strength. Apply adhesive sparsely
INCHES DIAMETER MAXIMUM. to the finished plug In the area where
it will come in contact with the blade
GENERAL INFORMATION: A medium size sandwich material.
hole in the honeycomb core area, Figure
7-3, of a main rotor blade can be tem- 5. Insert plug in hole. Hole should
porarily repaired by fashioning a patch be well packed,
using aluminum foil as a plugging
material. Removal of blade is not 6. Cut out a fiberglass or aluminum
necessary. This repair is limited to wafer so it just fits over the hole
certain areas of the blade as shown in without overlapping the external blade
Figure 7-5. skin. Apply adhesive to the bottom of
the wafer where it comes in contact with
LIMITATIONS: Adjustment of blade the aluminum plug, and close the hole.
balance may be required after repair.
Inspection of repaired area after each 7. Cover hole with Army green tape.
flight would be required. Tape should extend 2 inches beyond edge
of the hole, Figure 7-4.
PERSONNEL/TIME REQUIRED:
. 2 Soldiers
. 1 Hour

7-6
 TM 55-1520-228-BD
ROTORS
Figure 7-4. Rotor Blade Repair, Application of Tape
7-7
TM 55-1520-228-BD
ROTORS

8. Wrap a layer of tape around the 10. Record BDAR action taken. When
entire blade and over the repaired area. mission is complete, as soon as
practical, repair the equipment/system
9. Wrap exact number of tape wraps on using standard maintenance procedures.
opposite side at approximately same span
location.

Figure 7-5. Repair Areas - Main Rotor Blades

7-8
 TM 55-1520-228-BD

CHAPTER 8

DRIVE TRAIN SYSTEM

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

8-1. GENERAL. The drive train is a 8-3. ASSESSMENT PROCEDURES. Refer to

system of shafts and gearboxes through Table 8-1.
which the engine drives the main rotor,
tail rotor, and such accessories as 8-4. REPAIR PROCEDURES INDEX.
rotor tachometer generator and hydraulic
pump. (See Figure 8-1 for drive train PARA .
system configuration.)
Drive Train Damage. . . . . . 8-2
8-2. DRIVE TRAIN DAMAGE. The drive Drive Train Component Damage. 8-5
train system does not lend itself well Transmission Oil Cooling Air
to limited repairs. In most instances, Duct Repair . . . . . . . . 8-6
the only repair options for a faulty Oil Pressure Transmitter Leak 8-7
component will be to replace or repair Low Pressure Sensing Switch . 8-8
by normal procedures. Those limited Oil Hoses and Lines, Leaks
repairs which have been developed are or Restrictions . . . . . . 8-9
listed in this section. Transmission Bullet Damage. . 8-10
Tail Rotor Gearbox Bullet
Damage. . . . . . . . . . . 8-11

Section 11. REPAIR

8-5. SENSITIVITY OF DRIVE TRAIN SYSTEM c. Straightness, original shape, or

TO BATTLEFIELD DAMAGE. The drive train integrity of either the mast, drive-
system includes a number of components shafts, or output shaft at tail rotor
which, if damaged or deformed (bent) in gearbox.
any way or fail internally, will render
the system inoperable or severely 8-6. AIR DUCT HOSE DAMAGE.
degrade flight characteristics or
safety. The system is particularly sen- GENERAL INFORMATION: Holes, tears, or
sitive to any damage which adversely distortions in air duct hose (16, Figure
affects any of the following: 8-2) can result in less than the
required amount of cooling air reaching
a. Internal operation of transmission, the oil cooler (2, Figure 8-2). This
freewheeling assembly, or tail rotor condition may cause the transmission oil
gearbox. system to operate at above normal tem-
perature. Several repairs can be
b. Operation of the transmission oil applied depending on accessibility and
system. the nature and extent of damage
incurred. Various repairs are shown at
Figure 8-3.

8-1
 TM 55-1520-228-BD
DRIVE TRAIN SYSTEM
1. Mast 10. Disc Assy
2. Transmission Assy 11. Bearing Hangar and Support
3. Main Driveshaft Bracket
4. Freewheeling Assy 12. Hangar (Blower Assy)
5. Forward Short Tail Rotor 13. Oil Cooler
Driveshaft 14. Coupling (Main Driveshaft)
6. Oil Cooling Blower and 15. Splined Adapter
Shaft Assy 16. Oil Filter Assy
7. Aft Short Tail Rotor Driveshaft 17. Tail Rotor Driveshaft
8. Long Tail Rotor Driveshaft Segment
9. Tail Rotor Gearbox Assy

SEE DETAIL A

(PRIOR TO COMPLIANCE WITH MWO 55-1520-228-50-25!

Figure 8-1. Drive Train System (Sheet 1 of 4)

8-2
 TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

Figure 8-1. Drive Train System (Sheet 2 of 4)

8-3
TM 55-1520-228-BD
DRIVE TRAIN SYSTEM
Figure 8-1. Drive Train System (Sheet 3 of 4)
8-4
 TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

Figure 8-1. Drive Train System (Sheet 4 of 4)

8-5
TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

Table 8-1. Drive Train System BDAR Assessment Procedures

8-6
 TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

LIMITATIONS: None. c. Tape should extend beyond damaged

area 1 to 2 inches in either direction.
PERSONNEL/TIME REQUIRED:
. 1 Soldier 4. Record BDAR action taken. When
. 20 Minutes mission is complete, as soon as
practical, repair the equipment/system
MATERIALS/TOOLS REQUIRED: using standard maintenance procedures.
. Pliers
. Duct Tape (item 51, Appx C) 8-7. OIL PRESSURE TRANSMITTER
. Wire Cutters LEAK.
. Thin Pliable Material
CAUTION
PROCEDURAL STEPS: (Refer to Figure 8-3,
Repairs A, B, C, D.) If 8-7 and 8-8 repairs are
accomplished, there will be no
1. Hole or tear in fabric. Wrap Oil Pressure Monitoring System.
several turns around duct to cover hole
or tear. Tape should extend beyond GENERAL INFORMATION: If oil is being
damaged area 1 to 2 inches in each lost due to damage at oil pressure
direction. Refer to repair A. transmitter (7, Figure 8-2), the
transmitter can be removed and replaced
2. Distorted duct. with a threaded plug provided XMSN OIL
PRESS warning light is operable and con-
a. Using pliers and wire cutters, sidered reliable.
reshape or cut away the portion of duct
which would create an air flow restric- LIMITATIONS: Early warning of high oil
tion or which is badly distorted. Note: pressure conditions would be eliminated
If wire frame work below fabric is cut since the transmission oil gauge would
through, refer to step 3, severed duct. be rendered inoperable. XSMN OIL PRESS
warning light would give early warning
b. If repair area is not at a bend but for low pressure conditions only.
portion of duct routing, a repair can be
applied as shown at either repair B or PERSONNEL/TIME REQUIRED:
c. If repair area is located at a bend . 1 Soldier
portion of duct routing, a repair can be . 15 Minutes
applied as shown at repair B.
MATERIALS/TOOLS REQUIRED:
c. Tape should extend beyond damaged . Pliers
area 1 to 2 inches in either direction. . Open End Wrench
. Tie Wraps
3. Severed duct. . Plug, MS24391D4L (same as 7, Figure
8-2 )
a. Using pliers and wire cutters,
reshape or cut away any portion of duct PROCEDURAL STEPS: (Refer to Figure 6-2. )
which would create an air flow restric-
tion or which is badly distorted. 1. Cut lock wire at transmitter (7).

b. If area to be repaired is not in a 2. Remove electrical connector from

bend portion of duct routing, a repair transmitter (7).
can be applied as shown at either repair
B, C, or D. If area to be repaired is 3. Remove transmitter (7) and packing.
in a bend portion of duct routing, a Retain packing.
repair can be applied as shown at either
repair B or D.
8-7
TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

1. Filler Cap 9. Oil Filter

2. Oil Cooler 10. Oil Filter Head Assy
3. Transfer Tube 11. Filter Bypass Valve
4. Nozzle (Jet) 12. Oil Temperature Switch
5. Pressure Regulating Valve 13. Oil Pump
6. Hoses and Lines 14. Chip Detector
7 . Oil Pressure Transmitter 15. Chip Detector
Plug 16. Air Duct Hoses
8 . Low Pressure Sensing Switch

Figure 8-2. External Components - Transmission Oil System

8-8
 TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

Figure 8-3. Flex Duct Repair (Sheet 1 of 2)

8-9
TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

Figure 8-3. Flex Duct Repair (Sheet 2 of 2)

8-10
 TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

4. Install plug and packing where 4. Install plug and packing where
transmitter (7) was previously switch (8) was previously installed.
installed.
5. Secure loose electrical connector
5. Secure loose electrical connector and cable with tie wraps.
and cable with tie wraps.
6. Check for leaks.
6. Check for leaks.
7. Record BDAR action taken. When
7. Record BDAR action taken. When mission is complete, as soon as
mission is complete, as soon as practical, repair the equipment/system
practical, repair the equipment/system using standard maintenance procedures.
using standard maintenance procedures.
8-9. OIL HOSES AND LINES, LEAK OR
8-8. LOW PRESSURE SENSING SWITCH RESTRICTION (CRIMP).
LEAK.
GENERAL INFORMATION: Damaged oil hoses
GENERAL INFORMATION: If oil is being and lines (6, Figure 8-2) of the
lost due to damage at low pressure transmission oil system may be repaired
sensing switch (8, Figure 8-2), the by manufacturing a new hose or line or
switch can be removed and replaced with by installing a replacement section for
a threaded plug, provided the the damaged section. Similar repairs
transmission oil pressure gauge is are outlined at Chapter 9, Section II,
operable and reliable. and may be utilized for the transmission
oil system.
LIMITATIONS: XMSN OIL PRESS warning
light would be inoperable. Only the 8-10. TRANSMISSION-BULLET DAMAGE.
transmission oil pressure gauge would
monitor transmission oil pressure. GENERAL INFORMATION: If the trans-
mission is hit by a bullet which exits
PERSONNEL/TIME REQUIRED: on the opposite side, the transmission
. 1 Soldier does not bind and there is no oil loss,
. 15 Minutes repair may be deferred. Aircraft is
fully flight capable. Other repairs that
MATERIALS/TOOLS REQUIRED: may be utilized for the transmission can
. Pliers be found in Chapter 6, Section II.
. Tie Wraps
. Open End Wrench LIMITATIONS: Small oil loss can be
. Plug, MS 24391D4L (same as 7, Figure tolerated. Inspect after every flight.
8-2 )
PERSONNEL/TIME REQUIRED:
PROCEDURAL STEPS: (Refer to Figure 8-2. ) . 1 Soldier
. 15 Minutes
1. Cut lock wire.
MATERIALS/TOOLS REQUIRED:
2. Remove electrical connector from . Solvent, Cleaner (item 7, Appx C)
switch (8). . Tape, Army Green (item 50, Appx C)
or Equivalent
3. Remove switch (8) and packing. . Plug
Retain packing. . Safety Wire (item 26, Appx C)

8-11
TM 55-1520-228-BD
DRIVE TRAIN SYSTEM

PROCEDURAL STEPS: LIMITATIONS: Small oil loss can be

tolerated. If aircraft is run for an
1. Clean damaged area with solvent. extended period of time with little or
no oil, gearbox will jam.
2. Close bullet hole with a plug and
hold in place with tape. PERSONNEL/TIME REQUIRED:
. 1 Soldier
3. Secure plug in place with safety . 15 Minutes
wire.
MATERIALS/TOOLS REQUIRED:
NOTE . Solvent, Cleaner (item 7, Appx C)
. Rubber Sheet
Because transmission is pressur- . Tape, Army Green (item 50, Appx C)
ized, try to center safety wire or Equivalent
over plug. . Sealant (item 4, Appx C)

4. Fill transmission with oil. PROCEDURAL STEPS:

5. Inspect after every flight. 1. Clean damaged area with solvent if

available. Place a rubber sheet 1/2
6. Record BDAR action taken. When inch to 3/4 inch larger than hole under
mission is complete, as soon as green tape. Alternatively, if rubber
practical, repair the equipment/system sheet not available, place sealant under
using standard maintenance procedures. tape.

8-11. TAIL ROTOR GEARBOX, BULLET DAMAGE. 2. Close bullet hole with green Army
tape.
GENERAL INFORMATION: If a bullet strikes
the gearbox and exits and the gears do 3. Inspect after every flight.
not jam, bind, or lose lubricant, repair
may be deferred. 4. Record BDAR action taken. When
mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

8-12
 TM 55-1520-228-BD

CHAPTER 9

HYDRAULIC

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

9 - 1 . SCOPE. The OH-58 hydraulic system lines. The location of a leak can only
operates at pressures of 575 to 625 psi. be determined by visual examination.
This pressure is produced by the Refer to Table 9-1 for assessment logic
hydraulic pump (9, Figure 9-1). The of the hydraulic system.
hydraulic fluid is routed to the flight
control servo actuators by means of flex 9-4. REPAIR PROCEDURE INDEX.
hoses, tubes, mechanical valves, and an
electrically controlled solenoid. PARA.

9-2. GENERAL. This chapter contains Lines and Hose Replacement . . 9-5
field fixes applicable only to the hoses Tube Cutting . . . . . . . . . 9-6
and tubing which the hydraulic system Aluminum Tubing Damage . . . . 9-7
utilizes. Refer to Figure 9-2 for Hydraulic Hose Damage. . . . . 9-8
system fluid distribution. O-Ring, Packing, and Gasket
Application.. . . . . . . . 9-10
9-3. ASSESSMENT PROCEDURES. NO Hydraulic Fluid Substitutions. 9-11
assessment procedures are needed to
locate leaks and ruptured hoses and

Section II. LINES AND HOSES

9-5. GENERAL. c. It is considered quicker to make a

replacement hose, using the old fitting
a. Replacement lines may be manufac- if serviceable, than to repair a damaged
tured in the field if materials and hose. Flexible hose of braided stain-
tools are available. less steel with rubber center is used.
There are two types of fittings used.
NOTE One fitting is a socket and nipple
assembly, Figure 9-3. The other type
Never discard MS fittings, they is a nipple, o-ring, sleeve and socket,
are reusable. The MS21922 Figure 9-4.
sleeve is not reusable.
9-6. TUBE CUTTING. When cutting
b. Replacement lines and hoses need tubing, it is of utmost importance to
not be routed along the path of the produce a squared end free of burrs.
original installation. They may be Tubing may be cut with a tube cutter or
routed along any convenient path as long a hacksaw. The tube cutter is adaptable
as they do not interfere with personnel for use with any metal tubing such as
or with operating equipment. Long lines steel, titanium, or aluminum alloy.
and hoses should be clamped to hard sup- Place tubing in the cutting tool with
ports at convenient intervals not the cutting wheel at the point where
exceeding 24 inches. the cut is to be made, Figure 9-5.
9-1
TM 55-1520-228-BD
HYDRAULIC

1. Quick Disconnect (Pressure) 14. Hose (Pressure)

2. Quick Disconnect (Return) 15. Hose (Pressure
3. Filter (Return) 16. Hose (Pressure)
4. Filter (Pressure) 17. Hose (Return]
5. Vent Line 18. pressure Switch
6. Reservoir 19. Relief Valve
7. Tachometer Generator 20. To Servo Actuator (Collective)
8. Check Valve 21. To Servo Actuator (Cycilc)
9. Hydraulic Pump 22. Solenoid Valve Tee Fitting
10. Case Drain Hose 23. Hose Filter (Return)
11. Solenoid Valve 24. Hose Filter (Pressure)
12. Hose (Return) 25. Hose, Pump inlet
13. Hose (Return)

Figure 9-1. Hydraulic System

9-2
 TM 55-1520-228-BD
HYDRAULIC

1. Reservoir 8. Filter Bypass Valve

2. Baffle 9. Relief Valve
3. Scupper Drain 10. Solenoid Valve
4. Quick Disconnects 11. Pressure Switch
5. Pump 12. Servo Actuator, Cyclic
6. Check Valve 13. Servo Actuator,
7. Filter Collective

Figure 9-2. Hydraulic System Schematic 9-3

TM 55-1520-228-BD
HYDRAULIC

Table 9-1. Assessment Logic

Figure 9-3. Two-Part Fitting

9-4
 TM 55-1520-228-BD
HYDRAULIC

Figure 9-4. Four-Part Fitting

Figure 9-5. Using Tube Cutter

9-5
TM 55-1520-228-BD
HYDRAULIC

Ratchet the cutter around the tubing OPTION 1: In Line Repair.

applying a light pressure to the cutting
wheel by intermittently twisting the LIMITATIONS: None.
setscrew. Too much pressure on the
cutting wheel could deform the tubing or PERSONNEL/TIME REQUIRED:
cause excessive burring. After cutting ● 1 Soldier
the tubing, carefully remove any burrs ● 30 Minutes
from inside and outside of the tube. If
a tube cutter is not available or if MATERIALS/TOOLS REQUIRED:
tubing of hard material is to be cut, ● 2 MS Unions
use a fine toothed hacksaw, preferably ● Splice Tube
one having 32 teeth per inch. After ● Tubing Cutter
sawing, file the end of the tube square ● Knife or File
and smooth and remove all burrs. Be ● 4 MS Fittings
sure all filings and cuttings are
removed from the tubing. Inspect the PROCEDURAL STEPS:
tubing end to verify its roundness, its
being cut square, and that it is clean 1. Cut and remove damaged section of
and free from marks and scratches. tubing, Figure 9-7. Tube ends must be
Figure 9-6 illustrates properly burred square.
tubing.
2. Clean ends of undamaged tubing with
NOTE knife or file.

After tubing has been cut, all 3. Measure the distance between the two
efforts should be made to flush undamaged ends and prepare a tube splice
any residue from the tube end. replacement section of this size. Clean
Flush with any available fluid ends of splice section as done in step 2.
or if end connections are inacces-
sible, momentary activation of 4. Install an MS fitting on each end
the system will suffice. of the splice tube, Figure 9-8.

9-7. ALUMINUM TUBING DAMAGE. 5. Insert the splice tube and tighten
all fittings, Figure 9-9.
GENERAL INFORMATION: Aluminum tubing is
subject to damage by projectiles and 6. Record BDAR action taken. When
fragments. Replacement with original mission is complete, as soon as
replacement parts is desirable, but not practical, repair the equipment/system
essential. In BDAR, tubing and hose, AN using standard maintenance procedures.
and MS fittings, and other similar com-
ponents can be substituted one for the
other. Available time, tools, skills,
and materials will determine which
repair option to use. Whenever an alu-
minum line has complex bends, replace-
ment of the damaged section with
hose, option 3, is probably the
quickest fix.

9-6
 TM 55-1520-228-BD
HYDRAULIC

SECTION A-A

Figure 9-6. Properly Burred Tubing

Figure 9-7. Damaged Tube Section

9-7
TM 55-1520-228-BD
HYDRAULIC

Figure 9-8. Splice Repair Assembly

Figure 9-9. Repair Fitting and Tube Installation

9-8
 TM 55-1520-228-BD
HYDRAULIC

OPTION 2: Substitute with High Pressure 9-8. HYDRAULIC HOSE DAMAGE.

Hose (damage to section of tubing with
bends). GENERAL INFORMATION: The hydraulic
hoses on the OH-58 are braided wire
PERSONNEL/TIME REQUIRED: covered rubber hose. Repair of damage
1 Soldier or wear to the wire braids is deferrable
30 Minutes for one more flight, provided the rubber
inner hose is not leaking under
MATERIALS/TOOLS REQUIRED: pressure. Inspect after every flight.
Hydraulic Hose Assembly Complete If the inner rubber hose is leaking and
with End Fittings a replacement assembly is not available,
2 MS Unions manufacture a new hose assembly. If an
2 MS Fittings elbow fitting is not available, make a
Tube Cutter new hose with a large gentle loop so the
Knife or File hose will not kink. MS detachable fit-
tings from a damaged hose may be reused
PROCEDURAL STEPS: in the manufacture of a new assembly as
long as the threads and the seat are not
1. Cut and remove damaged section of damaged. Swaged fittings cannot be
tubing, Figure 9-10. Tube ends must be reused.
square.
OPTION 1: Install New Hose Assembly-BDAR
2. Clean ends of undamaged tubing with Kit.
knife or file.
LIMITATIONS: None.
3. Install MS fittings as shown in
Figure 9-8. PERSONNEL/TIME REQUIRED:
1 Soldier
4. Connect MS unions to both MS 20 Minutes
fittings and complete the repair by
connecting a hydraulic hose assembly MATERIALS/TOOLS REQUIRED:
from one union to the other, Figure Hydrualic Hose Assembly
9-11. If the damaged length of
tubing is long and more than one PROCEDURAL STEPS:
hose assembly is required, hose
assemblies may be spliced together 1. Remove damaged hose assembly.
with unions. No harm will be done
if the replacement hose is too long. 2. Install new hose assembly (BDAR kit).
It may be necessary to splice two or
5. Clamp at convenient intervals (not more hose assemblies together using MS
exceeding 2 feet) to rigid supports to unions to replace the damaged hose
secure the line. assembly. No harm will be done if the
replacement hose is too long.
6. Record BDAR action taken. When
mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

9-9
 TM 55-1520-228-BD
HYDRAULIC

Figure 9-10. Damaged Tube Section-Complex Bends

Figure 9-11. Splice Adapter Assembly Installation

9-10
 TM 55-1520-228-BD
HYDRAULIC

3. Record BDAR action taken. When 4. Insert the MS sleeve between the
mission is complete, as soon as wire braid cover and the inner rubber
practical, repair the equipment/system hose. Force onto hose until the edge of
using standard maintenance procedures. the sleeve is even with the end of the
rubber hose.
OPTION 2: Replace Hose Section with MS
Fittings (no BDAR hose assemblies 5. Reem inside end of Teflon hose with
available). For Teflon and rubber hose. a square tool or a wooden plug so that
edge is smooth and flared to facilitate
LIMITATIONS: None. insertion of the nipple of the MS female
fitting.
PERSONNEL/TIME REQUIRED:
1 Soldier 6. Slide the MS socket over end of hose
30 Minutes as far as it will go and hold in vise.
Insert nipple of MS female fitting into
MATERIALS/TOOLS REQUIRED: rubber inner tube, Figure 9-13. Force
Replacement Section of Hose or Tube all the way until threads in socket and
(if needed) female fitting together and tighten
Masking Tape (item 52, Appx C) until the gap between the edge of the
Fine Toothed Hacksaw socket and the base of the female
MS Fittings (socket, sleeve, and fitting is approximately 0-1/32 inch for
female fitting, 4 ea.) rubber and 0.025 to 0.045 inch for
MS Union (2 ea.) Teflon.

PROCEDURAL STEPS: 7. Prepare the other damaged end of the

hose in the same manner.
1. Cut out damaged hose section. Wrap
masking tape (or other available tape) 8. If no replacement section is
around hose over the areas where cuts necessary, connect the MS fittings on
are to be made to contain the braided the undamaged ends with an MS union,
wires from unraveling. Mark on tape Figure 9-14.
where the cuts are to be made. Hold in
a vice and cut with a fine-toothed 9. If a replacement section is needed,
hacksaw. Take care to make square cut. obtain replacement section and cut to
Do not remove tape. desired length. Refer to step 1 for
procedure for cutting hose. No harm
NOTE will be done if replacement section is
too long. Attach MS fittings to both
If the damage is small, the sides of the replacement section.
length of a single union may be
sufficient to provide a repair. 10. Place replacement section between
However, if the damage is longer, the undamaged ends and connect the MS
a replacement section will be fittings on the undamaged ends to the
required. fittings on the replacement section
using MS unions.
2. Obtain the proper sized MS fitting
and unions. 11. Record BDAR action taken. When
mission is complete, as soon as
3. Slip the MS socket over one of the practical, repair the equipment/system
undamaged ends of the hose, Figure 9-12. using standard maintenance procedures.
Use care not to unravel the wire braids.

9-11
 TM 55-1520-228-BD

Figure 9-12. Installation of Socket and Sleeve

Figure 9-13. Assembly of MS Fitting

9-12
 TM 55-1520-228-BD
HYDRAULIC

Figure 9-14. Union Connection

Section III. SEALS, PACKINGS, AND GASKETS

9-9. O-RING, PACKING, AND GASKET (3) Seal replacement is required

APPLICATIONS. when:

a. O-rings are used in static and (a) The amount of fluid being
dynamic applications. lost will cause system failure.

(1) In static applications, the o- (b) The leak creates a hazard.

ring serves as a gasket when it is
compressed within a recess. Leakage is (c) The leak will not permit
not normally acceptable. the system to function safely for one
more flight.
(2) In dynamic applications, the
sealing action is dependent primarily on NOTE
the resilience of the o-rings. When
moving parts are involved, minor seepage Packings and gaskets are identi-
may be normal and acceptable. A moist fied by part number on packages.
surface found on moving parts of a Do not remove from package until
hydraulic unit (piston shaft) is an ready for use.
indication that the seal is being pro-
perly lubricated.

9-13
TM 55-1520-228-BD
HYDRAULIC

b. Selection of Proper Packing or 9-10. HYDRAULIC FLUID SUBSTITUTIONS.

Gasket. Selection of proper packing or
gasket for a particular application is a. If the original specified fluid is
of the utmost importance. The exact lost and standard replacement is not
size, shape, and material composition available, a substitute fluid must be
must be properly determined in order for used. Check Appendix D for a compatible
various systems to function correctly. fluid. If a compatible fluid is not
Packings, gaskets, or seals like fit- available, any available nonflammable
tings are made to an AN, MS, or NAS lubricant can be used in a BDAR action
standard. While gaskets may look alike as a last resort.
in general construction features and may
be of the same size, they are not CAUTION
necessarily interchangeable (Table 9-2).
O-rings, wipers, gaskets, or other
c. The dimensional relationship plastic or rubber parts of the hy-
between AN6227, AN6230, and MS28775 draulic system may swell or shrink,
series o-ring packings and gaskets in and for that reason continued oper-
the various sizes are as follows: ability of the system cannot be
guaranteed. Following such a sub-
● AN6227-B1 through B7 are equivalent stitution, instructions for bringing
to MS28775-006 through -012. the system back to normal should
include checking all moving parts
● AN6227-B8 through B14 are equivalent of the hydraulic system and all
to MS28775-11O through -116. hydraulic activated devices for
proper operation and leaks. Where
● AN6227-B15 through B27 are equivalent feasible, plastic and rubber parts
to MS28775-21O through -222. should be inspected for swelling,
deformation, and other damage.
● AN6227-B28 through B52 are equivalent
to MS28775-325 through -349. b. Record BDAR action taken. When
mission is complete, as soon as
● AN6227-B53 through B87 are equivalent practical, repair the equipment/system
to MS28775-426 through -460. using standard maintenance procedures.

● AN6227B88 is equivalent to MS28775-425

● AN6230-B1 through B25 are equivalent

to MS28775-223 through -247.

9-14
 Table 9-2. Seals Reference and Temperature Guides Chart
MILITARY PARKER BASE TEMP GUIDE DURO-
SERIES SPECIFICATION COMPOUND POLYMER CONT SERV METER SERVICE
Air Force and Navy
hydraulic fluid
AN6227B MIL-P-5516 NITRILE MIL-H-5606,
AN67230B Class B PS-01-30-5 (BUNA N) -65°F to +180°F 70 ! MIL-H-83282
NITRILE
MS28775 MIL-P-25732 N304-7 (BUNA N) -65°F to +250°F 70
MS29512 Air Force & Navy
MS29513 NITRILE aircraft fuel
2-, 3- MIL-P-5315 N602-7 (BUNA N) -65°F to +180°F 60 JP-4, JP-5
Synthetic
MS29561 MIL-R-7362 NITRILE lubricants
NAS617 Comp.A, Type 1 47-071 (BUNA N) -65°F to +250°F 70 MIL-L-7808
AN6290 Hydrualic oil,
MS28778 NITRILE MIL-H-5606
2-, 3- MIL-P-551O N507-9 (BUNA N) -65°F to +180°F 90 MIL-H-83282
NAS1593 MIL-R-25897 Fluoro-1 High temperature,
NAS1595 CL 1 77-545 Elastomer -20°F to +400°F 70 fluid resistant.
NAS1594 MIL-R-25897 Fluoro-1 High temperature,
NAS1596 CL 2 V-377-9 Elastomer -20°F to +400°F 90 fluid resistant.

DESIGNATION PARKER BASE TEMP GUIDE DURO- SERVICE AND

SERIES ASTMID735-58T COMPOUND POLYMER CONT SERV METER SPECIFICATIONS
Freon 12, weather
& salt water
2-, 3- SC720BCE1 E3 F2 C147-7 NEOPRENE -65°F to +300°F 70 resistant. AMS3209
General purpose
industrial
2-, 3- SC712BE1 E3 F2 C526-7 NEOPRENE -65°F to +300°F 70 Neoprene. AMS3209
Skydrol, Cellulube,
& other phosphate
esters, steam,
ETHYLENE water, air, dilute
2-, 3- R81O B F2 F515-8 PROPYLENE -65°F to +300°F 80 acids & alkalis.

TM 55-1520-228-BD
HYDRAULIC
9-15
 Table 9-2. Seals Reference and Temperature Guides Chart (Cont)
DESIGNATION PARKER BASE TEMP GUIDE DURO- SERVICE AND
SERIES ASTMID735-58T COMPOUND POLYMER CONT SERV METER SPECIFICATIONS
Mineral oil & hy-
draulic fluid, water,
SB620 B E1 NITRILE steam, coolants,
2-, 3- E3 F1 N525-6 (BUNA N) -40°F to +250°F 60 pneumatic service.
Petroleum base
MS9021 fuel & low tempera-
MS9020 NITRILE ture resistance.
2-, 3- SB712BE1 F2 N506-7 (BUNA N) -65°F to +225°F 65 AMS7271
Commercial gasoline,
mineral oils &
NITRILE hydraulic fluids,
2-, 3- SB715BE1 E3 F2 N103-7 (BUNA N) -65°F to +225°F 70 pneumatic service.
Mineral oil &
hydraulic fluids,
alkalies, gasolines,
NITRILE diesel oils,
2-, 3- SB715BE1 E3 F1 N109-7 (BUNA N) -30°F to +250°F 70 pneumatics.
AN1239XX Petroleum base
AN1240XX NITRILE fuel resistant.
2-, 3- SB715B E1 E3 F2 N179-7 (BUNA N) -40°F to +250°F 70 AMS7270
AN1238XX Petroleum base
AN1239XX NITRILE lubricating oil
2-, 3- SB720B E1 F2 N180-7 (BUNA N) -20°F to +250°F 70 resistant. AMS7274
Listed by Underwriter
Laboratories for
NITRILE fuels, oils, and
2-, 3- SB715E1 E3 F1 N214-7 (BUNA N) -40°F to +250°F 70 gasolines.
Mineral oils &
hydraulic fluids,
gasolines, pneu-
NITRILE matics, SAE 120R
2-, 3- SB715BE1 E3 F1 N219-7 (BUNA N) -40°F to +250°F 70 Class 1, UL Listed.

TM 55-1520-228-BD
9-16
HYDRAULIC
 Table 9-2. Seals Reference and Temperature Guides Chart (Cont)
DESIGNATION PARKER BASE TEMP GUIDE DURO- SERVICE AND
SERIES ASTMID735-58T COMPOUND POLYMER CONT SERV METER SPECIFICATIONS
Water service. Low
swell, extremely
SB71O B E1 NITRILE stable. Oil
2-, 3- E3 F1 N398-7 (BUNA N) -40°F to +250°F 70 resistance.
For rotary seals.
NITRILE Do not use with
2-, 3- SB820B E1 E3 F1 N256-8 (BUNA N) -20°F to +225°F 80 stainless steel.
Mineral oils &
NITRILE hydraulic fluids,
2-, 3- SB815BE1 E3 F1 N532-8 (BUNA N) -20°F to +250°F 80 gasoline, pneumatics.
Mineral oil &
hy fluids, pneu-
NITRILE matics. High extru-
2-, 3- SB915B E1 E3 N183-9 (BUNA N) -30°F to +250°F 90 sion resistance.
Mineral oil &
NITRILE hydraulic fluids
2-, 3- SB915B E1 E3 N552-9 (BUNA N) -30°F to +250°F 90 pneumatics.
Air & gases.
TA-605B E1 Static seal
2-, 3- E3 F2 S418-6 SILICONE -80°F to +450°F 60 only. AMS3303
Air & gases.
TA705B E1 Static seal
2-, 3- E3 LF2 S417-7 SILICONE -80°F to +450°F 70 only.
Air & gases.
MS9068 TA-705BE1 Static seal
2-, 3- E3 F2 S604-7 SILICONE -80°F to +450°F 70 only. AMS3304
High temperature
oils, aromatic
Fluoro-1 solvents, chemical
2-, 3- None 77-545 Elastomer -20°F to +400°F 70 service. AMS7278
High temperature
oils, aromatic
Fluoro-1 solvents, chemical
2-, 3- None V377-9 Elastomer -20°F to +400°F 90 service. AMS7278

TM 55-1520-228-BD
9-17/(9-18 Blank)
HYDRUALIC
 TM 55-1520-228-BD

CHAPTER 10

INSTRUMENTS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

There are no BDAR repairs offered for the instrument systems.

10-1/(10-2 Blank)
 TM 55-1520-228-BD

CHAPTER 11

ELECTRICAL AND AVIONICS SYSTEM

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section 1. INTRODUCTION

11-1. SCOPE. This chapter provides It is used to distinguish between wires

methods for assessing battle damage, in the same circuit. The wire segment
deferring damage repair, and repairing letter is used to distinguish between
electrical and avionics systems. conductor segments (a wire segment be-
Extensive repairs to complicated com- tween two terminals or connections). The
ponents or line replaceable units (LRUs) wire size number is used to identify the
are not expected to be made in the gage of the wire or cable. The ground,
field. Therefore, more emphasis is phase, or thermocouple letter(s) are
placed on common repairs to intercon- used as suffixes to the wire identifi-
necting cables and simple electrical and cation code to further identify certain
avionic components. wires. Ground wires are identified with
an N suffix. Phase letters A, B, or C
11-2. ASSESSMENT PROCEDURES. are added to identify the phase of wires
(See Table 11-1 for assessment logic.) that are in the three-phase wiring of
alternating current (AC) systems. For
a. Wire Identification. The most thermocouple wire, the following suffixes
difficult and time consuming part of are added to the identification code:
electrical and avionics battle damage AL (Alumel), CR (Chromel), FE (Iron),
assessment is wire identification. CN (Constantan), and CU (Copper).
Added and repaired wiring should be
identified to aid in troubleshooting. c. Deferral. Repair of systems and
If time permits, tape or sleeving at subsystems, which have adequate redun-
each end of added wiring of a material dancy or are not critical to mission
suitable for the ambient temperature accomplishment, may be deferred if safety
range may be used. Typical wire and of flight is not significantly degraded.
circuit identification schemes are shown Requirements must be examined to deter-
in Figure 11-1 and Table 11-2. mine if relaxed criteria for repair and
Appendix F lists and depicts the major aircraft performance can be accepted.
components, cable routes, and wiring The commander may defer combat main-
terminations for the more complex tenance and battle damage repair, even
avionics systems. if doing so places operational limita-
tions on the aircraft.
b. Circuit Function. The unit
number and circuit designation letter
identify the type of circuits. The wire
number consists of one or more digits.

11-1
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Table 11-1. Electrical and Avionics Assessment Logic

Figure 11-1. Circuit Identification

11-2
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM
Table 11-2. Function and Designation Letters
CIRCUIT CIRCUIT
DESIGNATION DESIGNATION
LETTER CIRCUITS LETTER CIRCUITS

A ARMAMENT: F FLIGHT INSTRUMENT:

Bomb suspension & release Bank and turn
Guns Rate of climb
Chemical Directional gyro
Rocket Air position
Sight Ground position
Turret Compass (including flux gate
Warning and other stabilized
External pylons & stores compasses)
Jettison fuel tanks Gyro horizon
Mine dispenser Attitude gyro
Driftmeter
B PHOTOGRAPHIC: Altimeter
Gun camera Airspeed
Mapping camera Accelerometer
Reconnaissance camera Pitot-static tube meter
Camera intervalometer Warning
Camera doors
Camera heaters H HEATING, VENTILATING, AND
Warning DE-ICING:
Anti-icing (general)
C CONTROL SURFACE: Battery heater
Horizontal stabilizer Cabin heater
Warning Cigarette lighter
De-icing (general)
D INSTRUMENT (other than flight Windshield defroster
or engine instruments): Windshield defogger
Ammeter Windshield de-icer
Air pressure Heater blanket
Free air temperature Oil immersion heater
Hydraulic pressure Refrigeration
Horizontal position stabilizer Ventilation
Voltmeter Warning
Clock
Warning I In order to avoid confusion with
the numeral one, the letter "I"
E ENGINE INSTRUMENT: shall not be used for circuit or
Tailpipe temperature cable identification.
Fuel flow
Fuel quantity J IGNITION:
Fuel capacity Booster
Oil temperature Vibrator
Oil pressure Distributor
Manifold pressure Electronic
Fuel pressure Warning
Engine oil quantity
Tachometer
Warning

11-3
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Table 11-2. Function and Designation Letters (Cont)

CIRCUIT CIRCUIT
DESIGNATION DESIGNATION
LETTER CIRCUITS LETTER CIRCUITS

K ENGINE CONTROL: Q FUEL AND OIL:

Blower ratio Fuel valves
Starter Fuel booster-pump motor
Warning Moisture control
Oil dilution
L LIGHTING: Engine primer
Approach Fuel-transfer-pump motor
Flasher-coder and control
Cockpit Fuel-loading-pump motor
Drift 0il transfer-pump motor
Cabin and control
Formation Oil booster pump
Cargo Oil scavenge pump
Interior Throttle control
Instrument Fuel-pump motor
Section (fuselage) Oil diverter
Landing Oil valves
Exterior Warning
Running, position, navigation
Passing R RADIO (Navigation and
Search communication):
Taxi RA-Instrument landing
Warning RC-Command
RD-Radio direction finding
M MISCELLANEOUS ELECTRIC: RF-VHF liaison
Windshield spray RH-Homing
Windshield wiper RL-Liaison
Hoist RM-Marker beacon
Enclosure operation RN-Navigation
Positioner; seat, pedal RP-Special systems
Special test equipment RS-SHF command
RT-Radio teletype
N UNASSIGNED RU-UHF command
RV-VHF command
O In order to avoid confusion RX-Recorder
with the numeral zero, the RZ-Interphone, headphone
letter "O" shall not be used
for circuit or cable identi-
fication.

P DC POWER

11-4
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Table 11-2. Function and Designation Letters (Cont)

CIRCUIT CIRCUIT
DESIGNATION DESIGNATION
LETTER CIRCUITS LETTER CIRCUITS

S RADAR: U MISCELLANEOUS ELECTRONIC:

SA-Altimeter Electronic wiring for which no
SF-Intercept "R", "S", or "T" designation has
SG-Gunlaying been assigned by the procuring
SM-Mapping activity shall have the circuit
SN-Navigation function letter "U" assigned.
SQ-Bombing Examples of wiring for which
SR-Recorder the circuit function letter "U"
SS-Search will be assigned are common leads
SV-Special systems to electronic equipments and
SW-Warning systems interconnection wiring
SX-Recognition (IFF) such as antenna or power circuits
common to more than one equipment
T SPECIAL ELECTRONIC: or system.
TA-Adapter
TB-Radar control V DC POWER and DC control cables
TC-Radio control for AC systems shall be identi-
TD-Airborne announcing fied by the circuit function
TE-Electronic countermeasure letter "V."
TF-Repeat back
TG-GM homing W WARNING AND EMERGENCY
TH-Infrared Enclosure release and
TK-Telemetering locks
TL-Attitude indicator Fire extinguishers
TM-Chaff dispenser Flare release
TN-Navigation Fire detector
TP-Beacon (crash and locator) Intercrew buzzer or light
TQ-Transmitters and receivers
TR-Receivers X AC POWER:
TT-Transmitters Wiring in the AC power system
TU-Reconnaissance shall be identified by the
TW-Weather devices circuit function letter "X."
TZ-Bombing devices
Y ARMAMENT SPECIAL SYSTEMS:
Y*A-Air to air
Y*B-Air to surface
Y*C-Multimode
Y*M-Missile-guidance
Y*T-Turret
* Armament special
system number

Z UNASSIGNED

11-5
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

11-3. REPAIR PROCEDURE INDEX.

PARA. PARA.

Splicing Unshielded Wires. . . 11-5 Coax Splice for RG-9 B/U,

Wire Repair Segments, RG-214/U, RG-225/U, and
Unshielded Wires . . . . . . 11-6 RG-393/U . . . . . . . . . . 11-17
Damaged Wire Insulation . . . . 11-7 Coax Splice for RG-58 C/U,
Shielded Cable Repair . . . . . 11-8 RG-233/U, RG-59 B/U, and
Shielded Cable Repair Segments 11-9 RG-71 B/U . . . . . . . ..11-18
Shield Terminators . . . . . . 11-10 Component Bridging . . . . . . 11-19
Terminators for Nickle-Plated Connector Repair . . . . . . . 11-20
Shields ( including Circuit Protection Device
vermillion). . . . . . . . . 11-11 Repair. . . . . . . . . . . 11-21
Terminal Boards. . . . . . . . 11-12 Bus Bars . . . . . . . . . . . 11-22
Terminal Lugs. . . . . . . . . 11-13 Battery Repair BB-476/A. . . . 11-23
Wire Bundle Tie Wraps. . . . . 11-14 Damaged or Defective Power
Coax Splice for RG-136/U Relays. . . . . . . . . . . 11-24
and RG-179 B/U . . . . . . . 11-15 Substitute Emergency Antenna,
Coax Splice for RG-180 B/U, Field Expedient. . . . . . . 11-25
RG-124/U, RG-142 B/U, Typical Avionics Configuration 11-26
RG-302/U, and RG-303/U . . . 11-16 BDAR Kits . . . . . . . . . . .11-27

Section II. ELECTRICAL AND AVIONICS WIRING DAMAGE

11-4. GENERAL. The objective of temporary repairs. Appendix F lists and

electrical and avionics system battle depicts the major components, cable
damage repair is to restore damaged routes, and wiring terminations for the
circuits which are mission essential. more complex avionics systems.
It is also used to make nonessential
circuits safe. The repair procedures in b. Isolation of Nonessential
this section are designated to quickly Systems. To isolate damaged non-
return an aircraft to a flyable con- essential system wiring use crimp-on
dition. end caps, tape, or other insulating
method. Secure wires to structure.
a. Electrical and Avionics Repairs.
Electrical and avionics equipment c. BDAR Electrical Wiring System
receiving significant battle damage will Repair Definitions and Capabilities.
usually not be repairable. The equip- The BDAR wiring repair set provides
ment may require replacement to meet for two types of aircraft electrical
mission requirements. When replacement wiring repairs classified as
for nonessential system units are not "PERMANENT," or "TEMPORARY."
available, the technician should, when
possible, make the necessary repairs or (1) A permanent repair returns the
adjustments on the unit for one more electrical wiring system to full capabi-
combat sortie. Avionics wiring, coaxial lity as manufactured with no degrada-
cables, and general aircraft wiring can tion of any system operating charac-
be repaired using a variety of proce- teristics. No periodic inspection or
dures and materials. Most of these replacement is required with a permanent
techniques are considered standard for repair.

11-6
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

(2) A temporary repair returns the CAUTION

electrical wiring system to a reduced
level of capacity with a possible slight Make sure aircraft power is off.
reduction of system operational capabi- Disconnect battery before
lity. Temporary repairs must be touching any wires.
reinspected at 100 flight hours. At
this time, a permanent repair will be OPTION 1: Crimp Splicing.
performed or an extension of use for the
temporary repair will be granted. LIMITATIONS: Only to be used for wire
sizes 12-26. Where no more than one
NOTE splice is made per 10 feet of wire, it
is a permanent repair.
Temporary repairs established
in the TM will only be applied PERSONNEL/TIME REQUIRED:
in time of war. The commander 1 Soldier
or his designated representa- 10 Minutes
tives may authorize deviations
necessary to accomplish wartime MATERIALS/TOOLS REQUIRED:
requirements. Appropriate Size Splice (item 10,
Appx B)
d. Repair Techniques. Appropriate Size Sealing Sleeve
(item 10, Appx B)
(1) In battle, situations may Crimping Tool (item 10, Appx B)
arise that will require the assessor and Strippers (item 10, Appx B)
repair personnel to develop innovative Heat Gun (item 10, Appx B)
repair techniques. This section des- Reflector (item 10, Appx B)
cribes and illustrates some repair capa-
bilities to broken and/or damaged wires, PROCEDURAL STEPS:
shielded or coaxial cables, electrical
connectors, and associated electrical 1. Strip wires, refer to Table 11-3.
components in the combat environment.
Table 11-3. Unshielded Crimp
(2) Prior to performing any of the Splice Application
listed repairs, the repair technician STRIPPING TEMP.
must be knowledgeable in the application WIRE LENGTH , RATING
of the basic repair procedures and pro- SIZE INCHES DEG. C
ficient in the use of wiring repair
tools and materials. 20-26 .25-.30 >125
16-18 .30-.35 >125
11-5. SPLICING UNSHIELDED WIRES. 12-14 .30-.35 >125
20-26 .25-.30 <105
GENERAL INFORMATION: This procedure 16-18 .30-.35 <105
provides for repairing damaged 12-14 .30-.35 <105
unshielded wires.
2. Slide sealing sleeve onto one of the
WARNING wires, Figure 11-2. On wire rated at
125°C or above, insert one prepared wire
Do not be misled by the term "low into small end of sealing sleeve and
voltage." Potentials as low as push crimp barrel out.
50 volts may cause death under
adverse conditions. 3. Crimp wires with crimp tool.

11-7
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-2. Crimp Splice

11-8
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

4. Shrink sealing sleeve over crimp OPTION 3: Split Bolt Splice Connectors.
with heat gun. Use reflector, tem-
perature set at 900°F. LIMITATIONS: Only to be used on wire
sizes AWG No. 4 through No. 10. Inspect
5. Record BDAR action taken. When after every flight.
mission is complete, as soon as
practical, repair the equipment/system PERSONNEL/TIME REQUIRED:
using standard maintenance procedures. 1 Soldier
10 Minutes
OPTION 2: Terminal Lug Splicing.
MATERIALS/TOOLS REQUIRED:
LIMITATIONS: Only to be used on wire Strippers or Knife (item 10, Appx B)
sizes AWG No. 10 and smaller. This is a Heat–Shrinkable Tubing
temporary repair. (item 10, Appx B)
Split Bolt Splice Connector
PERSONNEL/TIME REQUIRED: (item 10, Appx B)
1 Soldier Heat–Shrinkable Tape (item 10, Appx B)
15 Minues Per Splice Reflector (item 3, Appx B)

MATERIALS/TOOLS REQUIRED: PROCEDURAL STEPS:

Terminal Lug Barrel
Insulating Sleeve and Tie Wraps or 1. Slide a 3 inch length of large
Heat-Shrinkable Insulation diameter, heat-shrinkable tubing over
Crimp Tool one of the wires to be spliced.

PROCEDURAL STEPS: 2. Strip wires and insert into the con-

nector from opposite sides.
1. Select a terminal with a barrel
large enough to accommodate both wires. NOTE

2. Cut off terminal lug tongue. Conductors may be folded back one
or more times to fill the connec-
3. Prepare wire ends. tor opening and provide firm
clamping.
4. Slip an insulating sleeve 1 inch Strip wires 1/2 inch if folding
longer than terminal lug barrel over the back is not required.
end of one of the wires, and insert wire Strip wires 1-1/4 inch if single
end into the barrel as shown in Figure folding back is required.
11-3. Strip wires 2-1/2 inch if double
folding back is required.
5. Crimp barrel in center.
3. Tighten nut securely.
6. Slide insulating sleeve over the
terminal lug barrel splice, and secure 4. Wrap the splice with heat-shrinkable
in place by using tie wraps or heating tape. Cover all metal parts and overlap
if heat-shrink sleeve is used. onto insulation.

7. Record BDAR action taken. When 5. Heat the end of the tape to soften
mission is complete, as soon as the adhesive layer and press it into
practical, repair the equipment/system position while warm. Use reflector
using standard maintenance procedures. (located in A5 of wiring kit), tem-
perature set at 900°F.

11-9
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-3. Splicing with Terminal Lug Barrel

6. Heat the tape to shrink it onto the MATERIALS/TOOLS REQUIRED:

splice and soften the adhesive layer. Tape, Electrical (item 46, Appx C)
Use reflector (located in A29 of wiring Strippers or Knife
kit), temperature set at 900°F.
PROCEDURAL STEPS:
7. Center the heat-shrinkable tubing
over the splice. 1. Cut ties and work broken wire to
the outside of the bundle.
8. Heat the tubing to shrink it onto
the splice. Use reflector (A29), tem- 2. Pull sufficient slack from the wire
perature set at 900°F. Begin in the run toward the break so that there will
middle and work toward the ends. Tubing be no strain on the splice.
may not shrink completely onto the wire
insulation, this is normal. 3. Wipe wire clean with a clean, dry
rag or a rag dampened with 1-1-1 trich-
9. Record BDAR action taken. When loroethane, alcohol, or equivalent.
mission is complete, as soon as
practical, repair the equipment/system 4. Trim broken ends of the wire.
using standard maintenance procedures.
5. Split all the wire ends.
OPTION 4: Twist Wire.
6. Split the strands of wire apart and
LIMITATIONS: This is a temporary type twist the matching wires together as
repair. shown in Figure 11-4

PERSONNEL/TIME 7. Cover each individual splice with

1 Soldier electrical tape. Insure no metal con-
10 Minutes tact between adjacent splices.

11-10
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-4. Twist Wire Repair

8. Cover splice area with electrical MATERIALS/TOOLS REQUIRED:

tape. Cylindrical metal casing such as ball
point pen refills, expended
9. If a section of wire needs to be cartridges, etc.
replaced, a double repair can be made, Insulation Sleeve or Tape
Figure 11-5. (item 10, Appx B)
Crimp Tool (hammer, pliers, etc.)
10. Record BDAR action taken. When Wire (item 10, Appx B)
mission is complete, as soon as
practical, repair the equipment/system PROCEDURAL STEPS:
using standard maintenance procedures.
1. Fabricate splices approximately 1 to
OPTION 5: Casing Splice Method. 2 inches long from small metal casing.

LIMITATIONS: This is an emergency type NOTE

repair for one time flight only.
Ball point refills or expended
PERSONNEL/TIME REQUIRED: cartridge shell casings, when cut
1 Soldier to length, make excellent spli-
10 Minutes ces, Figure 11-6.

2. Strip 1/2 to 1 inch insulation from

both ends of wire to be spliced.

3. Insert wires into casing splice and

crimp tightly with pliers or a hammer and
small iron bar.

11-11
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-5. Replacement Section; Twist Wire Repair

Figure 11-6. Metal Casing Splice Repair

11-12
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

4. Insulate with tape or use plastic 7. Slide the insulating sleeve over the
and string. Tie in place. splice so that the ends of the insu-
lating sleeve extend at least 3/4 of an
5. Record BDAR action taken. When inch beyond the ends of each terminal
mission is complete, as soon as lug. Secure both ends of the insulation
practical, repair the equipment/system with tie wraps or string ties as shown
using standard maintenance procedures. in Figure 11-7.

OPTION 6: Bolted Terminal Lug. 8. If a section of wire needs to be

replaced, a double repair can be made to
LIMITATIONS: This is a temporary type bridge the ends of the original wire
repair. back together, Figure 11-8.

PERSONNEL/TIME REQUIRED: 9. Record BDAR action taken. When

1 Soldier mission is complete, as soon as
10 Minutes practical, repair the equipment/system
using standard maintenance procedures.
MATERIALS/TOOLS REQUIRED:
Appropriate Size Terminal Lugs, OPTION 7: Metal Clamp Method.
2 ea. (items 54, 55, 56,
57, 58, Appx C) LIMITATIONS: This is an emergency type
Screw or Bolt repair.
Nut
Washer PERSONNEL/TIME REQUIRED:
Lockwasher 1 Soldier
Insulating Sleeve or 10 Minutes
Tape (item 52, Appx C)
MATERIALS/TOOLS REQUIRED:
PROCEDURAL STEPS: Screw Clamp, Control Cable Clamp, or
Safety Wire (item 26, Appx C)
1. Cut ties and work broken wire to the Insulating Sleeve or Electrical
outside of the bundle. Tape (item 49, Appx C)
Knife
2. Pull sufficient slack from the wire Cable Ties (item 10, Appx B)
run toward the break so that there will
be no strain on the splice. PROCEDURAL STEPS:

3. Wipe wire clean with a clean, dry 1. Cut ties and work broken wire to the
rag or a rag dampened with 1-1-1 tri- outside of the bundle.
chloroethane, alcohol, or equivalent.
2. Pull sufficient slack from the wire
4. Trim broken ends of wire, and run toward the break so that there will
install an insulating sleeve over one be no strain on the splice.
end of the wire and slide back and out
of the way for now. 3. Wipe wire clean with a clean, dry
rag or a rag dampened with 1-1-1 tri-
5. Strip both wire ends and crimp an chloroethane, alcohol, or equivalent.
insulated terminal lug of the proper
size to each wire end. 4. Trim broken ends of wire.

6. Bolt terminal lugs together as shown 5. Remove 2 inches of wire insulation

in Figure 11-7. from each end of the damaged wire.

11-13
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-7. Bolted Terminal Lug Repair of Large Wires

Figure 11-8. Replacement Section; Terminal Lug Repair

6. Ram or push the two wire ends together so

that the strands interlink.

7. Secure with screw clamp, control cable clamp,

safety wire, or other suitable means, Figure 11-9.

8. Insulate with tape or insulation sleeve.

9. Record BDAR action taken. When mission is

complete, as soon as practical, repair the
equipment/system using standard maintenance
procedures.

Figure 11-9. Ram Wire Repair Method

11-14
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

11-6. WIRE REPAIR SEGMENTS, UNSHIELDED 11-7. DAMAGED WIRE INSULATION.

WIRES.
GENERAL INFORMATION: If the wire insu-
GENERAL INFORMATION. The BDAR electri- lation is damaged but the wire itself is
cal wiring kit has wire replacement not, repair of the insulation may be
segments for replacement sections up to accomplished by installing heat-shrink-
9 inches in length. The replacement able tape, a transparent sleeve of
sections are located in the wire repair flexible tubing, and securing with
kit. Refer to Table 11-4. nylon braid or some other means.

CAUTION CAUTION

Make sure aircraft power is off. Make sure aircraft power is off.
Disconnect battery before Disconnect battery before
touching any wires. touching wires.

LIMITATIONS: Dependent on splice method OPTION 1: Heat-Shrinkable Repair Tape.

used to connect replacement segment.
LIMITATIONS: This is a temporary
PERSONNEL/TIME REQUIRED: repair.
1 Soldier
20 Minutes PERSONNEL/TIME REQUIRED:
1 Soldier
MATERIALS/TOOLS REQUIRED: 10 Minutes
Replacement Segment (Refer to Table
Table 11-4) MATERIALS/TOOLS REQUIRED:
Splice (item 10, Appx B) Heat-Shrinkable Tape (item 10, Appx B)
Insulation Sleeve or Tape (item 49, Reflector (item 10, Appx B)
Appx C) Heat Gun/Heat Source (item 10, Appx B)
Crimp Tool (item 10, Appx B)
PROCEDURAL STEPS:
PROCEDURAL STEPS:
1. Start wrapping tape at one end of
1. Cut out damaged wire (up to 9 area to be covered.
inches in length).
2. Overlap each turn about one-third of
2. Strip wires, refer to Table 11-4. tape width. Overlap of more than 50 per-
cent or multiple wraps are not recom-
3. Splice replacement segment onto mended. Excess thickness prevents heat
damaged wire using one of the options transfer to the inner layer. Refer to
in paragraph 11-9. Figure 11-10.

4. Record BDAR action taken. When 3. Apply heat to end of last lap to
mission is complete, as soon as soften the meltable adhesive, and press
practical, repair the equipment/system it into position while warm. Use
using standard maintenance procedures. reflector (A5), temperature set at 900°F.

11-15
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM
4. Heat the tape to shrink it and melt PROCEDURAL STEPS:
the adhesive layer. Use reflector
(A29), temperature set at 900°F. 1. Remove damaged insulation and
examine to insure center conductor is
5. Record BDAR action taken. When not damaged.
mission is complete, as soon as
practical, repair the equipment/system 2. Prepare a transparent sleeve of
using standard maintenance procedures. flexible tubing 1-1/2 times the outside
diameter of the wire and 2 inches longer
Table 11-4. Wire Repair Segments than the damaged portion of the insula-
I tion.

3. Split lengthwise and wrap 1-1/2

times around the wire at the damaged
section.

4. Tie with string or other suitable

material at each end and at 1 inch
intervals over the entire length, Figure
11-11.

5. Record BDAR action taken. When

mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

Figure 11-10. Heat-Shrinkable Tape

OPTION 2: Insulation Sleeve.

LIMITATIONS: This is a temporary Figure 11-11. Insulation Repair

repair. with Sleeving

PERSONNEL/TIME REQUIRED: OPTION 3: Tape Insulation.

1 Soldier
10 Minutes LIMITATIONS: This is a temporary
repair.
MATERIALS/TOOLS REQUIRED:
Insulation Sleeving (item 10, Appx B) PERSONNEL/TIME REQUIRED:
Knife 1 Soldier
String, Nylon Braid, or Tie-Wraps. 5 Minutes Per Wire
(item 10, Appx B)
MATERIALS/TOOLS REQUIRED:
Tape, Electrical (item 49, Appx C)
Knife

11-16
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

PROCEDURAL STEPS: 11-8. SHIELDED CABLE REPAIR.

1. Remove damaged insulation and GENERAL INFORMATION: The following pro-

examine to insure center conductor is cedures may be used to repair severed
not damaged. shielded cables.

2. Wrap tape over exposed center con- OPTION 1: Shielded Cable Splice.
ductor of wire. Tape should extend 2
inches over the wire insulation at each LIMITATIONS: Repair is good for cables
end of the area to be covered. rated at 125°C or above.

3. Record BDAR action taken. When PERSONNEL/TIME REQUIRED:

mission is completed or as soon as 1 Soldier
feasible, repair using standard main- 15 Minutes
tenance procedures.
MATERIALS/TOOLS REQUIRED:
OPTION 4: Potting Compound Insulation. Appropriate Size Splice
(item 10, Appx B)
LIMITATIONS: This is a temporary Appropriate Size Sealing Sleeve
repair. (item 10, Appx B)
Crimping Tool (item 10, Appx B)
PERSONNEL/TIME REQUIRED: Strippers (item 10, Appx B)
1 Soldier Heat Gun (item 10, Appx B)
1-3 Hours Per Wire (Depending on which Reflector (item 10, Appx B)
potting compound is used.)
PROCEDURAL STEPS:
MATERIALS/TOOLS REQUIRED:
Potting Compound Insulation (RTV-730, 1. Prepare cable for splice. Refer to
MIL-S-8516, synthetic rubber, or Figure 11-12 and Table 11-5.
equivalent)
Knife

PROCEDURAL STEPS:

1. Remove damaged insulation and exa-

mine to insure center conductor is not
damaged.

2. Apply a thin coat of potting com-

pound over the exposed center conductor.

3. Allow time to dry. If compound

coating does not seem to be sufficient,
apply additional layers as needed.
NOTE
4. Record BDAR action taken. When
mission is complete, as soon as Refer to Table 11-5. for X, Y, and Z
practical, repair the equipment/system
using standard maintenance procedures. Figure 11-12. Shielded Cable
Repair Preparation

11-17
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-13. Shielded Cable Splice Preparation

Table 11-5. Shielded Cable Repair 5. Center and shrink the shield over
the splice area so that the solder
melts and flows. Shield sleeve braid
must overlap cable braid at both ends.
Refer to Figure 11-14

OPTION 2: Sheath Connector and

Grounding Sheath.
2. Slide the shield sleeve onto one of
the cables. LIMITATIONS: This is a temporary
repair until heat shrink is installed,
3. Slide the inner sealing sleeve onto then it is a permanent repair.
the primary wires of one of the cables,
then insert the other primary wire onto PERSONNEL/TIME REQUIRED:
the other end of the inner sealing 1 Soldier
sleeve and crimp with AD-1377 crimp 1/2 Hour Per Wire
tool, located in electrical wiring
kit. Refer to Figure 11-13. MATERIALS/TOOLS REQUIRED:
Insulating Sleeving, Heat Shrink, or
4. Shrink the inner sleeve of the Tape (item 49, Appx C)
splice with temperature set at 900°F. Knife
Keep hot air away from shield sleeve. String, Nylon Braid, or Tie Wrap (to
be used if insulating sleeve is used)
2 Sheath Connectors (item 10, Appx B)
Grounding Sheath (item 10, Appx B)
Center Conductor Splice (item 10, Appx B)

11-18
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-14. Shielded Cable Spliced

PROCEDURAL STEPS: 7. If an insulating sleeve is used,

slide into place and tie both ends
1. Select a grounding sheath Figure 11-15, step d. If heat shrink is
used, slide into place and shrink into
2. Prepare the severed ends of the position. If tape is used, use it to
cable for application of a grounding cover repair.
sheath connector, Figure 11-15, step a.
8. Record BDAR action taken. When
3. Position sheath connector and mission is complete, as soon as
grounding sheath as shown in Figure practical, repair the equipment/system
11-15, step b. (NOTE: Crimp sheath con- using standard maintenance procedures.
nector and grounding sheath only at one
side at this time.) OPTION 3: Pigtailed Sheath Method.

4. Slide insulating sleeve over LIMITATIONS: This is a temporary

uncrimped sheath connector as shown in repair.
Figure 11-15, step b. (NOTE: If insu-
lating sleeve is not available, use heat PERSONNEL/TIME REQUIRED:
shrink or alternate insulation such as 1 Soldier
electrical tape.) 1/2 Hour Per Wire

5. Splice center conductor using a per- MATERIALS/TOOLS REQUIRED:

manent splice or by using one of the Knife
splicing procedures in paragraph 11-9. Insulating Sleeving or Tape
(item 49, Appx C)
6. Push the free end of the grounding String, Nylon Braid, or Tie Wrap (to
wire into the uncrimped grounding sheath be used if insulating sleeve is used)
connector. Crimp securely, Figure 11-15, Center Conductor Splice
step c. (item 10, Appx B)

11-19
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-15. Shielded Cable Repair

11-20
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

PROCEDURAL STEPS: Shielding must be long enough to overlap

the shielding on both sides of the cable
1. Prepare severed ends of cable for being repaired after the center conduc-
pigtail method of shield terminations, tor is repaired. Shielding material can
Figure 11-16, step a. be obtained from another shield cable or
ground cable material.
2. Splice center conductor, Figure
11-16, step b, using a permanent splice NOTE
or by using one of the splicing proce-
dures in paragraph 11-9. It is essential that the shielding,
as well as the inner conductor, be
3. Use two splice connectors to add repaired properly to prevent elec-
short length of insulated wire as exten- tromagnetic interference (EMI)
sion to complete shield connection, problems.
Figure 11-16, step b.
3. Splice center conductor using a per-
4. Insulate repair, Figure 11-16, manent splice or by using one of the
step c. splicing procedures in paragraph 11-9,
Figure 11-17, step b. Insure center
5. Record BDAR action taken. When conductor is insulated from shield.
mission is complete, as soon as
practical, repair the equipment/system 4. Slide shielding material over
using standard maintenance procedures. repaired inner conductor and clamp at
shielding overlap areas, Figure 11-17,
OPTION 4: Substitute. Shielded Braid. step c.

LIMITATIONS: This is a temporary 5. Record BDAR action taken. When

repair. mission is complete, as soon as
practical, repair the equipment/system
PERSONNEL/TIME REQUIRED: using standard maintenance procedures.
1 Soldier
1/2 Hour Per Wire 11-9. SHIELDED CABLE REPAIR SEGMENTS.

MATERIALS/TOOLS REQUIRED: GENERAL INFORMATION: The electrical

Substitute Shielded Braid wiring kit has wire replacement segments
(item 10, Appx B) to replace segments up to 9 inches in
Knife length.
Center Conductor Splice
(Item 10, Appx B) CAUTION
Metal Screw Clamp, Sheath Connector,
or Equivalent Make sure aircraft power is off.
Disconnect battery before touching
PROCEDURAL STEPS: any wires.

1. Prepare severed ends of cable for LIMITATIONS: Dependent on splice method

application of repair splice and used to connect replacement segment.
shielding, Figure 11-17, step a.
PERSONNEL/TIME REQUIRED:
2. Select suitable shielding material 1 Soldier
and slide over one end of severed cable. 1 Hour

11-21
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

PIGTAILS

STEP A

STEP B

Figure 11-16. Pigtail Method Repair

11-22
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-17. Substitute Shielded Braid Repair

11-23
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

MATERIALS/TOOLS REQUIRED:
Replacement Segment (item 10, Appx B)
Stripper or Knife
Splice (item 10, Appx B)
Insulation Sleeve (item 10, Appx B)
Crimp Tool

PROCEDURAL STEPS:

1. Cut out damaged cable (up to 9

inches in length).

2. Prepare cable for splice. Refer to

Figure 11-12 and Table 11-5.

3. Use one of the options of paragraph

11-5 to splice the ends of the replace-
ment segment onto the damaged cable.

4. Record BDAR action taken. When

mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

11-10. SHIELD TERMINATORS.

GENERAL INFORMATION: The kit contains

various types of shield terminators for Figure 11-18. Shield Terminator
shielded cable. Repair Preparation

LIMITATIONS: This is a temporary

repair. 2. Position shield terminator on cable
as shown in Figure 11-19. (Select the
PERSONNEL/TIME REQUIRED: smallest terminator that slides easily
1 Soldier over the prepared cable.)
15 Minutes
3. Heat shield terminator until solder
MATERIALS/TOOLS REQUIRED: melts and flows into wire strands, red
Shield Terminator (item 10, Appx B) color disappears, and seals melt and
Reflector flow at both ends. Use reflector with
Heat Gun/Heat Source shield terminator of wire repair kit
Stripper or Knife with temperature set at 900°F.
Insulating Sleeve (item 10, Appx B)
4. Terminate the ground lead as
PROCEDURAL STEPS: directed in aircraft wiring manual.

1. Prepare cable for repair. Refer to 5. Record BDAR action taken. When
Figure 11-18. mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

11-24
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

2. Position ground lead and shield ter-

minator as shown in Figure 11-21.

3. Heat shield terminator until solder

ring melts; then, continue heating for an
additional 15 seconds or until sleeve
WINDOW STRIP
starts to turn brown. Use reflector
with temperature set at 900°F.

4. Terminate the ground lead as

directed in the aircraft wiring manual.

5. Record BDAR action taken. When

END STRIP mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

END STRIP BRAID FOLDED BACK .25-.30" .25-.30"

Figure 11-19. Shield Terminator Repair

11-11. TERMINATORS FOR NICKEL-PLATED

SHIELDS (INCLUDING VERMILLION). WINDOW STRIP END STRIP

GENERAL INFORMATION: The kit contains

shield terminators for nickel-plated
shields, including vermillion.

LIMITATIONS: This is a permanent repair. Figure 11-20. Nickel-Plated Shield

Terminator Preparation
PERSONNEL/TIME REQUIRED:
1 Soldier
15 Minutes

MATERIALS/TOOLS REQUIRED:
Shield Terminator (item 10, Appx B)
Reflector (A3) (item 10, Appx B)
Heat Gun/Heat Source
Stripper or Knife
Insulating Sleeve (item 10, Appx B)

PROCEDURAL STEPS:

1. Prepare cable for repair. Refer to

Figure 11-20.
Figure 11-21. Nickel-Plated Shield
Terminator Repair

11-25
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

11-12. TERMINAL BOARDS. MATERIALS/TOOLS REQUIRED:

Strippers or Knife
GENERAL INFORMATION: The terminal Replacement Terminal Lug (Table
boards provided are all 5 inches in 11-6)
length. They are located in the wiring Crimp Tool (item 10, Appx B)
kit. They can be cut to shorter
lengths using a hacksaw. The general PROCEDURAL STEPS:
procedure is as follows:
1. Select a terminal to fit both the
LIMITATIONS: Permanent repair. wire and the terminal stud, Table 11-6.

PERSONNEL/TIME REQUIRED: 2. Strip the wire to the length

1 Soldier specified in Table 11-6.
Time will depend on the number of
wires on the terminal board in 3. Open the dies of the crimp tool.
question. Refer to Figure 11-22.

MATERIALS/TOOLS REQUIRED: 4. Place terminal in proper cavity of

Replacement Terminal Board crimp tool dies (see Detail A of Figure
(item 10, Appx B) 11-22). Sizes are stamped below each
cavity on side of die.
PROCEDURAL STEPS:

1. Tag and disconnect wires one at a

time.

2. Remove terminal board.

3. Install replacement terminal board.

4. Connect wires to duplicate the

original installation.

5. Record BDAR action taken. When

mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

11-13. TERMINAL LUGS.

GENERAL INFORMATION: Terminal lugs are

provided in the wiring kit, Table 11-6.
The general procedure for installing
terminal lugs is as follows:

LIMITATIONS: None

PERSONNEL/TIME REQUIRED:
1 Soldier
10 Minutes Per Wire

Figure 11-22. Terminal Lug Repair

11-26
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

OPTION 1: Self-Clinching Cable Straps.

WIRE
STRIP LIMITATIONS: These straps are not to be
WIRE STUD LENGTH used under the following conditions:
SIZE ITEM SIZE P/N
(IN)
In temperature environments which
4 M7928/1-7 exceed 85°C (185°F).
24 B30 6 M7928/1-8 .15
8 M7928/1-9 On coaxial cables or bundles con-
10 M7928/1-10 taining coaxial cables which do not have
hard dielectrics.
22 B31 8 M7928/1-14
10 M7928/1-15 In areas where excess material from
1/4 In. M7928/1-16 .19 strap cuttings or failure of the mounted
6 M7928/1-21 strap would allow plastic to fall into
20 B32 8 M7928/1-23 moving mechanical parts.
10 M7928/1-24
1/4 In. M7928/1-25 On the outside of cables or bundles
6 M7928/1-30 that will be dragged through tight or
18 B33 8 M7928/1-32 unreachable spaces during final aircraft
10 M7928/1-33 installation.
1/4 In M7928/1-34
6 M7928/1-39 Where failure of the strap would per-
16 B34 8 M7928/1-41 .25 mit movement of the wiring against parts
10 M7928/1-42 which could damage the insulation or
1/4 In. M7928/1-43 allow wiring to foul mechanical linkages.
6 M7928/1-48
14 B35 8 M7928/1-50 In high vibration areas.
10 M7928/1-51
1/4 In. M7928/1-52 In areas of severe wind or moisture
problems.
5. Locate terminal with locator (detail
B). Terminal should locate with flange When use of these straps is prevented
over the top of the locator. by these restrictions, use tie tape
for secondary ties between clamps.
6. Insert wire to proper depth.
PERSONNEL/TIME REQUIRED:
7. Close handle of tool until dies are 1 Soldier
closed and ratchet releases. The crimp 1 Minute
is now complete (see detail C).
MATERIALS/TOOLS REQUIRED:
8. Record BDAR action taken. When Self-Clinching Cable Strap
mission is complete, as soon as (item 10, Appx B)
practical, repair the equipment/system Cable Strap Tool (item 10, Appx B)
using standard maintenance procedures.
PROCEDURAL STEPS:
11-14. WIRE BUNDLE TIE WRAPS.
1. Position the strap around the bundle
GENERAL INFORMATION: After wire damage with the flat side of the large end
repairs are made, insure minimum essen- against the bundle.
tial cable clamps, lugged bundle ties,
and unlugged wire bundle ties are
replaced.

11-27
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

2. Thread tip through eye then hand

pull strap tight against the bundle.
Refer to Figure 11-23.
3. Adjust the tool tension setting to 7.

4. Pass the free end of the cable tie

through the slot in the end of the tool
then push tool snugly against the strap,
Figure 11-24.

5. While holding strap firmly against

side of tool and tool faces squarely Figure 11-24. Self-Clinching Cable
against large end of strap, pump handle Strap and Tool
several times without fully activating
the tool's cutting knife. Once the OPTION 2: Tie Tape.
strap has been stretched to its maximum,
squeeze handle slowly and firmly until LIMITATIONS:
strap is cut.
1. Do not use ties on that part of a
WARNING wire group or bundle located inside a
conduit.
The strap must be cut flush with
the surface in order to eliminate 2. When tying wire bundles behind con-
painful cuts and scratches from nectors, start ties far enough back from
protruding strap ends. the connector to avoid splaying of con-
tacts.
6. If strap end is not cut flush,
remove the strap and install a new strap PERSONNEL/TIME REQUIRED:
in its place. 1 Soldier
1 Minute Per Tie
7. Pick up for appropriate disposal all
broken straps and strap ends that were MATERIALS/TOOLS REQUIRED:
cut off. Tie Tape (item 10, Appx B)

8. Record BDAR action taken. When PROCEDURAL STEPS:

mission is complete, as soon as
practical, repair the equipment/system 1. Tie bundles tightly enough to pre-
using standard maintenance procedures. vent slipping, but not so tightly that
the tape cuts into or deforms the insu-
lation. Be especially careful when
tying coaxial cable which has a soft
dielectric insulation between the inner
and outer conductors.

2. Use knot shown in Figure 11-25.

3. Tie all wire groups of bundles where

supports are more than 12 inches apart.
Space ties 12 inches or less.

Figure 11-23. Self-Clinching Cable Strap

11-28
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

CAUTION

Do not tighten wire or string too

much, as wire or string can cut
into or deform insulation.

2. Space ties at 12 inches or less.

3. Record BDAR action taken. When

mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

11-15. COAX SPLICE FOR RG-136/U AND

RG-179B/U.

GENERAL INFORMATION: There are various

coax splices in the wiring repair kit
that may be used for the different types
and sizes of coax cable.

LIMITATIONS: This is a temporary

Figure 11-25. Tie Tape Repair Procedure repair.

4. Record BDAR action taken. When PERSONNEL/TIME REQUIRED:

mission is complete, as soon as 1 Soldier
practical, repair the equipment/system 15 Minutes
using standard maintenance procedures.
MATERIALS/TOOLS REQUIRED:
NOTE Coax Splice (item 10, Appx B)
Stripper or Knife
Harness branches can be secured Crimp Tool, AD-1377 (item 10, Appx B)
by tying. Reflector (item 10, Appx B)
Heat Gun/Heat Source (item 10, Appx B)
OPTION 3: String or Wire Repair.
PROCEDURAL STEPS:
LIMITATIONS: This is a temporary
repair. 1. Prepare coax cable, Figure 11-26.
Refer to Table 11-5.
PERSONNEL/TIME REQUIRED:
1 Soldier
1 Minute

MATERIALS/TOOLS REQUIRED:
Wire or String

PROCEDURAL STEPS:

1. Tie wires or groups using type knot

shown in Figure 11-25.

Figure 11-26. Coax Splice Preparation

11-29
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

2. Slide the shield sleeve and inner 2. Slide shield sleeve, inner sleeve,
sleeve onto one of the coaxial cables and filler sleeve onto one of the
in the order given. coaxial cables in the given order.

3. Splice the center conductor. Use 3. Splice the center conductor. Use
the red cavity of the crimp tool. the red cavity of the crimp tool.

4. Shrink the inner sleeve over the 4. Shrink the filler sleeve over the
splice, Figure 11-27. Use reflector, splice. Use reflector, temperature set
temperature set at 900°F. Keep the hot at 900°F. Keep hot air away from inner
air away from shield sleeve. and shield sleeves.

5. Center and shrink the shield sleeve 5. Shrink the inner sleeve over the
over the splice area so that the solder splice, Figure 11-27. Use same
melts and flows, Figure 11-28. Shield reflector and temperature. Keep hot
sleeve braid must overlap coax braid at air away from shield sleeve.
both ends. Use reflector, temperature
set at 900°F. 6. Center and shrink the shield sleeve
over the splice area so that the solder
6. Record BDAR action taken. When melts and flows, Figure 11-28. Shield
mission is complete, as soon as sleeve braid must overlap coax braid at
practical, repair the equipment/system both ends. Use same reflector and tem-
using standard maintenance procedures. perature.

11-16. COAX SPLICE FOR RG-180B/U, 7. Record BDAR action taken. When
RG-124/U, RG-142B/U, RG-302/U, RG-303/U. mission is complete, as soon as
practical, repair the equipment/system
GENERAL INFORMATION: There are various using standard maintenance procedures.
coax splices in the wiring repair kit
that may be used for the different 11-17. COAX SPLICE FOR RG-9B/U,
types and sizes of coaxial cable. RG-214/U, RG-225/U, RG-393/U.

LIMITATIONS: This is a temporary GENERAL INFORMATION: There are various

repair. coax splices in the wiring repair kit
that may be used for the different
PERSONNEL/TIME REQUIRED: types and sizes of coax cable.
1 Soldier
15 Minutes LIMITATIONS: This is a temporary
repair.
MATERIALS/TOOLS REQUIRED:
Crimp Tool, AD-1377 (item 10, Appx B) PERSONNEL/TIME REQUIRED:
Coax Splice (item 10, Appx B) 1 Soldier
Stripper or Knife 15 Minutes
Reflector (item 10, Appx B)
Heat Gun/Heat Source (item 10, Appx B) MATERIALS/TOOLS REQUIRED:
Crimp Tool (item 10, Appx B)
PROCEDURAL STEPS: Coax Splice (item 10, Appx B)
Stripper or Knife
1. Prepare coax cable, Figure 11-26. Reflector (item 10, Appx B)
Refer to Table 11-5. Heat Gun/Heat Source (item 10, Appx B)

11-30
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-27. Coax Splice Inner Sleeve

Figure 11-28. Coax Splice Shield Sleeve

PROCEDURAL STEPS: 7. Record BDAR action taken. When

mission is complete, as soon as
1. Prepare coax cable, Figure 11-26. practical, repair the equipment/system
Refer to Table 11-5. using standard maintenance procedures.

2. Slide the tubing, inner sleeve, and

filler sleeve onto one of the coax
cables in the order given.

3. Splice the center conductor. Use

the red cavity of the crimp tool.

4. Shrink the filler sleeve over the

splice. Use reflector, temperature set Figure 11-29. Coax Splice with
at 900°F. Keep hot air away from shield Tubing Sleeve
sleeve and tubing.
11-18. COAX SPLICE FOR RG-58C/U,
5. Center and shrink the shield sleeve RG-233/U, RG-59B/U, AND RG-71B/U.
over the splice area so that the solder
melts and flows, Figure 11-29. Shield GENERAL INFORMATION: There are various
sleeve must overlap coax braid at both coax splices in the wiring repair kit
ends. Use same reflector and tem- that may be used for the different
perature. Keep hot air away from types and sizes of coax cable.
tubing.
LIMITATIONS: This is a temporary repair.
6. Center and shrink the tubing over
the splice area. Use reflector with PERSONNEL/TIME REQUIRED:
temperature set at 900°F. 1 Soldier
15 Minutes

11-31
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

MATERIALS/TOOLS REQUIRED:
Coax Splice (item 10, Appx B)
Stripper or Knife
Reflector (item 10, Appx B)
Heat Gun (item 10, Appx B)

PROCEDURAL STEPS:

1. Prepare coax cable, Figure 11-26. Figure 11-31. Coax Repair with Cable
Refer to Table 11-5. Braid over Barrier Sleeve

2. Slide the shield sleeve and filler

sleeve onto one of the coax cables in 11-19. COMPONENT BRIDGING.
the order given.
GENERAL INFORMATION: In most cases, it
3. Insert center conductors to overlap will be quicker not to replace bulkhead
in center conductor splice. Barrier connectors, junction boxes, or terminal
sleeves of center conductor splice fit strips. These circuits can be repaired
under cable braids, Figure 11-30. Heat by "bridging" the damaged area with
using reflector, temperature set at jumper wires spliced in to eliminate the
900°F. damaged area or component, Figure 11-32.

4. Shrink the filler sleeve over the LIMITATIONS: Will be dependent on the
splice. Use same reflector and tem- type of splice used. Typically, tem-
perature. Keep hot air away from porary repair.
shield sleeve.
PERSONNEL/TIME REQUIRED:
5. Center and shrink the shield sleeve Will be dependent on the type of
over the splice area so that the solder splice used. Typically 1 soldier,
melts and flows. Shield sleeve braid 15-30 minutes per splice.
must overlap coax braid at both ends.
Refer to Figure 11-31. Use same MATERIALS/TOOLS REQUIRED:
reflector and temperature. Will be dependent on the type of
splice used.
6. Record BDAR action taken. When
mission is complete, as soon as PROCEDURAL STEPS:
practical, repair the equipment/system
using standard maintenance procedures. 1. Identify wires to be bridged
together.

2. Splice wires and jumper wires

together using one of the splicing
techniques of this chapter.

3. Secure jumper wires after repair

is made.

4. Record BDAR action taken. When

mission is complete, as soon as
practical, repair the equipment/system
Figure 11-30. Coax Splice with Cable using standard maintenance procedures.
Braid over Barrier Sleeves

11-32
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM
3. Record BDAR action taken. When
mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

Figure 11-32. Component Bypass

11-20. CONNECTOR REPAIR.

GENERAL INFORMATION: Deformed, crushed,

missing, or otherwise damaged connectors
can be replaced or repaired. If a
replacement connector is not available
to replace a crushed connector, clean up
fragments of the connector and use
jumper wires to bridge wire ends
together. If only part of the connector
has been damaged and there are unused Figure 11-33. Connector Pin and Socket
pins/sockets on the connector which are
undamaged, wires on both sides of the NOTE
connectors can be moved to the unused
good pins/sockets. Also, any available Superglue or epoxy may be used to
undamaged pigtails on the connector may secure the original or replace-
be used. ment pin back into place. Avoid
getting glue or epoxy on contact
OPTION 1: Damaged Pins or Sockets; No surface of pin.
Damage to Connector.
OPTION 2: Bridge Across Partially or
LIMITATIONS: None. Fully Damaged Connector.

PERSONNEL/TIME REQUIRED: LIMITATIONS: Temporary repair.

1 Soldier
10 Minutes Per Wire PERSONNEL/TIME REQUIRED:
1 Soldier
MATERIALS/TOOLS REQUIRED: 10 Minutes Per Wire
Replacement Pins/Sockets
(item 2, Appx B) MATERIALS/TOOLS REQUIRED:
Insertion/Extraction Tool Wire Splice (item 10, Appx B)
(item 2, Appx B) Wire (items 61, 62, Appx C)
Knife
PROCEDURAL STEPS:
PROCEDURAL STEPS:
1. Locate the damaged wire ends that go
1. Solder or crimp wires to into connector.
pin/sockets, Figure 11-33.
2. Splice the appropriate wires
2. Insert the pins/sockets into the together. The splice will bypass the
connector. connector.

11-33
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

3. Record BDAR action taken. When PROCEDURAL STEPS:

mission is complete, as soon as
practical, repair the equipment/system 1. Obtain a replacement connector with
using standard maintenance procedures. a pigtail. (Replacement may be obtained
from a crash damaged aircraft.) Cut
OPTION 3: Cannibalizing Connector from pigtail so that splices can be staggered,
Other Aircraft. Figure 11-34.

LIMITATIONS: None. 2. Remove damaged connector; stagger

the wires being cut to remove the
PERSONNEL/TIME REQUIRED: damaged connector. The staggered wires
1 Soldier should match the staggered pigtail of
10 Minutes Per Wire the replacement connector of step 1,
Figure 11-34.
MATERIALS/TOOLS REQUIRED:
Replacement Connector with Pigtail 3. Splice the appropriate wires
Splices or Tape (item 10, Appx B) together. Insulate properly.
Knife
4. Record BDAR action taken. When
mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.

Figure 11-34. Damaged Connector and Pigtail

11-34
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

11-21. CIRCUIT PROTECTION DEVICE REPAIR. 6. Connect back of circuit breaker to

line and bus bar by reinstalling the two
GENERAL INFORMATION: Attempt to main- phillips screws.
tain a fused system at all times.
Circuits with damage circuit breakers 7. Place inside star washer and nut on
can be repaired by: front of circuit breaker and tighten
with pliers.
a. Circuit breakers of the same
rating salvaged from other non-flyable 8. Replace plastic face plate on front
aircraft, or removed from other non- of circuit breaker panel with screws
essential circuits in the aircraft. previously removed.

b. Replacing circuit breakers with a 9. Clean and remove any debris from
specified number of individual strands inside circuit breaker panel and close
of No. 38 AWG wire from No. 26 AWG wire. panel. Secure by turning duze fasteners
clockwise.
OPTION 1: Salvaged Circuit Breaker
Replacement. OPTION 2: Individual Strands of No. 38
AWG as Circuit Breaker BDAR Repair.
LIMITATIONS: None.
LIMITATIONS: Emergency repair.
PERSONNEL/TIME REQUIRED:
. 1 Soldier PERSONNEL/TIME REQUIRED:
. 20 Minutes . 1 Soldier
. 20 Minutes
MATERIALS/TOOLS REQUIRED:
. Salvaged Circuit Breaker MATERIALS/TOOLS REQUIRED:
. Electrical Tape (item 49, Appx C) . 1 Foot of No. 38 AWG Wire

PROCEDURAL STEPS: PROCEDURAL STEPS:

1. Gain access to area behind circuit 1. Perform steps 1 thru 4 of option 1.
breaker panel, Figure 11-35, by turning
duze fasteners counterclockwise. 2. Identify the wires hooked to each
circuit breaker. Typical circuit
2. Remove screws holding plastic face breaker is shown in Figure 11-36.
plate on circuit breaker panel.
3. Determine amperage of damaged
3. Use pliers to remove nut and inside circuit breaker(s) to be replaced.
star lock washer from damaged circuit (Amperage is printed on the end of reset
breaker. button.)

4. Use phillips screw driver to remove 4. Use Table 11-7 to determine number
the two screws from the back of the of strands of No. 38 AWG wire needed to
circuit breaker. replace damaged circuit breaker.

5. Replace bad circuit breaker with the 5. Select strands of No. 38 AWG wire to
salvaged circuit breaker. be used. Strands should be 6 to 8
inches long.

11-35
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-35. Circuit Breakers

11-36
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

No. 38 AWG strands of wire. Insert

the other end of No. 38 AWG strands of
wire into the other terminal lug (supply
side). Pull tight against the piece of
insulation and twist tight. Insulate
bare end of terminal lugs on both sides
of 1 inch piece of insulation with tape.
Use 8-32 screw to connect other terminal
lug to bus side of bus bar.

8. Use this procedure to replace

damaged circuit breaker.

9. Secure fuse link to other wiring

with tape to avoid pinching wire when
circuit breaker panel is closed.

10. Clean up damaged area behind

circuit breaker panel to remove debris,
Figure 11-36. Typical Circuit and use tape to insulate any damaged
Breaker Connection parts that might cause electrical
shorts.
Table 11-7. Fuse Link Strands 11. Carefully close circuit breaker
CIRCUIT AWG panel and secure by turning duze
BREAKER SIZE NO. OF fasteners clockwise.
AMPERAGE WIRE STRANDS
12. Record BDAR action taken. When
1/2A N0. 38 1 mission is complete, as soon as
1A N0. 38 1 practical, repair the equipment/system
2A N0. 38 1 using standard maintenance procedures.
3A N0. 38
4A N0. 38 2
5A N0. 38 2
10A N0. 38 5
15A N0. 38 7
20A N0. 38 10

NOTE
Try to use inner strands of wire
that are not cut or nicked by
knife used to remove insulation.

6. Remove line side, Figure 11-37, by

unscrewing 8-32 screw. Repeat for
supply side.

7. Twist the No. 38 AWG strands of

wire from step 5 together and insert
the end of line side of terminal lug;
wrap and twist as shown in Figure 11-37.
Slip 1 inch piece of insulation over Figure 11-37. Construction of Fuse Link

11-37
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

11-22. BUS BARS. 6. Same repair procedure can be used to

lengthen bus bars, Figure 11-39.
GENERAL INFORMATION: Rigid bus bars are
used in the power distribution circuits 7. Record BDAR action taken. When
of the aircraft. Replace damaged bus mission is complete, as soon as
bars with copper or brass strips of wire practical, repair the equipment/system
of the same or higher cross-sectional using standard maintenance procedures.
area. Use aluminum only when replacing
aluminum bus bars since it makes 11-23. BATTERY REPAIR, BB-476/A.
unrealizable contact with other metals.
GENERAL INFORMATION: Nickel-Cadmium
LIMITATIONS: Repaired bus bars will (Ni-Cad) batteries consist of a number
have a somewhat higher resistance than of cells connected in series. Damage to
the original circuit and a higher than a cell which does not result in short
normal voltage drop may occur. circuiting and destroying the battery.
Temporary repair. The following procedure gives instruc-
tions for locating and removing bad
PERSONNEL/TIME REQUIRED: Ni-Cad battery cells and creating a
. 2 Soldiers jumper around the bad cell.
. 2 Hours
WARNING
MATERIALS/TOOLS REQUIRED:
. Drill and Bit . Ni-Cad batteries use potassium
. Nuts, Bolts, Flat Washers, Lock hydroxide, a strong caustic alkali,
Washers as the electrolyte. Do not get
. Tape (item 49, Appx C) this electrolyte on your skin or
. Brush, Wire in your eyes. Use rubber gloves,
. File rubber apron, and protective
. Hacksaw goggles when handling the elec-
trolyte. If accidental contact
PROCEDURAL STEPS: with the electrolyte is made, use
ONLY clean water and immediately
1. Cut a section of another bus bar to (seconds count) flush contami-
use for splice. nated areas. Continue flushing
with large quantities of clean
2. Drill matching holes in bus bar water and get medical attention
sections and splice, Figure 11-38. as soon as possible.

3. Remove insulation from bus bar only . If steam or spewing electrolyte

where needed. Insure contact surfaces is observed or the battery is hot
of cracked bus bar and splice are smooth, to the touch, DO NOT ATTEMPT TO
and clean to reduce resistance. If remove from the aircraft imme-
necessary, use tile and wire brush to diately.
dress and prepare contact surfaces.
CAUTION
4. Install bolts and washers and
tighten. Insure no contact of bolts Penetration of battery case by
with aircraft structure. small arms fire or shrapnel will
cause thermal runaway. The
5. Insulate repair with tape or slit battery cells will overheat and
a piece of insulating tubing, and wrap rupture, melt, or explode.
around the repair and tie with string. Exercise extreme caution when
repairing the battery.

11-38
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-38. Splicing Bus Bars

Figure 11-39. Lengthening Bus Bars

11-39
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

LIMITATIONS: Some loss of battery . After removing bad cells, prepare

voltage (1.25 to 1.50 V dc per cell jumper from 1 foot of No. 4 AWG and two
removed) and amperage capacity. terminal lugs. Remove 1/2 inch of insu-
lation from one end of wire and crimp
PERSONNEL/TIME REQUIRED: terminal lug on stripped end of wire.
. 1 Soldier Measure and cut wire to needed length,
. 30 Minutes strip 1/2 inch of insulation, and crimp
terminal lug to other end of wire.
MATERIALS/TOOLS REQUIRED:
. 1 Multimeter with Leads 6. Install jumper across removed cells
(item 9, Appx B) in place of terminal links. Cells are
. Rubber Gloves connected in series (positive to
. Protective Goggles negative), Figure 11-40.
. Rubber Apron
. Torque Wrench 7. Torque terminal screws to between 35
. One Foot No. 4 AWG Wire or and 50 inch-pounds. If torque wrench is
Equivalent not available, tighten firmly with
wrench or pliers.
PROCEDURAL STEPS:
8. Replace cover and install battery in
1. Disconnect battery and remove from aircraft.
aircraft if necessary.

2. Release snap fasteners and remove

cover.
3. Use a multimeter to measure voltage
across each cell. Normal readings
should be 1.25 to 1.5 V dc per cell.
Remove cells that are dead. For engine
cranking loads, cell voltages as low as
0.6 V dc are acceptable. Also, remove
any damaged, cracked, or extremely hot
cells leaking or spewing electrolyte.

WARNING

Be extremely careful when

removing or installing battery
cells. Bodily injury and equip-
ment damage may result if any
metal tools or parts accidentally Figure 11-40. Battery, Storage
cause a short circuit. BB-476/A, Cell Layout

4. To remove bad cells, use a 3/8 inch

socket or equivalent to loosen and
remove terminal screws. Remove washers
and terminal links. To remove indivi-
dual cells, screw terminal screws back
into each cell terminal, grasp these
screws with pliers and lift the cell
straight up.

11-40
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

11-24. DAMAGED OR DEFECTIVE POWER RELAYS. damage to the control circuit wiring.
Repair control circuit wiring. With
GENERAL INFORMATION: A power relay is 24-28 V dc applied to terminals X1 or
an electrically operated switch between X2 of the power relay, check the voltage
the main bus and other electrical com- between terminals A1, A2, and the
ponents in the aircraft. The relays are aircraft fuselage (ground), Figure
normally controlled by a switch in the 11-41. The voltage on terminals A1 and
cockpit. Damage incurred to power A2 should be identical. If there is no
relays may be temporarily fixed by one voltage on either one of the two ter-
of two options. minals A1 or A2 with the relay
energized, the relay should be considered
a. First option: Replace with good defective and replaced.
relay salvaged from non-flyable aircraft
or a nonessential circuit. OPTION 1: Salvaged Power Relay
Replacement.
b. Second option: Jumper across
power terminal and bus bar terminal NOTE
studs located on relay case. To check
power relay for malfunction, locate ter- Identical part number (Figures
minals X1 and X2 on the relay. With a 11-42) denotes interchangeability.
multimeter set on the 0-50 V dc scale, If damage is extensive, salvaged
check the voltage from terminals Xl and relays may be difficult to attach
X2 to the aircraft fuselage (ground), to bulkheads.
Figure 11-41. One of the two terminals
should have 24-28 V dc on it when the
power relay control circuit is
energized. No dc voltage indicates

Figure 11-41. Block Diagram Power Relay, Check and Test

11-41
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

LIMITATIONS: None. LIMITATIONS: Emergency repair. No

control over jumpered power relays,
PERSONNEL/TIME REQUIRED: circuit cannot be turned on or off.
. 1 Soldier
. 30 Minutes PERSONNEL/TIME REQUIRED:
. 1 Soldier
MATERIALS/TOOLS REQUIRED: . 20 Minutes
. Salvaged Power Relay
MATERIALS/TOOLS REQUIRED:
PROCEDURAL STEPS: . Appropriate Size Aircraft Type Wire
. Appropriate Size Terminal Lugs
1. Obtain salvaged power relay.
PROCEDURAL STEPS:
2. Disconnect battery.
1. Disconnect battery.
3. Remove damaged power relay as
follows: 2. Figure 11-43, Type A and B, shows
two typical power relay configurations
NOTE with jumper. This may be used as an aid
in performing steps 3 thru 7.
Note the position of wires/bus bar
and what terminals they are con- NOTE
nected to.
Use wire with the same gage or
a. Remove attaching hardware, wires, larger than the one being replaced.
and bus bar.
3. Prepare a jumper wire, Figure 11-44.
b. Remove attachment bolt, and lift (A 1/2 to 1 foot length of appropriate
relay free from compartment. size aircraft wire with appropriate size
terminal lugs crimped on each end.)
4. Position salvaged power relay, and
install mounting hardware. 4. Locate terminals marked A1 and A2
on power relay. Power relay terminals
5. Install wires and bus bar on correct should be marked on case of relay. If
terminals, and secure with hardware. markings are illegible, A1 and A2 ter-
minals will be the ones with the largest
6. Record BDAR action taken. When diameter terminal studs.
mission is complete, as soon as
practical, repair the equipment/system 5. Remove hardware from terminals A1
using standard maintenance procedures. and A2.

OPTION 2: Creating a Jumper for Damaged 6. Install jumper from terminal A1 to

Power Relays. terminal A2. Reference Figure 11-45,
Type A and B.
CAUTION
7. Install hardware on terminals A1 and
. Do not jumper battery relay on A2. Tighten hardware to hold jumper in
an aircraft. place.

. This procedure is to be used 8. Remove jumper as soon as emergency

only for one time emergency evacuation flight is completed.
evacuation and recovery of
OH-58 A/C.

11-42
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

DRAWING PART
DESIGNATION NUMBER FUNCTION
K6 MS24183D1 Relay, BATTERY
K1 MS24183D1 Relay, External Pwr
K11 3S2791G200F-9 Relay, Gen Fail
K12 MS24183D1 Relay, Line Cont
K3 MS24183D1 Relay, Non-Ess Bus
BT1 BB-4761A Battery
Figure 11-42. Location of Power Relays

11-43
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

TYPE A TYPE B

Figure 11-43. Block Diagram, Typical Power Relays

Figure 11-44. Jumper Wire Fabrication

9. Record BDAR action taken. When WARNING

mission is complete, as soon as
practical, repair the equipment/system Do not touch bare wires on expe-
using standard maintenance procedures. dient antennas with the radio
keyed. You could get burned
11-25. SUBSTITUTE EMERGENCY ANTENNA, and/or shocked.
FIELD EXPEDIENT. This section contains
expedient repair procedures to restore OPTION 1: Use of Substitute Antennas.
radio communication needed to complete
the mission. LIMITATIONS: Some loss of antenna gain
and radio transmitter power.
GENERAL INFORMATION: These procedures
give instructions for use of substitute PERSONNEL/TIME REQUIRED:
and/or construction of replacement anten- . 1 Soldier
nas that can be used to transmit and . 30 Minutes
receive radio messages.

11-44
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

MATERIALS/TOOLS REQUIRED: None 7. To replace No. 1 FM radio, be sure

that FM 1 circuit breaker and BAT
PROCEDURAL STEPS: switches on the overhead console are
off.
1. Be sure that FM No. 1 (1 AN/ARC-114)
circuit breaker and BAT switches on the 8. Slide the No. 1 FM radio into the
overhead console are off. mounting panel and turn the six faste-
ners one-quarter turn clockwise to
2. Remove vent screen from left side of secure the unit.
horizontal console to obtain access to
No. 1 FM radio connectors. 9. Connect the coax cables to the rear
of the No. 1 FM radio.
CAUTION
10. Attach vent screen to left side of
Do not pull on cables when dis- horizontal console.
connecting cable connectors.
Be careful to avoid any unneces- NOTE
sary strain on the cables.
The above procedures apply to the
NOTE No. 1 FM radio and to the No. 2
FM radio when it is installed,,
If No. 2 FM radio and secure- except that J3 and J4 are not
voice control indicator are used on the second radio.
not installed, blank panels
may be removed to obtain OPTION 2: Construction of Replacement
additional access to con- Antenna.
nectors.
LIMITATIONS: Some loss of antenna gain
3. Disconnect cable connectors from J1, and radio transmitter power.
J2, J3, and J4.
PERSONNEL/TIME REQUIRED:
4. With a screwdriver, turn the six . 1 Soldier
fasteners that secure the unit to the . 1 Hour
mounting panel one-quarter turn
counterclockwise. MATERIALS/TOOLS REQUIRED:
. Cable, Coax RG-58U or Other Available
5. Slide the No. 1 FM radio out of the Coax
mounting panel. . Tape, Electrical (item 46, Appx C)
or Equivalent
6. Locate coax cable (2 ARC 114-101A) . Resistor, Carbon, 1 Watt 52 ±5
stored in console and use it to replace percent.
coax cable (1 ARC 114-101A). Connect it
to J2. PROCEDURAL STEPS:
NOTE
1. Determine length of wire needed for
Both left and right-hand homing the radiating element by using Figure
antennas may also be used as 11-45. Example:
emergency transmitting anten-
nas by using either coax cable
(1 ARC 114-102A) or (1 ARC 114-
103A) connected to J2.

11-45
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM
Frequency Wavelength ● FM radio with frequency range of 30 to
69.95 MHZ.

● Center of frequency range is 50 MHZ.

● Using Figure 11-45, look under frequency

column for 50 MHZ on the wave length
side of the Table, 6 M is shown.

● Use Figure 11-45 to convert meters to

feet. Six meters multiplied by 3.280
= 19.68 feet for one wave length.

● Divide the one wave length by 8, for a

1/8 wave length antenna, 19.68 = 2.46

feet. Multiply the 1/8 wave length by

a .95 correction factor: 2.46 ft. X
.95 = 2.34 feet. This is the length
of the radiating element.

2. Cut the coax cable to the length of

the required radiating element. Remove
the outer insulation and shield from the
piece of coax cable and then strip a 1
inch piece of insulation from each end
exposing the center conductor, Figure
11-46A.
3. Wrap and solder the 52 resistor to
one end of the radiating element as per
Figure 11-46B. This completes the fabri-
cation of the radiating element of the
antenna.

4. Next, remove the structural panel on

the right-hand side just forward of the
tail boom, Figure 11-47, by removing
twenty-seven screws.

5. At the tail boom quick disconnect,

locate coax cable marked 1 ARC 114-101B
and disconnect it. Remove the coax con-
nector and prepare a 4 inch pigtail ter-
mination on the end of the coax cable as
shown in Figure 11-46C.

6. Stick the radiating element of the

Figure 11-45. Frequency vs. Wave Length antenna from step three with the resis-
tor end down into the drain hole in the
TO CHANGE MULTIPLY BY bottom of the tail boom where it joins the
Centimeters . . Inches. . . . . . 0.394 fuselage, Figure 11-47.
Meters. . . . . Feet. . . . . . . 3.280

11-46
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-45. Preparation of Coax

11-47
TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

7. Twist the center conductor from the tail boom. Replace the structural panel
radiating element of the antenna to the and secure with screws.
center conductor of the coax. Make a
good mechanical joint and insulate with NOTE
tape.
Antenna must be at right angle
8. Ground the pigtail from the coax (90°) to aircraft skin to radiate
antenna by wrapping and twisting it R.F. energy. Do not tape antenna
around the plug where the coax was to skin of aircraft.
disconnected.
10. Using tape, tape a one to two ounce
9. Secure with tape to hold the weight below the 52 resistor as shown
antenna and coax in place inside the in Figure 11-47.

11-48
 TM 55-1520-228-BD
ELECTRICAL AND AVIONICS SYSTEM

Figure 11-47. Installation of Field Expedient Antenna

11-49/(11-50 Blank)
 TM 55-1520-228-BD

CHAPTER 12

FUEL SYSTEM

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

12-1. GENERAL. fuel system must be evaluated very care-

fully to determine damage which requires
a. The fuel supply system, Figure immediate repair and that which does not
12-1, consists of a crashworthy bladder constitute a flight hazard.
type, self-sealing cell. The fuel cell
is designed to fit under the passenger 12-2. ASSESSMENT PROCEDURES. Refer to
seat, in the floor cavity of the fuse- Table 12-1.
lage. The system’s fuel flow lines are
self-sealing. The rigid lines are used 12-3. REPAIR PROCEDURE INDEX.
for fuel flow or as vent lines. The
fuel boost pump is the cartridge type PARA.
which can be replaced without defueling.
Hose and Line Replacement. . . 9-7
b. The fuel tank will self-seal when O-Ring Damage. . . . . . . . . 9-10
damaged by small arms projectiles up to Fuel Substitution. . . . . . . 12-6
50 caliber. Damage to the tank and the Fuel Cell Repair . . . . . . . 12-7

Section II. LINES AND HOSES

12-4. GENERAL. hose may be manufactured if a long

enough hose section and MS fittings are
a. Replacement lines and hoses need available (refer to repair procedures).
not be routed along the path of the ori-
ginal installation. They may be routed d. Never discard MS fittings, they
along any convenient path as long as are reusable. The MS21922 sleeve is not
they do not interfere with personnel or reusable.
with operating equipment. Long lines
and hoses should be clamped to hard sup- 12-5. O-RING DAMAGE. Refer to Chapter
ports at convenient intervals not 9, paragraph 9-10. The same criteria
exceeding 24 inches. that applies to hydraulic o-rings also
applies to o-rings in the fuel system.
b. Tubing in the OH-58 fuel system is
limited to the fuel vent line. When 12-6. FUEL SUBSTITUTIONS.
damage occurs to any of the lines (tubes
or hoses), they may be substituted with a. If the standard fuel is not avail-
a flexible type hose from the kit. able, a substitute fuel must be used.
Check Appendix D for a compatible fuel.
c. If hose assemblies from the kit
are not available, damage may be cut out b. Record BDAR action taken. When
and replaced with a small section (refer mission is complete, as soon as
to repair procedures), or a replacement practical, repair the equipment/system
using standard maintenance procedures.

12-1
TM 55-1520-228-BD
FUEL SYSTEMS

RECEIVER

1. Cover Assembly
2. Low Level Switch
3. Lower Transmitter
4. Fuel Pump
5. Fuel Shut-Off Valve
NOTE 6. Fuel Shut-Off Cable
7. Fuel Shut-Off Lever
RECEIVER REPLACES CAP AND ADAPTER ON HELICOPTERS 8. Auxiliary Fuel
EQUIPPED WITH CLOSED CIRCUIT REFUELING PROVISIONS. Cell Fitting

Figure 12-1. OH-58 Fuel System

12-2
 TM 55-1520-228-BD
FUEL SYSTEMS

Table 12-1. Fuel System Assessment Procedures

12-3
TM 55-1520-228-BD
FUEL SYSTEMS

Section III. FUEL CELL DAMAGE

12-7. FUEL CELL DAMAGE. PROCEDURAL STEPS:

GENERAL INFORMATION: The fuel cells 1. Defuel the fuel cell by the
restrict the catastrophic loss of fuel following procedure:
in survivable crashes. The repairs spe-
cified in this section, however, will a. Remove the fuel drain cover panel.
not necessarily return the cells to
their original crash resistant level. b. Push or twist drain valve located
Fuel cell damage can be categorized as under aircraft where fuel pump is located.
follows:
c. Place a bucket or any type recep-
a. Nonrepairable: tacle under the aircraft to catch the
fuel.
(1) Damage to metal plate of fit-
tings on tank which causes leakage. 2. Locate the damage (e.g., hole or
tear) on the cell.
(2) Damage to tank wall which
exceeds 3 inches. NOTE

(3) Damage within 2 inches of For holes less than 2 inches across,
metal fitting. use the 3 inch clamp. For holes
greater than 2 inches across but
b. One-Time or Emergency Flight less than 3 inches across, use
Capability Repair: the 5 inch clamp. Holes larger
than 3 inches are nonrepairable.
Mechanical Clamp Repair (option 1).
3. Use the knife to enlarge the hole to
c. 100 Flight Hour Capability Repair: 3/4 inch to 2 inches maximum for a 3
inch clamp and 1 inch to 3 inch maximum
(1) Adhesive repair (option 2). for the 5 inch clamp.

(2) Flat panel repair, one plane 4. Insert the bottom plate of the clamp
(option 3). through the hole and pull up using the
cord. Position the plate so the hole is
(3) Two plane repair (option 4). entirely within the gasket area. slip
the top plate over the threaded stud and
(4) Three plane repair (option 5). hand tighten the wing nut, Figure 12-2.

OPTION 1: Mechanical Clamp Repair. CAUTION

LIMITATIONS: Emergency flight repair. Excessive mechanical tightening

of the wing nut can result in
PERSONNEL/TIME REQUIRED: failure of the clamp. The wing
. 1 Soldier nut shall be finger tightened,
. 30 minutes and the maximum torque on the
wing nut shall not exceed 10 to
MATERIALS/TOOLS REQUIRED: 12 inch-pounds.
. Mechanical Repair Sealing Clamp
(3 or 5 inch) 5. Tighten drain valve and install
. Knife cover plate.

12-4
 TM 55-1520-228-BD
FUEL SYSTEMS

Figure 12-2. Emergency Mechanical Clamp Repair

12-5
TM 55-1520-228-BD
FUEL SYSTEMS
6. Refuel the aircraft. CAUTION
7. Record BDAR action taken. When Wear goggles or other eye protec-
mission is complete, as soon as tion during all operations.
practical, repair the equipment/system
using standard maintenance procedures. a. Remove the tape band from Semkit
cartridge and pull the mixing rod
OPTION 2: Adhesive Repair. straight up toward the top of the
cartridge.
LIMITATIONS: Temporary repair, 100
flight hour capability. Inspect after b. Squeeze cartridge slightly in area
every flight. of the removed tape band to deform foil
barrier.
PERSONNEL/TIME REQUIRED:
. 1 Soldier c. To mix dry filler to base com-
. 3 Hours pound, push mixing rod to bottom of
cartridge and begin stroking in spiral
MATERIALS/TOOLS REQUIRED: clockwise motion from top to bottom of
. Knife cartridge, rotating mixing rod approxi-
. Solvent, 1-1-1 Trichloroethane or mately 90° with each stroke. Mix for
Equivalent (item 59, Appx C) the total number of strokes indicated on
. Repair Fabric the instruction card accompanying each
. Abrasive Cloth (item 1, Appx C) Semkit (40 strokes). A stroke is one
. Adhesive (item 3, Appx C) complete in and out cycle. On last
. Plastic Container/Cup stroke, mixing rod should be fully
. Wooden Tongue Depressor (item 60, extended.
Appx C)
d. Pull mixing rod out approximately
PROCEDURAL STEPS: one-third of way.

1. Defuel the aircraft. Refer to e. Insert ram rod into hole in top of
option 1, step 1. mixing rod and inject about one-third of
curing agent into the cartridge.
2. Once step 1 (above) has been
completed, locate the damage. Trim only CAUTION
the outer exposed damage area to provide
a reasonably smooth exterior surface. Use firm but even pressure. Do
DO NOT ENLARGE HOLE. not force, tap, or jolt ram rod.
3. Abrade and solvent wash the area f. Repeat steps a and b until all of
surrounding the damage. Clean at least the contents of the rod are emptied into
4 inches beyond the damage. the cartridge.

4. Cut a fabric patch to overlap the g. Mix curing agent into cartridge by
damaged area by a minimum of 1 inch all repeating step c.
the way around. Soak the patch in
solvent. (NOTE: No hole is required in h. Grasp cartridge firmly at neck and
the center of the patch.) unscrew mixing rod by turning counter-
clockwise approximately three turns.
5. Mix the adhesive as described below Remove mixing rod and discard.
in steps 5a thru 5h, refer to Figure
12-3.

12-6
 TM 55-1520-228-BD
FUEL SYSTEMS

Figure 12-3. Mixing Instruction for Sealant Cartridges

6. Apply adhesive to the wound opening 11. Record BDAR action taken. When .
for a least 1-1/2 inches around the mission is complete, as soon as
damaged area or enough to accept the practical, repair the equipment/system
patch cut in step 4 (above). using standard maintenance procedures.

7. Apply and smooth out in the applied OPTION 3: Flat Panel Repair (One Plane).
adhesive a solvent soaked fabric patch to
the damaged area. Apply adhesive if LIMITATIONS: Inspect after every flight.
required to seal the patch to the tank,
and smooth out the surface. PERSONNEL/TIME REQUIRED:
. 1 Soldier
CAUTION . 3 Hours

The patch will tend to slip when MATERIALS/TOOLS REQUIRED:

applying additional adhesive and . Knife or Scissors
smoothing. Be sure to recenter . Solvent, 1-1-1 Trichloroethane or
the patch. Equivalent (item 59, Appx C)
. Abrasive Cloth (item 1, Appx C)
8. Maintain the patch position until . Repair Fabric
the adhesive sufficiently sets (approx. . Adhesive (item 3. Appx C)
30 min). (NOTE: Allow the adhesive to . Plastic Cup or Other Small Container
cure for two hours before refueling.) . Rubber Plug Kit

9. Tighten drain valve and install PROCEDURAL STEPS:

cover plate.
1. Defuel the aircraft. Refer to
10. Refuel the aircraft. option 1, step 1.

12-7
TM 55-1520-228-BD
FUEL SYSTEMS

2. Once step 1 of this section has been 9. Pull the plug into position and
completed, locate the damage; enlarge the rotate it in position to smooth out the
wound in the tank to no more than 3 adhesive interface. Center the plug on
inches in diameter by using a knife or the wound.
scissors. Remove all frayed fabric and
damaged inner lines. 10. Apply a layer of adhesive 4 inches
in diameter around the wound on the out-
3. Abrade the inner lines or inner side and fill in the wound with adhe-
surface at least 1/2 inch beyond the sive. (NOTE: There must be a minimum
enlarged hole, preferably more if con- of a 1/2 inch bond.)
ditions permit. Abrade the outer sur-
face to a minimum of 4 inches from the 11. Apply the solvent soaked fabric
enlarged area. (NOTE: If the fraying patch to the outside surface by passing
fibers are too numerous, trim the fiber the cord through the hole in the patch
with scissors.) and position the patch over the wound.
Smooth the patch into the adhesive.
4. Clean the abraded areas using towels
soaked in solvent. 12. Pull the cord and tape to the
structure keeping a slight tension.
5. Cut a fabric patch 4 inches in
diameter or large enough to extend at 13. Do not disturb the repair for a
least 1 inch beyond the damaged area and minimum of 30 minutes, and let cure two
add a 1/2 inch hole in the center. Soak hours before refueling. Cut the string
the patch in solvent. and plug stem without disturbing the
repair.
6. Mix the adhesive per option 2
instructions, step 5, and extrude into a 14. Tighten drain valve and install
plastic cup. (NOTE: Adhesive can be cover plate.
used between 20° through -120°, but must
be warmed to room temperature prior to 15. Refuel the aircraft.
mixing and be mixed at room temperature.
Pot life of adhesive is approximately 25 16. Record BDAR action taken. When
minutes at 70°F.) mission is complete, as soon as
practical, repair the equipment/system
7. Apply adhesive to inner liner using using standard maintenance procedures.
finger to swab cement around the wound.
Apply adhesive to concave surface of the OPTION 4. Two Plane Repair. Damage to
rubber plug (this is the surface the a two plane area will be repaired in the
cord is attached to). Refer to Figure same manner described in option 3,
12-4 for rubber plug assembly. except the hole should not be enlarged
to more than 1/2 X 2-1/2 inches.
NOTE
OPTION 5. Three Plane Repair. Damage
Use adhesive as required, retain to a three plane area will be repaired
some for finishing the outside of in the same manner as described in
the cell repair. option 3, except the hole should not be
enlarged to more than 1/2 X 2-1/2 inches
8. Fold the rubber plug and insert it and the rubber plug will be cut as shown
through the hole in the cell. (NOTE: in Figure 12-5. This will allow the
Retain cord to prevent loss of plug in plug to assume the contour of the tank
the cell.) when pulled into place.

12-8
 TM 55-1520-228-BD
FUEL SYSTEMS

Figure 12-4. Rubber Repair Plug Assembly

Figure 12-5. Plug Modification for Three Plane Repair

12-9/(12-10 Blank)
 TM 55-1520-228-BD

CHAPTER 13

FLIGHT CONTROLS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

13-1. GENERAL. and tail rotor controls to the aft

flight control components. Refer to
a. The flight control system is made Figure 13-1 for a schematic of the
up of the main rotor collective controls, system.
cyclic controls, and the tail rotor con-
trols. The tail rotor pedals are con- 13-2. ASSESSMENT PROCEDURES. Refer to
nected to the tail rotor assembly. Table 13-1.

b. This chapter contains some BDAR 13-3. REPAIR PROCEDURE INDEX.

procedures which may be used to
accomplish repairs to the flight control PARA.
tubes. Flight control tubes connect the
copilot’s and pilot’s cyclic, collective, Tubes, Flight Control. . . . 13-5

Section II. TUBES, FLIGHT CONTROL

13-4. SUBSYSTEMS AND ASSEMBLIES. There Once the aircraft is on the ground, if
are various subsystems and assemblies no replacement parts are available, the
within the flight control system that control tube may be splice-repaired
are vital for combat aircraft maneuvera- (refer to paragraph 13-4) or removed to
bility and control but are not neces- avoid any possibility of the control
sarily essential for basic flight capa- tube getting jammed. If the tube is
bilities. Refer to Table 13-1 for removed, the pilot assumes full control
assessment procedures. of the function that has been lost to
the copilot.
a. Force Trim System. If the force
trim system is malfunctioning, the (2) If any flight control systems,
aircraft is still fully mission capable including control rods, bell-cranks,
with no limitations presented. linkages, hydraulic cylinders, etc.,
which lie between the pilot and the main
b. Control Rods. rotor blade or tail rotor blade sustain
damage during flight, the aircraft will
(1) Copilot to Pilot. If any be uncontrollable and forced to crash
control rods, bell-cranks, or linkages land.
connecting the copilot controls to the
pilot controls break or otherwise become 13-5. TUBES, FLIGHT CONTROL.
inoperable, the pilot may assume full
control for the particular function GENERAL INFORMATION: The following
which has been damaged, provided that repair procedures may be used to
the damaged part does not become jammed accomplish repairs to flight control
in the surrounding aircraft structure. tubes. Flight control tubes connect the

13-1
TM 55-1520-228-BD Figure 13-1. OH-58 Flight Controls Schematic
FLIGHT CONTROLS SYSTEM

13-2
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Table 13-1. Flight Control System Assessment Procedures

13-3
TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

copilot’s and pilot’s cyclic, collec- 5. Reinstall tube after repair is

tive, and tail rotor controls to the aft accomplished, and check for binding or
flight control components. See Figure interference by manually moving the
13-1 for a schematic of the system, and appropriate controls: cyclic, collec-
refer to Figures 13-2 thru 13-5 for a tive, or pedals.
complete detail on each individual
system and Figure 13-6, Table 13-2, for 6. Record BDAR action taken. When
dimensions of tubes. Make all necessary mission is complete, as soon as
repairs on all flight control tubes practical, repair the equipment/system
using one of the two options provided in using standard maintenance procedures.
this section. Insure that splice
repairs, option 1, do not cause any OPTION 2: Fabricating, Tubes, Flight
interference at bulkhead lighting holes Control.
or adjacent components.
LIMITATIONS: Inspect after every flight.
OPTION 1: Splicing, Tubes, Flight
Control. PERSONNEL/TIME REQUIRED:
1 Soldier
LIMITATIONS: Inspect after every 3 Hours
flight.
MATERIALS/TOOLS REQUIRED:
PERSONNEL/TIME REQUIRED: Tube Stock (about same dia. as original
1 Soldier tube, 0.032 in. min. wall thickness)
2 Hours Drill and Bit

MATERIALS/TOOLS REQUIRED: PROCEDURAL STEPS:

Metal Sleeve
Angle Stock 1. Put aircraft flight control system
Bolts into neutral rig.

PROCEDURAL STEPS: 2. Remove damaged flight control tube,

Figure 13-8.
1. Put aircraft flight control system
into neutral rig. 3. On the end that fits into the clevis
bolt, mash the tube so that it fits into
2. Disconnect and remove damaged the arms of the clevis. A small amount
control tube from aircraft. of clearance between the clevis arms
should be allowed, Figure 13-9. Round
3. Trim damaged area. off the end of the mashed tube, Figure
13-10. Drill a hole through the tube
4. Using Table 13-2 and Figures 13-2 and install the bolt.
thru 13-5, select a metal splice,
either inner or outer whichever is more 4. On the end where the clevis bolt
suitable, and drill at least two would normally fit, mash the tube only
bolt/rivet holes on each end of the enough to fit over the bearing assembly
tube. Refer to Table 13-3 for with some clearance. Round off the end
bolt/drill sizes to use on different of the tube, Figure 13-11.
size tubes. Holes should go through the
splicer and the damaged tube, and should
be positioned in a cross pattern, Figure
13-7. Make sure that the original
center to center, length b, Figure 13-6,
is maintained.

13-4
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Figure 13-2. Collective Flight Control

13-5
TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Figure 13-3. Cyclic Flight Control

13-6
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Figure 13-4. Flight Control Actuators 13-7

TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

NOTE

THIS IS A CONFIGURATION OF THE OH-58A

SERIES HELlCOPTER.

13-8
Figure 13-5. Anti-Torque Controls (Sheet 1 of 2)
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

NOTE

THIS IS A CONFIGURATION OF THE OH-58C

SERIES HELlCOPTER.

Figure 13-5. Anti-Torque Controls (Sheet 2 of 2) 13-9

TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

(Refer to Figures 13-2 thru 13-5)

Figure 13-6. Control Tube Dimensions

Figure 13-7. Suggested Repair for Control Rods or Tubes

13-10
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Table 13-2. Nominal Tube Splice Sizes

PART SIZE
NO. FIG NSN NUMBER O.D. I.D. WALL a b
1 13-2 1680-00-125-8871 206-001-174-3 1 15/16 .065 22 -

2 13-2 3040-01-010-6779 206-001-096-7 1 3/8 - - 41.9 -

3 13-3 3040-00-179-6880 206-001-306-11 2 1 15/16 .049 19.7 25.2

4 13-3 3040-01-012-5969 206-001-096-1 1 3/8 - - 46.1 48.4

5 13-4 3040-01-017-7587 206-001-194-5 3/4 - - 6.5 10.5

- - -
6 13-4 3040-01-007-5514 206-001 -194-1 7.2 11.4

7 13-4 3040-01-018-9710 206-001 -099-1 3/4 - - 9.1 13.9

8 13-4 206-001-189-5 3/4 - - 5.25 10.25

9 13-5 3040-00-483-8616 206-001-020-67 5/8 9/16 .035 11.2 12.65

10 13-5 3040-00-024-4146 206-001-020-69 5/8 9/16 .035 9.5 11.0

11 13-5 3040-00-129-6163 206-001-020-59 1 1/8 1 1/16 .035 45.4 46.8

12 13-5 3040-00-129-6137 206-001-020-29 1 1/8 1 1/16 .035 46.6 48.0

13 13-5 3040-00-129-6142 206-001-020-33 1 15/16 .035 38.8 40.2

14 13-5 3040-01-006-4907 206-001-096-25 7/8 13/16 - 51.4 -

15 13-5 3040-00-129-6135 206-001-021-13 7/8 13/16 .035 167.3 168.65

NOTE: ALL DINENSIONS ARE IN INCHES

Table 13-3. Recommended Bolts and Drill Hole

Sizes for Splice Repair
LINK NOMINAL MINIMUM BOLT SIZE MAXIMUM BOLT SIZE
O.D. FOR BOLT DRILL HOLE FOR BOLT DRILL HOLE
5/8 No. 6 5/32 No. 8 3/16
3/4 8 3/16 10 7/32
7/8 10 7/32 1/4 9/32
1 10 7/32 1/4 9/32
1/8 10 7/32 1/4 9/32
1-1/4 1/4 9/32 5/16 11/32
1-3/8 1/4 9/32 5/16 11/32
1-1/2 5/16 11/32 3/8 13/32

13-11
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Figure 13-8. Control Rod with Bearing and Clevis Assemblies

13-12
 TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

Figure 13-9. Flattened End of Fabricated Flight Control

Figure 13-10. Corner Rounding on Fabricated Flight Control

Figure 13-11. Bearing Assembly Connection of Fabricated Flight Control

13-13
TM 55-1520-228-BD
FLIGHT CONTROLS SYSTEM

5. From Table 13-2, determine the 6. Record BDAR action taken. When
correct distance between holes of the mission is complete, as soon as
flight tube. Mark this distance. Drill practical, repair the equipment/system
the hole and install the bolt. using standard maintenance procedures.

13-14
 TM 55-1520-228-BD

CHAPTER 14

UTILITY SYSTEM

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

14-1. SCOPE. 14-2. ASSESSMENT PROCEDURES. Visually

inspect the damaged de-icing components
a. The de-icing system is the means to determine the extent of damage and
by which the engine is kept from an the repair required.
icing condition. The system consists
of a de-ice switch and a de-ice control 14-3. REPAIR PROCEDURE INDEX.
actuator protected by a 5 amp circuit
breaker. Refer to Figure 14-1. PARA.

b. This chapter consists of two BDAR De-Ice Valve or Control

fixes which can be applied for repair of Repair. . . . . . . . . . 14-4
the de-icing system components.

Section II. DE-ICE VALVE OR CONTROL

14-4. GENERAL INFORMATION: Damage to 2. Record BDAR action taken. When

control rod may be repaired by using one mission is complete, as soon as
of the following repair options. practical, repair the equipment/system
using standard maintenance procedures.
OPTION 1: Splice Repair.
OPTION 2: Manual Control of Valve.
LIMITATIONS: None.
PERSONNEL/TIME REQUIRED:
PERSONNEL/TIME REQUIRED: 1 Soldier
1 Soldier 1 Hour
2 Hours
MATERIALS/TOOLS REQUIRED:
MATERIALS/TOOLS REQUIRED: 0.041 or O.032 Safety Wire
Flat or Round Piece of Material
(Example: engine cowl hold open rod) PROCEDURAL STEPS:
Drill with Bit
No. 8 screws or bolts 1. Remove damaged control rod from de-ice
valve and control actuator. If extremely
PROCEDURAL STEPS: cold weather, secure de-ice valve control
lever in open position by tying the lever
1. Drill hole on end of control rod. to an adjacent part of the engine nose
Insure that original length of damaged area. If hot weather, secure valve in
rod is known. Cut substitute tube to closed position with safety wire.
proper length and drill hole on other
end. Install substitute tube and secure 2. Record BDAR action taken. When
with screw or bolts and nuts. mission is complete, as soon as
practical, repair the equipment/system
using standard maintenance procedures.
14-1
TM 55-1520-228-BD
UTILITY SYSTEMS

Figure 14-1. Engine De-Ice System

14-2
 TM 55-1520-228-BD

CHAPTER 15

ENVIRONMENTAL CONTROL SYSTEM

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

15-1. SCOPE. This chapter contains c. The shroud heater system utilizes
BDAR procedures for the heat and vent, a carbon monoxide (CO) indicator located
bleed air, and defogging systems. The at the instrument panel in full view of
OH-58A/C has one of three types of heat the pilot.
systems: bleed air, Figures 15-1 thru
15-3; combustion heater, Figure 15-4; WARNING
or shroud heater system, Figure 15-5.
If CO indicator is noted to be
15-2. GENERAL. dark, turn off heater, pull fire-
wall shut-off open vents, and
a. The three systems consists of air land as soon as practicable.
mixing valve, air distribution ducts,
defroster nozzles, and control switches 15-3. ASSESSMENT PROCEDURES. Refer to
to operate system. Table 15-1.

b. The heat and vent system is pro- 15-4. REPAIR PROCEDURE INDEX.
vided for crew comfort. This aids the
mission proficiency; however, the air- PARA.
craft capability is not contingent on
system operation. The aircraft is fully Rigid Plastic Ducts. . . . . . 15-5
flight capable without the system being Flexible Ducts . . . . . . . . 15-6
operable. Bleed Air Lines. . . . . . . . 15-7

Section II. RIGID PLASTIC VENTILATION DUCT

15-5. GENERAL INFORMATION: Some damage PERSONNEL/TIME REQUIRED:

to plastic ducts is repairable provided 1 Soldier
the time required to gain access to the 1 Hour
damaged duct is feasible.
MATERIALS/TOOLS REQUIRED:
OPTION 1: Hole or Crack in Duct, Rigid Sheet Metal Patch, 0.016 inch
Plastic. Thickness Minimum
Tape, Army Green or Aluminum
LIMITATIONS: Inspect after every flight. (item 50, Appx C)

15-1
TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

Figure 15-1. Bleed Air Heating and Ventilating System A & C

15-2
 TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

1. Vent and Defog Control 11. Windshield Defog Nozzle

2. Heat Control 12. Plenum Drain
3. Heat Control Cable 13. Plenum Valve Assembly
4. Bleed Air Tube 14. Ventilating and Defogging Blower
5. Mixing Valve 15. Ram Air Intake Grill
6. Plenum 16. Air Distribution Vents
7. Remote Sensor 17. Coupling
8. Fresh Air Inlet 18. Clamp
9. Post Plenum 19. Noise Filter
10. Air Distribution Valves 20. Tube

Figure 15-2. Heating and Ventilating System (Bleed Air) A Model

15-3
TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

1. Vent Control 12. Plenum Drain

2. Heat Control 13. Plenum Valve Assembly
3. Heat Control Cable 14. Ventilating and Defogging Blower
4. Bleed Air Tube 15. Ram Air Intake Grill
5. Mixing Valve 16. Air Distribution Valves
6. Plenum Cargo/Passenger Area
7. Remote Sensor 17. Coupling
8. Fresh Air Inlet 18. Clamp
9. Center Post Duct 19. Noise Filter
10. Air Distribution 20. Blower Inlet Duct
11. Windshield Defog Nozzle 21. Tee Valve
Figure 15-3. Heating and Ventilating System (Bleed Air) C Model

15-4
 TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

1. Combustion Heater Plenum

2. Fuel Shut-Off Valve
3. Fuel Pump
4. Fuel Pressure Relief Valve
5. Fuel Filter
6. Heater
7. Combustion Blower
8. Air Scoop
9. Igniter Plug
10. Duct
11. Firewall Shut-Off Control
12. Temperature Control
13. Pilot Seat Back
14. Copilot Seat Back

Figure 15-4. Combustion Heater

15-5
TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

1. Blower 6. Defogger Distribution Valves

2. Air Mixing Valve 7. Cockpit Distribution Valves
3. Firewall Shut-Off Valve 8. Cabin Distribution Valves
4. Air Mixing Valve Control 9. Fan Air Intake
5. Firewall Shut-Off Valve 10. Cold Air Intake
Control 11. Shroud Assembly

15-6 Figure 15-5. Shroud Heater System Schematic

 TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

Table 15-1. Assessment Procedures

15-7
TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

PROCEDURAL STEPS: 3. Stop drill any cracks which might be

extending from hole.
1. Locate damaged area and remove
panels and/or other items as necessary 4. Sand both the bottom surface of the
to gain access to the duct to be patch and the surface area around the
repaired. Refer to Figures 15-2 and hole to be covered by the patch.
15-3 for locations of rigid plastic
ducts. 5. Clean surface with solvent.

2. Cut a patch out of sheet stock. 6. Apply sealant to patch and on the
surface area that will be covered by the
3. Tape into place. patch.

4. Record BDAR action taken. When 7. Press patch in place, and wrap glass
mission is complete, as soon as tape around patch and duct to hold the
practical, repair the equipment/system repair in position.
using standard maintenance procedures.
8. Record BDAR action taken. When
OPTION 2: Hole or Crack in Duct, Rigid mission is complete, as soon as
Plastic. practical, repair the equipment/system
using standard maintenance procedures.
LIMITATIONS: Inspect after every flight.
15-6. FLEXIBLE DUCT DAMAGE.
PERSONNEL/TIME REQUIRED:
1 Soldier GENERAL INFORMATION: The flexible ducts
1 Hour are composed of special wire covered
fabric with impregnated rubber.
MATERIALS/TOOLS REQUIRED:
0.016 inch Sheet Metal Minimum LIMITATIONS: These repairs are tem-
Sealant (item 4, Appx C) porary and the damaged hoses should be
400 Grit Sand Paper (item 45, Appx C) replaced as soon as possible. Inspect
Cleaner Naptha or Equivalent after every flight.
(item 7, Appx C)
Glass Tape or Aluminum Tape PERSONNEL/TIME REQUIRED:
(item 60, Appx C) 1 Soldier
15 Minutes
PROCEDURAL STEPS:
MATERIALS/TOOLS REQUIRED:
1. Locate damaged area and remove Glass Tape or Equivalent
panels and/or other items as necessary
to gain access to the duct to be PROCEDURAL STEPS:
repaired. Refer to Figures 15-2 and
15-3 for locations of rigid plastic 1. Locate damaged area and remove panels
ducts. and/or other items as necessary to gain
access to the duct to be repaired. Refer
2. Cut a patch out of sheet stock. to Figures 15-2 and 15-3 for locations of
Patch should extend 1-1/2 inches from flexible plastic ducts.
the edge of the hole at all points.

15-8
 TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

2. Wrap glass tape several turns around 3. Record BDAR action taken. When
duct to cover hole or tear. Tape should mission is completed or as soon as
extend beyond damaged area 3 to 4 inches feasible, replace duct using standard
in each direction. maintenance procedures.

Section III. BLEED AIR LINE DAMAGE

15-7. GENERAL INFORMATION. Damage to 2. Cut patch from aluminum sheet metal
some bleed air lines may be repairable. to cover hole or other damage. Patch
should extend approximately 1 inch from
SYMPTOM: Loss of Engine Torque and/or the edge of the hole or damage at all
High Engine Oil Temperature. points if possible.

LIMITATIONS: Inspect after every 3. Apply sealant around the hole area
flight. to be covered by the patch.

PERSONNEL/TIME REQUIRED: 4. Place patch in position, and make

● 1 Soldier sure patch fills the contour of the
● 1 Hour line.

MATERIALS/TOOLS REQUIRED: 5. Secure metal patch in place using

● Sheet Metal Patch - 0.016 in. Min. hose clamp, Figure 15-7. If hose
● Sealing Compound (item 4, Appx C) clamps are not available, secure in
● Aluminum Tape (item 60, Appx C) place with safety wire. Turn pigtail
● Clamps 0.032 inch or Safety Wire to line.
0.042 inch (item 27, Appx C)
6. Wrap aluminum tape around the
PROCEDURAL STEPS: repair. Tape should cover at least 2
inches beyond the edge of repair.
1. Locate damaged area and remove
panels and other items as necessary to 7. Record BDAR action taken. When
gain access to the line to be repaired. mission is complete, as soon as
Refer to Figure 15-6 for locations of practical, repair the equipment/system
bleed air lines. using standard maintenance procedures.

15-9
TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

Figure 15-6. Bleed Air Line Installation

15-10
 TM 55-1520-228-BD
ENVIRONMENTAL CONTROL SYSTEM

Figure 15-7. Bleed Line Patch Repair

15-11/(15-12 Blank)
 TM 55-1520-228-BD

CHAPTER 16

MISSION EQUIPMENT

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

There are no BDAR repairs offered for the mission equipment.

16-1/(16-2 Blank)
 TM 55-1520-228-BD

CHAPTER 17

EMERGENCY EQUIPMENT

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

There are no BDAR repairs offered for the emergency equipment.

17-1/(17-2 Blank)
 TM 55-1520-228-BD

APPENDIX A
REFERENCES
BOAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING
AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

The following references of the issue in effect are required for use by repair
personnel to accomplish the instructions set forth in this TM.

PUBLICATION
NUMBER TITLE

DA PAM 738-751 ................. Functional User’s Manual for the Army Mainte-
nance Management Systems Aviation (TAMMS-A)

FM 3-5 ....................... NBC Decontamination

TM 55-1500-328-25 . . . . . . . . Aeronautical Equipment Maintenance Management

Policies and Procedures

TM 55-1520-228-10 . . . . . . . . Operator's Manual Army Model OH-58A/C Helicopter

TM 55-1520-228-1,2 . . . . . . . Aviation Unit and Intermediate Maintenance
Manual
TM 55-1520-228-CL . . . . . . . . Operator’s and Crewmember’s Checklist

A-1/(A-2 Blank)
 TM 55-1520-228-BD

APPENDIX B

SPECIAL OR FABRICATED TOOLS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. GENERAL

B-1. SCOPE. This appendix lists spe- and durable supplies not listed in other
cial tools and test equipment. Several appendices. Each kit contains its own
special tools are contained in the BDAR inventory list and tool usage instruc-
kits listed on the next page. The kits tions. There are no fabricated tools
also contain small quantities of parts associated with this BDAR manual.

Section II. TOOLS

B-2. SPECIAL TOOL LISTINGS. The items levels to accomplish battlefield damage
listed in this appendix will enhance assessment and repairs.
crew members and mechanics at all
TM 55-1520-228-BD
APPENDIX B
SPECIAL OR FABRICATED TOOLS
ITEM
NO. NSN DESCRIPTION

1 Not Assigned Composite Structures Repair Kit

2 5935-01-161-5883 Connector Repair Kit (Special Tools

(11851) DMC658 for Electrical Connector Repair)

3 4920-01-266-7535 Emergency Repair Kit (Special and

(11851) DMC895 Common Tools for Electrical Repair,
including Repair Parts)

4 4920-01-266-7534 Fluid Line Repair Kit (Special and

(78286) Common Tools for Tubing and Hose
70700-20900-041 Repair, Including Repair Parts)

5 Not Assigned Fuel Cell Repair Kit

6 Not Assigned High Energy Laser Damage Analysis

Test Kit

7 Not Assigned Optical Component Repair Kit

8 Not Assigned Standard Structures Repair Kit

9 4920-01-266-7536 Test Equipment Repair Kit (Electrical

(78286) Test Equipment)
70700-20638-041

10 5935-01-254-1688 Wire Repair Kit (Special Tools Used

(06090) MK-0015-1 for Electrical Wiring Repair,
Including Repair Parts)

B-2
 TM 55-1520-228-BD

APPENDIX C

EXPENDABLE/DURABLE SUPPLIES AND MATERIALS LIST

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

C-1. SCOPE. This appendix lists expen- b. National Stock Number. This is
dable supplies and materials needed to the National stock number assiqned to
make BDAR fixes on the OH-58 helicopter. the item; use it to request or
Items are listed alphabetically by the requisition the item.
item shown in the description column.
These items are authorized to you by c. Description. Indicates the
CTA 50-970, Expendable Items (Except Federal item name and, if required, a
Medical, Class V, Repair Parts, and description to identify the item. The
Heraldic Items) or CTA 8-1OO. last line for each item indicates the
Commercial and Government Entity Code
C-2. EXPLANATION OF COLUMNS. (CAGEC) in parentheses followed by the
part number.
a. Item Number. This number is
assigned to the entry in the listing and d. Unit of Issue (U/I). Is the abbre-
is referenced in the narrative instruc- viation of the types of units under which
tions to identify the material (e.g., material is issued.
“Use cleaning compound, item 5, Appendix
C“).

C-1
TM 55-1520-228-60
APPENDIX C
APPENDIX C

Section II. EXPENDABLE SUPPLIES AND MATERIALS LIST

ITEM UNIT OF
NUMBER NSN DESCRIPTION ISSUE

1 5330-00-192-5051 Abrasive Cloth (Grit 180) PG

P-C-451
2 8040-00-932-1945 Adhesive, ENA934 NA B/A CN
Type II, Class 3 (81348)
3 8040-00-944-7292 Adhesive, Epoxy Metal Set A4 KT
(33564) EA9340
4 8030-00-723-4599 Adhesive, EX1675-B2 Pro Seal KT
890-B2
5 8040-00-514-1880 Adhesive, General Purpose KT
(81348) EC1300121
6 8040-00-941-9984 Adhesive, Silicone Rubber TU
(80244) MIL-A-46106
7 6810-00-238-8119 Aliphatic Naphtha (81348) TTN95 GL
8 7920-00-514-2417 Brush, Stiff Fiber Bristle EA
(80244) H-B-643
9 5940-00-280-3499 Cap, Electrical Crimp EA
(96906) MS25274-2
10 8030-00-057-2354 Chemical Conversion Coating GL
(Alodine) (80244) MIL-C-81706
11 4730-00-289-5909 Clamp, Hose, 3/8 to 1 in. EA
(70403) MIL-C-11569
12 4730-00-908-3193 Clamp, Hose, 1-1/16 to 2 in. EA
(01944) MS35842-12
13 8030-00-231-2345 Corrosion Preventive Compound CN
(80244) MIL-C-16173
14 5310-00-297-3751 Cotter Pin Assortment (81348) KT
15 5940-00-296-5326 Ferrul, Electrical, 22-14 Wire EA
Gage size (10 ea) (59730)
16 8305-00-530-0109 Fiberglass Cloth (81349) RO
MIL-C-9084
17 8305-00-530-0111 Fiberglass Resin (81349) CN
MIL-C-9084
18 8135-00-982-0884 Foil, Aluminum QQ-A-1876 BX
19 5330-00-291-1605 Gasket, Cork 1/32 in. SH
20 5330-00-467-3615 Gasket, Material 1/32 in. SH
(81348) HH-P-96
21 9150-00-944-8953 Grease, Aircraft CN
MIL-G-81322 (54527)
22 9150-00-985-7246 Grease, Aircraft Aero CN
Shell Grease (54527)
23 9150-00-506-8497 Grease, Aircraft Driveshaft TU
Coupling
24 9150-00-237-2388 Jet Engine Lubricating Oil QT
(Grade 1010) (98308)

C-2
 TM 55-1520-228-BD
APPENDIX C
APPENDIX C

Section II. EXPENDABLE SUPPLIES AND MATERIALS LIST (Cont)

ITEM UNIT OF
NUMBER NSN DESCRIPTION ISSUE
25 9505-00-596-5101 Lockwire, Steel 0.020 (81348) RO
QQ-W-423
26 9505-00-293-4208 Lockwire, Steel 0.032 (81348) RO
QQ-W-423
27 9505-00-331-3275 Lockwire, Steel 0.041 (81348) RO
QQ-W-423
28 9150-00-186-6681 Lubricating Oil MIL-L-2104 QT
(Grade 30) (15958)
29 9150-00-180-6266 Lubricating Oil, MIL-L-23699 QT
(81349)
30 9150-00-782-2627 Lubricating Oil, MIL-L-7808 QT
(81349)
31 5310-00-297-3751 Nut Assortment (81348) FFN836 PG
32 5330-00-966-8657 Packing, Preformed Assortment PG
(51808) MAOK311
33 9250-00-250-0926 Petroleum, Technical USP, CN
White VV-P-236
34 8010-00-082-2450 Primer, Epoxy Polyamide MIL-P-23377 KT
35 8030-00-664-4968 Putty, Chromate (81349) RO
MIL-P-8116
36 5320-00-006-4912 Rivet, Blind (92215) RV11OO-4-3 BX
37 5320-00-117-6826 Rivet, Blind (96906) MS2040AD4-4 BX
38 5320-01-033-8179 Rivet, Blind (81349) MIL-R-7885/6 BX
39 5320-01-839-2146 Rivet, B1ind (80205) NAS1738M4-3 BX
40 5320-01-937-5448 Rivet, Blind (11818) 3/16 in. BX
CR2249-5-5
41 5320-00-721-5211 Rivet, Solid Aluminum A470 A4-6 BX
(88044)
42 5330-00-060-8212 Sandpaper, 600 Grit SH
43 5330-00-244-7201 Sandpaper, 400 Grit, A-A-1200 SH
(58536)
44 5330-00-721-8117 Sandpaper, 180 Grit, A-A-1200 SH
(80244)
45 5350-00-224-7203 Sandpaper, 320 Grit, A-A-1047 SH
(58536)
46 5350-00-619-9167 Sandpaper, 80 Grit, PP101 (81368) SH
47 6850-00-264-9038 Solvent, Cleaning, P-D-680 (81348) BBL
48 5940-00-500-8723 Splice, Conductor, Crimp Style EA
Wire Size 10, MS25181-3 (96906)
49 5970-00-419-8723 Tape, Electrical, Black Insulation RO
50 7510-00-074-5124 Tape, Green (58536) A-A-1586 RO
51 5970-00-812-7387 Tape, Teflon (82577) RO
52 7510-00-266-6712 Tape, A-A-883 (58536) RO
53 7510-00-754-2522 Tape, A-A-113 (58536) RO

C-3
TM 55-1520-228-BD
APPENDIX C

APPENDIX C

Section II. EXPENDABLE SUPPLIES AND MATERIALS LIST (Cont)

ITEM UNIT OF
NUMBER NSN DESCRIPTION ISSUE

54 5940-00-283-5380 Terminal, Lug Crimp Style Stud, BX

Size 6, Wire Gage 16-14
55 5940-00-143-4780 Terminal, Lug, Crimp Style Stud, BX
Size 10, Wire Gage 16-14
56 5940-00-143-4777 Terminal, Lug (81349) MIL-T-7928 BX
57 5940-00-804-9184 Terminal, Quick Disconnect BX
Wire Gage 16-14, MS27429-2
(96906)
58 5940-00-804-9185 Terminal, Quick Disconnect, BX
Size 18, MS27429-1 (96906)
59 6810-00-664-0387 Trichloroethane, 1-1-1, T-620 CN
(81348)
60 6515-00-324-5500 Tongue Depressor, LLL-S-007,20 BX
(81348)
61 61409-00-252-6499 Wire, Insulated, Size 14, RL
BB74-50072 (46522)
62 6145-00-435-8613 Wire, Insulated, Size 18, RL
M81044/12-18-9 (81349)

NOTE

● For expedient repair of flex hoses and metal tubes, refer to

tables listed in Chapter 9.

● AMC/BDR kits contain all necessary tools, materials, and test

equipment for electrical repairs.

C-4
 TM 55-1520-228-BD

APPENDIX D

SUBSTITUTE MATERIALS/PARTS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION

D-1. SCOPE. This appendix contains h. In some situations, petroleum, oil,

lists and tables of substitute materials lubricant (POL) substitute products of
and parts which can be used on the OH-58 friendly or enemy nations can be used;
aircraft for BDAR fixes. however, CAUTION should be exercised due
to the possibility of sabotage. If there
D-2. GENERAL. The lists and tables for is no other alternative but to use enemy
Appendix D are made up of the following: products, check for signs of contamina-
tion, discoloration, smell and thickness.
a. Essential spare parts, Table D-1.
i. Once a product under consideration
b. Spare and repair parts, Table D-2. is identified as described above, it
thru D-3. will fall in one of three categories.
These categories are defined as follows:
c. Fuels, Table D-4 thru D-7.
(1) Primary products. These are
d. Lubricants and hydraulic fluids, basic products for which the system was
Table D-8. designed. The system will function
without limitation.
e. This appendix contains general
information concerning types, uses, and (2) Alternate Product. These are
effects of POL substitutes, and methods products that closely match the primary
of purging and flushing systems. product and may result in some reduced
performance with no effect on system
f. Some products are made up of che- durability. There are no limitations on
mical ingredients which are not com- duration of use.
patible with products used on an OH-58
aircraft. Some fuels, oils, and (3) Emergency/Expedient Products.
hydraulic fluids can have an adverse
effect on systems and components with (a) These are products that can
the OH-58 systems; therefore, it is be used for only short periods of time.
advisable to properly identify the These products are to be used as a last
product by specification number and name resort. These products will cause poor
from cross-reference with primary and performance and system damage after pro-
expedient products available. longed use.

g. National stock numbers are used in (b) It is important that the

conjunction with specification numbers distinction between these categories is
to distinguish them from foreign pro- understood. Since the choice between
ducts. The identification of (NATO) products could mean the difference
product numbers relate directly to U.S. between completing the mission and
Military Specification numbers and thus limping home.
are considered direct replacements.

D-1
TM 55-1520-228-BD
APPENDIX D
APPENDIX D

Table D-1. Essential Spare Parts

ITEM NATIONAL STOCK
NO. NUMBER DESCRIPTION
1 2995-00-134-4543 Actuator, Electro-Mech
2 •• • Ammunition Gage Block
3 1005-06-938-8226 Ammunition Chute 7.62
4 6140-00-228-8447 Battery, Storage
5 5306-00-616-6472 Bolt
6 5306-00-655-7443 Bolt, NAD 1304-8
7 5306-00-616-6471 Bolt
8 5306-00-806-7697 Bolt
9 5306-00-774-8915 Bolt
10 5306-00-582-5723 Bolt, NAS 1305-8
11 5306-00-816-0948 Bolt
12 5306-00-292-8284 Bolt
13 5306-00-150-9083 Bolt
14 5306-00-156-2533 Bolt
15 5306-00-206-4911 Bolt
16 5306-00-141-4511 Bolt
17 1005-00-832-4549 Drive Motor
18 1005-00-921-6241 Feeder, Delinker Mau-56/A
19 2925-00-444-1186 Igniter Exciter
20 5310-00-807-1474 Nut
21 5310-00-844-4872 Nut
22 5310-00-807-1467 Nut
23 5310-00-807-1475 Nut
24 5310-00-807-1469 Nut
25 5340-00-921-5135 Pin, Quick Release
26 5305-00-X86-3011 Screws, Metal
27 5305-00-206-2036 Screws, Wood
28 • • • Time Delay Relays (TDR’s)
29 5310-O0-167-0766 Washer, Flat
30 5310-00-167-0765 Washer, Flat

D-2
 TM 55-1520-228-BD
APPENDIX D

Table D-2. Spare and Repair Parts

NOUN/NSN
PUMP SUBMERGED
2915-01-124-5222 x x x x x x x
LINEAR ACTUATOR
2995-00-134-4543 x
FORCE GRADIENT CYL.
1680-00-126-4350 x
IGNITER EXCITER
2925-00-444-1186 x
PRESSURE ALTIMETER
6610-00-179-5254 x x x x x x
ATTITUDE INDICATOR
6610-00-150-6583 x x
COURSE INDICATOR
5826-00-505-3094 x x x x x x
PRESSURE ALTIMETER
6610-00-179-5242 x x x x x
VERTICAL SPEED IND.
6610-00-935-4278 x x x x x x
VOLTMETER INDICATOR
6625-00-003-8745 x x x x x
PRESSURE ALTIMETER
6610-00-110-3368 x x x x x x x x
VERTICAL SPEED INDICATOR
6610-00-029-6703 x x x x x
TRANSPONDER
5895-00-160-2198 x x x x x x x x
MOUNT
5895-00-063-9498 x x x x x x x x x
CONTROL
5895-00-089-4403 x x x X X X x x x
MOUNT
5895-00-919-9513 x x x x X x x x x x
ANTENNA
5895-00-935-4975 x x x x x x x x

D-3
 TM 55-1520-228-BD
APPENDIX D

Table D-2. Spare and Repair Parts (Cont)

NOUN/NSN

MOUNT
5895-00-935-9582 x x x x x x x x

UHF RADIO SET

5821-00-138-7990 x x x x x x x

COMPENSATOR
6605-00-487-4773 x x x x x x x x x x

DIRECTIONAL GYRO
6615-00-167-9757 x x x x x x x

COMPASS TRANSMITTER
6605-00-531-2992 x x x x x x x x x x

AN/ARC-114
5821-00-935-5071 x x x x x

RADIO SET AN/ARC-115

5821-00-935-5072 x x x x x

INVERTER
5841-01-140-0941
ELECTRICAL INDICATOR
6620-01-065-3740 x x x x x x

HOT AIR MIXING VALVE

4810-01-089-4105 x
1
N INDICATOR,GAS PRODUCER
6620-01-032-3937 x

INDICATOR TURN & BANK

6610-00-169-1627 x x x x x x

MAGNETIC BRAKE
1680-00-909-8098 x x x x x x x x x x x x x x x

PRESSURE ALTIMETER
6610-00-935-4323 x x x x x x x

ATTITUDE INDICATOR
6610-01-029-6702 x x x x x

ICS
5895-00-895-4175 x x x x x x x x x x

D-4
 TM 55-1520-228-BD
APPENDIX D

Table D-2. Spare and Repair Parts (Cont)

5821-00-165-2970

5985-00-892-0895

6140-01-068-8572

6140-00-228-8447

2935-00-064-9435

Table D-3. Weapons

1005-00-903-0751

1005-00-027-4217

1005-00-832-4549

1005-00-921-6241

NOTE 2: All subcomponents of the major components may be removed and substituted; however, the level of
disassembly must be consistent wlth the field tools and skill levels available.

D-5
TM 55-1520-228-BD
APPENDIX D

Section II. FUELS

B-3. SCOPE. This section explains the c. When using substitute fuels, it is
use of substitute fuels to be used on preferable to premix the fuels in a
the OH-58 helicopter. Table D-4 lists container for better blending before
some possible U.S. fuels in proper pouring into tank. This method of
priority that may be used. Table D-5 mixing the primary fuel with a substi-
lists primary or standard fuel sources tute fuel insures that the fuels mix
and alternate fuel sources for various completely. The best expedient fueling
countries. Table D-6 lists some commer- method is to add both fuels at the same
cial fuel sources that may be substi- time from two separate fuel lines.
tuted for the primary or standard JP-4 Table D-7 lists alternate and expedient
fuel and also some alternate fuel sour- fuel blends.
ces which are similar to JP-5 and JP-8.
d. There is no special limitation on
B-4. GENERAL. When fuel is pumped into the use of Army standard fuel or alter-
a combustion chamber with the correct nate fuel. When using an emergency
air mixture, it can be ignited and will fuel, a fuel mixture which contains over
burn in a controlled manner. The spe- 10 percent leaded gasoline is considered
cial additives the fuel contains pre- to be all leaded fuel. When using an
vents carbon deposits and corrosion emergency fuel, an entry on the faults
build up which in turn helps engine and remarks column of DA Form 2408-13,
performance. Inspection Record, should be made. The
entry should annotate the type of fuel,
B-5. MANNER OF BLENDING FUELS. additives, and duration of operation.

a. The fuel to be used on an OH-58 e. Fuels having the same NATO code
helicopter has to meet certain charac- number are interchangeable, and fuels
teristics so that starting and perfor- conforming to ASTM-D-1655 specification
mance will be satisfactory. These may be used when standard fuel
criteria are viscosity, pour point, and MIL-T-5624-JP4 is not available. Refer
cloud point. to Table D-4.

b. Some substitute fuels which alone

cannot be used on the OH-58 helicopter
can be blended with a primary fuel and
can then be utilized for engine
operation.

D-6
 TM 55-1520-228-BD
APPENDIX D
Table D-4. Substitute Fuels for JP-4 Fuel
MILITARY COMMERCIAL
EXPEDIENT SPECIFI- SPECIFI-
PRIMARY FUEL ALTERNATE FUEL FUEL CATION CATION
Aviation Tur- x
bine: MIL-T-
5624(JP4)
NATO-F-40
MIL-T-5624(JP-5) x
NATO-F-44

Aviation Turbine: x
ASTM-D-1655
(Jet B)

Aviation Turbine: x
MIL-T-83133
(JP-8) NATO-F-34

Aviation Turbine: x
ASTM-D-1655
(Jet A-1)

Kerosene: x
ASTM-D-3699

Kerosene: x
NATO-F-5B

MIL-G-5572 x
(Any AVGAS)
NATO-F-12,
F-18, F-22

D-7
TM 55-1520-228-BD
APPENDIX D
Table D-5. Fuels for The OH-58 Helicopter
Source Primary or Standard Fuel Alternate Fuels

U.S. Military Fuel

NATO Code No. JP-4(MIL-T-5624) JP-5(MIL-T-5624) JP-8(MIL-T-83133)
FOREIGN FUEL NATO F-40 NATO-44 NATO-34
TURBINE FUEL, TURBINE FUEL, TURBINE FUEL,
-
PRODUCT AVIATION TYPE: AVIATION: AVIATION:
DESCRIPTION Wide cut type High Flash Type Kerosene Type
+(S-748) +(S-748)
BELGIUM BA-PF-2B AMD.2 BA-PF-6
a/AF n/AF BA-PF-7 (AF)
CANADA 3-GP-22F n/AF 3-GP-24h n/(AF)
DENMARK MIL-T-5624 D.Eng.RD.2453
Grade JP-4 a/AF Iss.3Amd.2 n/a/(AF)
FRANCE AIR 3407/B AF AIR 3405/C n/a/AF
FEDERAL REPUBLIC TL 9130-006 Iss.4 TL 9130-007 Iss.4
OF GERMANY n/a/AF n/(AF)
GREECE MIL-T-5624
Grade JP-4 n/AF
ITALY AA-M-C.142p AA-M-C.143b AA-M-C.141d
n/a/AF n/(AF) Amd.1 (AF)
LUXEMBOURG
NETHERLANDS MIL-T-5624 D.Eng.RD.2498 D.Eng.RD.2453
Grade JP-4 a/AF Iss.6Amd.2 n/(AF) Iss.3Amd.2 a/AF
NORWAY MIL-T-5624
Grade JP-4 AF
PORTUGAL MIL-T -5624
Grade JP-4 AF AIR 3405/C AF
TURKEY MIL-T-5624
Grade JP-4 a/AF
UNITED KINGDOM D.Eng.RD.2454 D.Eng.RD.2498 D.Eng.RD.2453
Iss.3Amd.2 n/a/AF Iss.6Amd.2 n/a/(AF) Iss.3Amd.2 a/AF
UNITED STATES MIL-T-5624 MIL-T-5624 MIL-T-83133
Grade JP-4 n/alAF Grade JP-5 n/(AF) JP-8
GOST 1842-52
USSR GOST 10227-62
T-1, TS-1 GOST 9145-59

D-8
 TM 55-1520-228-BD
APPENDIX D

Table D-6. Substitute Commercial Fuels

SOURCE PRIMARY OR STANDARD FUEL ALTERNATE FUELS

U.S. MILITARY FUEL JP-4(MIL-T-5624) JP-5(MIL-T-2624) JP-8(MIL-T-83133)

NATO CODE NO. F-40 F-44 F-34

COMMERCIAL FUEL
(ASTM-D-1655) JET B JET A JET A-1

American Oil Co. American JP-4 American Type A

Atlantic Richfield Arcojet B Arcojet A Arcojet A-1

Richfield Div Richfield A Richfield A-1

B.P. Trading B.P.A.T.G B.P.A.T.K.

Caltex Petroleum
Corp. Caltex Jet B Caltex Jet A-1

City Service Co. CITCO A

Continental Oil Co. Conoco JP-4 Conoco Jet-50 Conoco Jet-60

Exxon Co. U.S.A. Exxon Turbo Fuel B Exxon A Exxon A-1

Gulf Oil Gulf Jet B Gulf Jet A Gulf Jet A-1

Mobil Oil Mobil Jet B Mobil Jet A Mobil Jet A-1

Phillips Petroleum Philjet JP-4 Philjet A-50

Shell Oil Aeroshell JP-4 Aeroshell 640 Aeroshell 650

Sinclair Superjet A Superjet A-1

Standard Oil Co. Jet A Kerosene Jet A-1 Kerosene

Chevron Chevron B Chevron A-50 Chevron A-1

Texaco Texaco Avjet B Avjet A Avjet A-1

Union Oil Union JP-4 76 Turbine Fuel

D-9
TM 55-1520-228-BD
APPENDIX D

Table D-7. Alternate and Expedient Fuel Blends

BASE FUEL EXTENDER (50% MAXIMUM)

NOTE

Fuel may be extended on an alternate basis with the following

blends up to a half and half mixture.

Any Primary Fuel Any Alternate Fuel

Any Primary Fuel Any Alternate Fuel

Any Primary or Alternate Fuel MIL-F-815 Distillate

Any Primary or Alternate Fuel NATO-F-76 Navy Distillate

Any Alternate or Primary Fuel Dry Cleaning Solution:

P-D-680 (Type I and II)

Dry Cleaning Solution:

AMSTM-D-484 (K, I, II, III, IV)

Petroleum Spirits: ASTM-D-235

(I, II, III, IV)

CAUTION
The helicopter shall not be flown when emergency fuel has
been used for a total cumulative time of 50 hours.

D-10
 TM 55-1520-228-BD
APPENDIX D

Section III. LUBRICANTS AND HYDRAULIC FLUIDS

D-6. SCOPE. This section lists pri- (2) They may allow an increase in
mary, alternate, and expedient lubri- wear because of improper viscosity.
cants and hydraulic fluids.
(3) They may cause seals to swell
D-7. GENERAL. or create deposits because of improper
composition.
a. The lubricants and hydraulic
fluids used in OH-58 systems and com- D-8. LUBRICANTS AND HYDRAULIC FLUIDS.
ponents must have a compatible base Table D-8 lists the primary lubricants
composition, as well as good additive and hydraulic fluids which are used as
level. Being that the purpose of lubri- primary, alternate, and expedient uses
cants and hydraulic fluids is to reduce on the OH-58 helicopter.
wear, support bearing loads, and provide
cooling, their chemical composition must CAUTION
be compatible. In addition to lubri-
cating, hydraulic fluids must transmit Lubricating oil MIL-L-23699 shall
power and motion. If two incompatible not be used in ambient tem-
hydraulic fluids are mixed, there is a peratures below minus 32°C/25°F.
tendency of a gel substance forming
within the system and ruining it. NOTE
b. Some lubricants will not with- It is not advisable to mix
stand OH-58 temperatures or loads for MIL-L-7808 and MIL-L-23699 oils,
extended periods of time. These type of except during an emergency. If
lubricants do not contain the necessary oils are mixed, the system should
base properties for withstanding long be flushed within six hours. An
term performance; therefore, they are entry on DA Form 2408-13 is
recommended only as a last resort. required when the oils are mixed.
Hydraulic oils MIL-L-83282 and
c. Expedient lubricants can cause MIL-L-5606 should not be mixed
one of three problems. except during an emergency. When
these oils are mixed with each
(1) They may not allow proper other or any other oil, a DA Form
efficient operations because of improper 2408-13 entry is required.
viscosity.

D-11/(D-12 Blank)
 TM 55-1520-244-BD

APPENDIX E

BDAR FIXES AUTHORIZED FOR TRAINING

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

REPAIR PROCEDURE PARA NO.

AIRFRAME
Honeycomb Core Floor or Panel Damage . . . . . . . . . 4-22

DRIVE TRAIN SYSTEM

Air Duct Hose Damage . . . . . . . . . . . . . . . . . 8-6

HYDRAULIC SYSTEM
Lines and Hoses. . . . . . . . . . . . . . . . . . . . 9-5
Aluminum Tube Damage . . . . . . . . . . . . . . . . . 9-7
Hydraulic Hose Damage . . . . . . . . . . . . . . . . . 9-8

ELECTRICAL AND AVIONICS SYSTEM

Splicing Unshielded Wires . . . . . . . . . . . . . . 11-5
Damaged Wire Insulation . . . . . . . . . . . . . . . 11-7
Shielded Cable Repair . . . . . . . . . . . . . . . . 11-8
Shielded Cable Repair Segments . . . . . . . . . . . . 11-9
Shielded Terminators . . . . . . . . . . . . . . . . . 11-10
Terminators for Nickel-Plated Shields (including
vermilion). . . . . . . . . . . . . . . . . . . . . 11-11
Terminal Boards. . . . . . . . . . . . . . . . . . . . 11-12
Terminal Lugs. . . . . . . . . . . . . . . . . . . . . 11-13
Wire Bundle Tie Wraps.... . . . . . . . . . . . . . 11-14
Coax Splice for RG-136/U and RG-179 R/U. . . . . . . . 11-15
Bus Bars. . . . . . . . . . . . . . . . . . . . . . . 11-22
Battery Repair BB-476/A. . . . . . . . . . . . . . . . 11-23
Substitute Emergency Antenna, Field Expedient. . . . . 11-25

E-1
TM 55-1520-228-BD
APPENDIX E

BDAR FIXES AUTHORIZED FOR TRAINING (Cont)

REPAIR PROCEDURE PARA NO.

FLIGHT CONTROL SYSTEM

Tubes, Flight Control . . . . . . . . . . . . . . . . . 13-4

ENVIRONMENTAL CONTROL SYSTEM

Rigid Plastic Ventilation Duct . . . . . . . . . . . . 15-5

Flexible Duct Damage . . . . . . . . . . . . . . . . . 15-6
Bleed Airline Damage . . . . . . . . . . . . . . . . . 15-7

E-2
 TM 55-1520-228-BD

APPENDIX F

AVIONICS CONFIGURATIONS

BDAR FIXES SHALL BE USED ONLY IN COMBAT OR FOR TRAINING

AT THE DISCRETION OF THE COMMANDER.
(AUTHORIZED TRAINING FIXES ARE LISTED IN APPENDIX E.)
IN EITHER CASE, DAMAGES SHALL BE REPAIRED BY STANDARD
PROCEDURES AS SOON AS PRACTICABLE.

Section I. INTRODUCTION
F-1. SCOPE. This appendix lists and The Figures F-1 thru F-10 show typical
depicts the major components, cable location of avionics and their associated
routes, and wiring terminations per- components in relation to the helicopter,
taining to the OH-58 series helicopter and lists the component part number.
avionics. This information is fur- Each figure also has a table associated
nished as an aid to expedient repair with the avionics system which contains
techniques described in Chapter 11. a complete wire listing to be used as
an aid in rapid wire splicing. This
F-2. GENERAL. The actual configura- includes the wire number, type (shielded,
tions may vary depending on particular not shielded, or pair twisted with
requirements or changes incorporated shield), end connectors, and the pin
through modification work order (MWO) numbers on each connector.
action and special purpose alterations.

F-1
TM 55-1520-228-BD
APPENDIX F

Figure F-1. Intercom System (Sheet 1 of 2)

F-2
 TM 55-1520-228-BD
APPENDIX F

DRAWING PART
DESIGNATION NUMBER FUNCTION

1 TJ11E-02-01 Module, Terminal Junction

2 1021-DOO1 Audio Threshold
3 U92AU Jack, Telephone
4 JF13E01-02 Frame, Electronic
5 U94A/U Plug, Connector
6 U92AU Jack, Telephone
7 C-6533/ARC Control, Intercom
8 C-6533/ARC Control, Intercom
9 C-6533/ARC Control, Intercom
10 MS25039-1 Switch, Push
11 JF13E01-04 Rack, Electronic
12 206-075-483-1 Network, Impedance Matching
13 PC4D2D22-4 Connector, Recepticle
14 TJ11E02-02 Terminal Board

Figure F-1. Intercom System (Sheet 2 of 2)

Table F-1. Wiring Table, Intercom System

WIRE NUMBER TYPE 1 END 1 PIN END 2 PIN
I
C6533A-3A22 (RED) PR/S P214 C TB21 AZ
-1A22 (GRN) PR/S P214 A TB21 C1
-45A22 SHIELD P214 P TB19 C1
-1OA22 SHIELD P214 L TB19 A3
-14A22 SHIELD P214 R TB19 C3
-18A22 SHIELD P214 V TB19 A1

C6533B-3A22 (RED) PR/S P215 C TB21 A7

-1A22 (GRN) PR/S P215 A TB21 A8
-45A22 SHIELD P215 P TB19 D1
-1OA22 SHIELD P215 L TB19 B3
-14A22 SHIELD P215 K TB19 D3
-18A22 SHIELD P215 V TB19 B1

C6533C-3A22 (RED) PR/S P213 C J309

-1A22 (GRN) PR/S P213 A J309
-45A22 SHIELD P213 P TB19 D2
-1OA22 SHIELD P213 L TB19 B4
-14A22 SHIELD P213 K TB19 D4
-18A22 SHIELD P213 V TB19 B2

1 Denotes: PR/S--Pair, Twisted, with Shield

F-3
TM 55-1520-228-BD
APPENDIX F

NOTE
THIS UNIT IS A CONTROL PANEL
ONLY IN AIRCRAFT USING
AN/ARC-51BX TRANSMITTER

Figure F-2. UHF/AM Communication System (Sheet 1 of 2)

F-4
 TM 55-1520-228-BD
APPENDIX F
DRAWING PART
DESIGNATION NUMBER FUNCTION
1 HPF40-O1T Filter, High Pass
2 Connector, Electric
3 KD-59-04 Connector, Plug
4 AN/ARC-51BX Transceiver, UHF, RT-742()
5 C-6287/ARC-51BX Control, Panel
AN/ARC-116
AN/ARC-164
6 KO-59-04 Connector, Plug
7 AS2487 Antenna, UHF
8 KA-59-119 Connector, Plug Electric

Figure F-2. UHF/AM Communication System (Sheet 2 of 2)

Table F-2. Wiring2 Table, UHF/A1 Communication System

WIRE NUMBER TYPE END 1 PIN END 2 PIN
1

OH-58A

ARC51-124A20 SHIELD P403 R P401 E

-125A20 SHIELD P401 F J405 d
-128A20 (RED) PR/S P403 V J405 K
-129A20 (BLK) PR/S P403 E J405 L
-131A20 SHIELD P403 U J405 e
-140A COAX P404 J406
*ARC116-10A22 SHIELD P203 K TB19 C4
-101A COAX P204 P314
-101B COAX P313 P304
*SAME WIRING USED
FOR AN/ARC-164.
OH-58C

ARC116-1OB22 (RED) PR/S P203 K J252 D6

-11B22 (BLK) PR/S P203 L J252 B6

-101A COAX P204 P314

-101B COAX J313 P304

1 Underlined Pin Numbers Denote Lower Case.

2 PR/S ---Pair, Twisted, with Shield

F-5
TM 55-1520-228-BD
APPENDIX F

Figure F-3. VHF/AM Communication System

and Connecting Cables (Sheet 1 of 2)

F-6
 TM 55-1520-228-BD
APPENDIX F

DRAWING PART
DESIGNATION NUMBER FUNCTION

1 KC-59-212 Connector, Plug

2 BPF40-03P Filter, Band Pass
3 JT06RE18-32S Connector, Plug
4 KC-59-212 Connector, Plug
5 KD-59-04 Connector, Plug
6 AN/ARC-115 Connector, Plug
7 KC-59-196 Connector, Plug
8 KC-59-198 Connector, Electric
9 KC-19-120 Connector, Electric

Figure F-3. VHF/AM Communication System

and Connecting Cables (Sheet 2 of 2)

Table F-3. Wiring Table, VHF/AM Communication System

WIRE NUMBER TYPE END 1 PIN END 2 PIN
OH-58A

ARC115-1OA22 SHIELD P205 K TB19 A4

-101A COAX P206 P31O
-101B COAX P311 P243

ARC115-101C COAX J243 P246

OH-58C

ARC115-1OB22 (RED] P205 K J252 D5

-11B22 (BLK) P205 L J252 D6
-101A COAX P206 P31O
-101B COAX P311 P243

ARC115-101C COAX J243 P246

F-7
TM 55-1520-228-BD
APPENDIX F

DRAWING PART
DESIGNATION NUMBER FUNCTION

1 LPF-40-028 Filter, Low Pass

2 204-075-850-9 Board, Capacitor, A3
3 AN/ARC-114 Radio Set, No. 1 FM
4 AN/ARC-114 Radio Set, No. 2 FM
5 C-8157/ARC Control, Indicator TSEC/KY-28
6 AS-2485 Antenna, No. 2 FM
7 AS-2670/ARC Antenna, R/H, No. 1 FM
8 TSEC/KY-28 Com Security Set
TSECIKY-58 Com Security Set
9 AS-2486/ARC Antenna, L/H, No. 1 FM
10 LPF40-028 Filter, Low Pass
11 206-022-114-1 Antenna, No. 1 FM, USBL on
68-16687 thru 72-21454
206-022-114-3 USBL on 72-21455 and Subq.
12 KC-59-212 Connector, Plug
13 KC-19-120 Connector, Electrical

Figure F-4. VHF/FM Communication System

F-8
 TM 55-1520-228-BD
APPENDIX F
Table F-4. Wiring2 Table, VHF/FM Communic ation System
WIRE NUMBER TYPE END 1 PIN END 2 PIN
OH-58A

1ARC114-2A22 SHIELD P209 P201 V

-9A22 SHIELD P209 P249 P
-1OA22 SHIELD P209 P249 V
-11A22 SHIELD P209 P250 H
-17A22 SHIELD P209 A3 2
-18A22 SHIELD P209 A3 1
-19A22 SHIELD P209 P201 W
-26A22 SHIELD P209 P249 D
-27A22 SHIELD P209 P249 G
-28A22 SHIELD P209 P250 K
-101A COAX P21O P237
-101B COAX P239 P242
-101C COAX J242 P245
-102A COAX P211 P241
-103A COAX P212 P240
2ARC114-1OA22 SHIELD P207 K TB19 C2
-101A COAX P208 P316
-101B COAX P315 P238
OH-58C

1ARC114-2A22 SHIELD P209 B P201 V

-9A22 SHIELD P209 J P249 P
-1OA22 SHIELD P209 K P249 V
-11A22 SHIELD P209 L P250 H
-17A22 SHIELD P209 T A3 2
-18A22 SHIELD P209 u A3 1
-19A22 SHIELD P209 V P201 K
-26A22 SHIELD P209 c P249 D
-27A22 SHIELD P209 d P251 C2
-28A22 SHIELD P209 e P250 K
-101A COAX P21O P237
-101B COAX P239 P242
-101C COAX P242 P245
-102A COAX P211 P241
-103A COAX P212 P240
2ARC114-11B22 (BLK) PR/S P207 L J252 D4
-20B22 (RED) PR/S P207 K J252 C5
-101A COAX P208 P316
-101B COAX P315 P238

1 Underlined Pin Numbers Denote Lower Case.

2 Denotes: PR/S--- Pair, Twisted, with Shield

F-9
TM 55-1520-228-BD
APPENDIX F

Figure F-5. Gyromagnetic Compass Set AN/ASN-43

and Connecting Cables (Sheet 1 of 2)

F-10
 TM 55-1520-228-BD
APPENDIX F
DRAWING PART
DESIGNATION NUMBER FUNCTION

1 CN-998()/ASN-43 Gyroscope, Displacement

2 ID-1351()/A Indicator, Heading Bearing
3 CN-405/ASN Compensator, Transmitter
4 T-611A/ASN Transmitter, Induction
5 MS3126E18-32S Connector, Plug
6 MS3126E16-26S Connector, Plug

Figure F-5. Gyromagnetic Compass Set AN/ASN-43

and Connecting Cables (Sheet 2 of 2)

Table F-5. Wiring Table, Gyromagnetic Compass Set

WIRE NUMBER TYPE END 1 PIN END 2 PIN
TN1705D22 SHIELD P202 v P202 T
10A22 (BLU) TWT/S P202 w P201 J
11A22 (GRN) TWT/S P202 x P201 K
12A22 (YEL) TWT/S P202 Y P201 L
13A22 SHIELD P202 H P201 C
14A22 SHIELD P202 J P201 D
15A22 SHIELD P202 G P201 E
20A22 (BLU) TWT/S P201 F TR101 B
21A22 (GRN) TWT/S P201 G TR101 C
22A22 (YEL) TWT/S P201 H TR101 A

1 Denotes: TWT/S--- Three Wire Twisted, with Shield

F-11
TM 55-1520-228-BD
APPENDIX F

Figure F-6. Direction Finder Set AN/ARN-89 (Sheet 1 of 2)

F-12
 TM 55-1520-228-BD
APPENDIX F
DRAWING PART
DESIGNATION NUMBER FUNCTION
1 C-7392()/ARN-89 Control, Radio Set
2 ID-1351()/A Indicator, Heading Bearing
3 R-1496()/ARN-89 Receiver, Radio
4 AM-4859()/ARN-89 Amplifier, Impedance Matching
5 206-032-310-3 Antenna, Sense
6 AS-2108()/ARN-89 Antenna, Loop

Figure F-6. Direction Finder Set AN/ARN-89 (Sheet 2 of 2)

Table F-6. Wiring Table, ADF AN/ARN-89

WIRE NUMBER TYPE END 1 PIN END 2 PIN
OH-58A

ARN89-6C22 SHIELD P227 F SPLICE

-6B22 SHIELD P227 D SPLICE
-6A22 SHIELD SPLICE P201 N
CG-3492/U() * COAX P223 P225
-3493/U() * COAX P222 P224
-3494/U() * COAX P220 P217
-3495/U() * COAX P221 P226
CX-10960/U() SHIELD P219 P218
OH-58C
ARN89-6C22 SHIELD P227 F SPLICE
-6B22 SHIELD P227 D SPLICE
-6A22 SHIELD P227 3405S1 10
CG-3492/U() * COAX P223 P225
CG-3493/U() * COAX P222 P224
CG-3494/U() * COAX P220 P217
CG-3495/U() * COAX P221 P226

CX-10960/U() SHIELD P219 P218

*NOTE: Center Conductor of Coax Cable Has 28.0 V dc.
Disconnect Before Using TDR.

F-13
TM 55-1520-228-BD
APPENDIX F

Figure F-7. Radio Receiving Set AN/ARN-123(V)1 (Sheet 1 of 2)

F-14
 TM 55-1520-228-BD
APPENDIX F
DRAWING PART
DESIGNATION NUMBER FUNCTION
1 MS25041-4 Light, Indicator
2 MS27786-23 Switch, Toggle, Four Pole
3 M39012/16-0004 Connector, Plug
4 AS-3188/ARN Antenna, Glideslope
5 5955-00-858-6552 Spider, Coax Assembly (05211)
6 AS-3104()/ARN Antenna
7 M39012/16-0004 Connector, Plug
8 R-2023/ARN-123(V)1 Receiver
9 M39012/16-0004 Connector, Plug
10 M39012/16-0004 Connector, Plug
11 M39012/16-0004 Connector, Plug
12 M39012/16-0004 Connector, Plug
13 AT-640/ARN Antenna, Marker Beacon
14 ID-1347C/ARN Indicator, Course

NOTE
IF ID-1347C/ARN-82 IS USED WITH THE AN/ARN-123(V), THE
SWITCH ON THE BACK OF THE INDICATOR MUST BE SET TO THE
R-1388A/ARN-82 POSITION.

Figure F-7. Radio Receiving Set AN/ARN-123(V)1 (Sheet 2 of 2)

Table F-7. Radio1 Receiving Set AN/ARN 123(V)1 OH-58C

WIRE NUMBER TYPE END 1 PIN END 2 PIN
ARN123-20A22 (WHT) TWT/S 3405RE1P11OO1 12 3405S1 3
-20A22 (BLU) TWT/S 3405RE1P11OO1 13 3405S1 6
-20A22 (ORN) TWT/S 3405RE1P11OO1 25 3405S1 9
-33A22 (WHT) TWT/S 3405RE1P12002 9 3405DS1P1 B
-33B22 SHIELD 3405RE1P12002 32 SPLICE
-33A22 (BLU) TWT/S SPLICE SPLICE
-34A22 (BLU) SHIELD SPLICE SPLICE
-33C22 SPLICE 3405DS1P1 C
-34A22 (WHT) TWT/S 3405RE1P12002 23 3405DS1P1 H
-35A22 (WHT) PR/S 3405RE1P12002 8 3405DS1P1 D
-35A22 (BLU) PR/S 3405RE1P12002 33 3405DS1P1 E
-36A22 (WHT) PR/S 3405RE1P12002 36 3405DS1P1 G
-36A22 (BLU) PR/S 3405RE1P12002 34 3405DS1P1 F
-38A22 (WHT) PR/S 3405RE1P12002 15 3405CP1P1 3
-38A22 (BLU) PR/S 3405RE1P12002 11 3405CP1P1 1
-38B22 SPLICE 3405CP1P1 1
-39A22 (WHT) PR/S 3405RE1P12002 4 3405CP1P1 19
-39A22 (BLU) PR/S 3405RE1P12002 2 3405CP1P1 17
-40A22 (WHT) TWT/S 3405RE1P12002 7 P201 P
-40A22 (BLU) TWT/S 3405RE1P12002 6 P201 R
-40A22 (ORN) TWT/S 3405RE1P12002 10 GND
-41A20 (WHT) PR/S 3405RE1P12002 18 3405T1
-41A20 (BLU) PR/S 3405RE1P12002 19 GROUND

1 Denotes: PR/S---- Pair, Twisted, with Shield

TWT/S ---Three Wire Twisted, with Shield
F-15
TM 55-1520-228-BD
APPENDIX F

Figure F-8. Radar Altimeter System AN/APN-209 (Sheet 1 of 2)

F-16
 TM 55-1520-228-BD
APPENDIX F

DRAWING PART
DESIGNATION NUMBER FUNCTION
1 M39002/01-0072 Resistor, Fixed
2 MS27473T10835S Connector, Plug, Electric
3 KA-59-96 Connector, Plug
4 KA-59-96 Connector, Plug
5 RT-1115/APN-209 IND., RCVR, Transmitter
6 KA-59-96 Connector, Plug
7 AS-2595/APN-194 Antenna
8 KA-59-96 Connector, Plug
9 AS-2595/APN-194 Antenna
10 MS91528-0N18 Knob, Control

Figure F-8. Radar Altimeter System AN/APN-209 (Sheet 2 of 2)

Table F-8. Wiring Table, Radar Altimeter AN/APN-209 OH-58C

WIRE NUMBER TYPE 1 END 1 PIN END 2 PIN

APN209-21A COAX 2408DS1P4 J4 3408E1P1 J1

APN209-22A COAX 2408DS1P3 J3 3408E2P1 J1

F-17
TM 55-1520-228-BD
APPENDIX F

DRAWING PART
DESIGNATION NUMBER FUNCTION

1 TS-1843()/APX Test Set, Transponder

2 RT-859()/APX-72 Receiver-Transponder
3 C-6280A(P)/APX Control, Transponder
RT-1285/APX-100(V) APX Transponder: The APX-1OO(V),
Used On The OH-58C Does Not
Require The TS-1843()/APX
4 206-077-109-1 Antenna: Used Only On OH-58C
With APX-1OO
5 KIT-1A/TSEC Computer
6 MT-3513/APX Mount
7 AT-884()/APX Antenna
8 MT-3809/APX-72 Mount

Figure F-9. Transponder (IFF) System AN/APX-72, AN/APX-100

F-18
 TM 55-1520-228-BD
APPENDIX F

Table F-9. Wiring Table, IFF, APX-72 OH-58A

WIRE NUMBER TYPE END 1 PIN END 2 PIN
I I I I
SX706A18 SHIELD P234 2 SPLICE
SX706B18 SHIELD SPLICE CB2
SX707A22 SHIELD P234 4 P232 24
SX712A22 SHIELD P234 21 P232 2
SX714A22 SHIELD P234 20 P232 11
SX716A22 SHIELD P234 19 P232 5
SX717A22 SHIELD P234 18 P232 6
SX719A22 SHIELD P234 16 P232 8
SX720A22 SHIELD P234 15 P232 9
SX721A22 SHIELD P234 14 P232 10
SX743A22 SHIELD P234 6 P233 31
SX754A22 SHIELD P234 40 P232 26
SX755A22 SHIELD P234 39 P232 27
SX756A22 SHIELD P234 38 P232 28
SX757A22 SHIELD P234 37 P232 29
SX758A22 SHIELD P234 36 P232 30
SX761A22 SHIELD P234 29 P232 32
SX762A22 SHIELD P234 28 P232 33
SX763A22 SHIELD P234 27 P232 35
SX764A22 SHIELD P234 26 P232 36
SX765A22 SHIELD P234 25 P232 37
SX766A22 SHIELD P234 24 P232 38
SX768A22 SHIELD P232 12 TB6 C3
SX803A22 SHIELD P234 9 J600 29
SX804A22 SHIELD P234 10 TB26 B2
SX817A22 SHIELD P234 59 P232 4
SX818A22 SHIELD P234 43 P232 15
SX819A22 SHIELD P234 44 P232 16
SX820A20 SHIELD P234 50 P232 17
SX821A22 SHIELD P234 56 P232 18
SX822A22 SHIELD P234 57 P232 19
SX823A22 SHIELD P234 58 P232 20
SX824A22 SHIELD P234 22 P232 25
SX825A20 SHIELD P234 34 P232 42
SX826A22 SHIELD P234 51 P232 55
SX834A20 SHIELD P232 51 SPLICE
SX849A22 SHIELD P233 19 P232 3
SX701A COAX P233 P236
SX701B COAX P230 P235
SX828A COAX P234 45 P233 2
SX829A COAX P234 46 P233 3
SX830A COAX P234 47 P233 1
SX831A COAX P234 48 P233 4

F-19
TM 55-1520-228-BD
APPENDIX F

Table F-10. Wiring Table, IFF, APX-100, OH-58C

1
WIRE NUMBER TYPE END 1 PIN END 2 PIN
I
APX1OO-5O48A22(WHT PR/S 341OTR1P1 21 J600 29
-5048A22(BLU PR/S 341OTR1P1 23 J600 28
-5001A COAX 341OTR5P1 341OE1P2
APX1OO-5OO2A COAX 341OTR4P1 341OE1P1

APR39-31A SHIELD 341OTR1P1 19 3422Z1P1 22

APX1OO-5O17A COAX 341OTR1P1 43 341OU1P1 4

-5018A COAX 341OTR1P1 45 341OU1P1 2
-5019A COAX 341OTR1P1 47 341OU1P1 3
APX1OO-5O2OA COAX 341OTR1P1 49 341OU1P1 1

1 Denotes: PR/S--- Pair, Twisted, with Shield

F-20
 TM 55-1520-228-BD
APPENDIX F

DRAWING PART
DESIGNATION NUMBER FUNCTION
1 AS-2892/APR-39(V) Antenna, Left Spiral
2 IP-1150()/APR-39 Indicator, Radar Signal
3 AS-2891/APR-39(V) Antenna, Right Spiral
4 AS-2892/APR-39(V) Antenna, Left Spiral
5 R-1838()/APR-39 Receiver, Radar
6 AS-2890/APR-39(V) Antenna
7 CM-440/APR-39(V) Comparator
8 C-9326/APR-39(V) Control, Detecting Signal
9 AS-2891/APR-39(V) Antenna, Right Spiral
10 R-1838()/APR-39(V) Receiver, Radar

Figure F-10. Radar Warning System AN/APR-39

F-21
TM 55-1520-228-BD
APPENDIX F

Table F-11. Wiring Table, AN/APR-39

WIRE NUMBER TYPE END 1 PIN END 2 PIN
OH-58A

APR39-1A COAX 3422Z1P1 8 3422RE1P3

-2A COAX 3422Z1P1 18 3422RE2P3
-3A COAX 3422Z1P1 19 3422RE2P4
-4A COAX 3422Z1P1 9 3422RE1P4
-9A COAX 3422Z1P2 3422E1P1
-15A COAX 3422DS1P1 5 3422Z1P1 5
-17A COAX 3422Z1P1 7 3422RE1P5
-23A COAX 3422Z1P1 9 3422RE1P4
-30A22 SHIELD 3422A1P1 14 TB20 C15
-30B22 SHIELD TB20 C16 P214 LL
-30C22 SHIELD TB20 D16 P215 LL
APR39-31A COAX 3422Z1P1 21 P234 11
OH-58C

APR39-lA COAX 3422RE1P3 J3 3422Z1P1 8

-2A COAX 3422RE2P3 J3 3422Z1P1 18
-3A COAX 3422RE2P4 J4 3422Z1P1 19
-4A COAX 3422RE1P4 J4 3422Z1P1 9
-9A COAX 3422Z1P2 J2 3422E1P1 J1
-15A COAX 3422Z1P1 5 3422DS1P1 5
-17A COAX 3422RE1P5 J5 3422Z1P1 7
-23A COAX 3422RE2P5 J5 3422Z1P1 17
-30A22 SHIELD 3422A1P1 14 TB20 C15
-30B22 SHIELD TB20 C16 P214 LL
-30C22 SHIELD TB20 D16 P215 LL
APR39-31A COAX 3422Z1P1 22 341OTR1P1 19

F-22
 TM 55-1520-228-BD
INDEX

Subject Paragraph
A

Application, BDAR. . . . . . . . . . 1-3

Allowable Damage Limits Definition . 4-8
Allowable Damage Limits. . . . . 4-13
Air Bleed Valve. . . . . . . . . 6-5
Air Duct Hose Damage . . . . . . 8-6
Aluminum Tubing Damage . . . . . 9-7
Assessment Procedures
Airframe. . . . . . . . . . . 4-2
Alighting Gear . . . . . . . . 5-3
Drive Train System . . . . . . 8-3
Electrical and Avionics System 11-2
Environmental Control System . 15-3
Flight Controls System . . . . 13-2
Fuel Systems . . . . . . . . . 12-2
Hydraulic. . . . . . . . . . . 9-3
Power Plant . . . . . . . . . . 6-2
Rotors. . . . . . . . . . . . 7-3
Utility Systems. . . . . . . . 14-2

Battery Repair . . . . . . . . . 11-23

BDAR Characteristics . . . . . . 1-6
Bleed Air Line Damage. . . . . . 15-7
Blending Fuels . . . . . . . . . D-6
Bus Bars. . . . . . . . . . . . 11-22

Cap or Longeron, Damage. . . . . 4-18

Cap, Skin, Web, Doubler Damage . 4-17
Circuit Protection Device Repair 11-21
Coax Splicing . . . . . . . . . 11-15 thru
11-18
Component Bridging . . . . . . . 11-19
Condition, Airframe. . . . . . . 4-9
Connector Repair . . . . . . . . 11-20

INDEX-1
TM 55-1520-228-BD
INDEX
INDEX (Cont)

Subject Paragraph

Damage Measurement, Airframe . .. 4-7, 4-12

Damaged or Defective Power Relays 11-24
Damaged Wire Insulation. . . . . 11-7
Definitions. . . . . . . . . . . 1-4
Description - Power Plant. . . . 6-1
Detail Assessment, Airframe. . . 4-6
De-Ice Valve or Control Repair . 14-4
Drive Train Component Damage . . 8-5
Drive Train Damage . . . . . . . 8-2
Double Check Valve Inoperative . 6-6

E
Emergency Equipment
Description - Emergency Equipment. 19-1
Supplementary Emergency Equipment Information. 19-2
Environmental Control System
Bleed Air Line Damage. . . . . . 15-7
Flexible Duct Damage . . . . . . 15-6
Rigid Plastic Ventilation Duct . 15-5

Flexible Duct Damage . . . . . . . 15-6

Flight Controls System, Subsystems, and Assemblies 13-4
Frame. Bulkhead, Skin and Stringer Damage. 4-19
Fuel Cell Repair . . . . . . . . . 12-7
Fuel Line Repair . . . . . . . . . 9-8
Fuel Substitutions . . . . . . . . 12-6
G

General Fault Assessment Tables . 2-2

H

Hard Landings, Sudden Stops. . . . . 5-6

Honeycomb Core Floor or Panel Damage 4-20
Hose and Line Replacement. . . . . . 9-7
Hydraulic Fluid Substitutions. . . . 9-11
Hydraulic Hose Damage. . . . . . . . 9-8

INDEX-2
 TM 55-1520-228-BD
INDEX

INDEX (Cont)

Subject Paragraph

Initial Assessment, Airframe . . . . . . . . . . . . . 4-5

J
K

Lines and Hose Replacement . . . . . . . . . . . . . . 9-5

Low Pressure Sensing Switch Leak . . . . . . . . . . . 8-8
Lubricants and Hydraulic Fluids. . . . . . . . . . . . D-6

Main Rotor Blade, Hole 1 to 4 Inches Diameter Maximum. 7-7

Manner of Blending Fuels.. . . . . . . . . . . . . . D-5

Oil Hoses and Lines, Leaks or Restriction (Crimp). . . 8-9

Oil Lines (Rigid) Type Repair. . . . . . . . . . . . . 9-7
Oil Pressure Transmitter Leak. . . . . . . . . . . . . 8-7
0il Tank Punctured. . . . . . . . . . . . . . . . . . 6-7
Operating Characteristics. . . . . . . . . . . . . . . 1-8
O-Ring Damage. . . . . . . . . . . . . . . . . . . . . 12-5
O-Ring, Packing, and Gasket Applications . . . . . . . 9-10

Purpose, BDAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Q
Quality Deficiency Report/Equipment Improvement Recommendation . . . . 1-5

INDEX-3
TM 55-1520-228-BD
INDEX
INDEX (Cont)

Subject Paragraph

Repair Plan, Airframe. . . . . . . . . . . . . . . . . . . . . . . . . 4-10

Repair Procedure Index
Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Alighting Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Drive Train System . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Electrical and Avionics System . . . . . . . . . . . . . . . . . . . 11-3
Environmental Control System . . . . . . . . . . . . . . . . . . . . 15-4
Flight Controls System . . . . . . . . . . . . . . . . . . . . . . . 13-3
Fuel Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Hydraulic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Rotors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Utility Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Rigid Plastic Ventilation Duct . . . . . . . . . . . . . . . , . . . . 15-5
Rotor Blade ,Hole 1 Inch Diameter or Less. . . . . . . . . . . . . . . 7-6

Sensitivity of Drive Train System to Battlefield Damage. . . , . . . . 8-5

Shield Term inators . ...... . . . . . . . . . . . . . . . . . 11-10
Shielded Cable Repair. . . . . . . . . . . . . . . . . . . . . , . 11-8
Shielded Cable Repair Segments . . . . . . . . . . . . . . . . . . . . 11-9
Skid Damage. . . . . . . . . . . . . . . . . . . . . , . . . . . . . . 5-7
Skin-Stiffener Damage. . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Splicinq Unshielded Wires. . . . . . . . . . . . . . . . . . . . . . . 11-5
Structural Damage Assessment and Repair. . . . . . . . . . . . . . . . 4-4
Substitute Emergency Antenna, Field Expedient. . . . . . . . . . . . . 11-25
Supplementary Emergency Equipment Information. . . . . . . . . . . . . 19-2

Tagging/Identifying BDAR Repairs . . . . . . . . . . . . . . . . . . 1-10

Tail Boom Skin Damage. . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Tail Rotor Gearbox, Bullet Damage. . . . . . . . . . . . . . . . . . . 8-11
Terminal Boards. . . . . . . . . . . . . . . . . . . , . . . . . . . . 11-12
Terminal Lugs. . . . . . . . . . . . . . . . . . . . . . . . . 11-13
Terminators for Nickel-Plated Shields . . . . . . . . . . . . . . . . . . 11-11
Training. . . . . . . . . . . . .. . ... . . . . . . . . . . . . . . 1-9
Transmission-Bullet Damage . . . .. . . . . . . . . . . . . . . . . . 8-10
Transmission Oil Cooling-Air Duct Repair . . . . . . . . . . . . . . . 8-6
Tube Cutting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Tubes, Flight Control. . . . . . . . . . . . . . . . . . . . . . . . . 13-3
Typical Avionics Configuration . . . . . . . . . . . . . . . . . . . . 11-21

INDEX-4
 TM 55-1520-228-BD
INDEX

INDEX (Cont)

Subject Paragraph

V
W

Waiver of Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

Window Shield/Window Damage. . . . . . . . . . . . . . . . . . . . . . 4-21
Wire Bundle Tie Wraps. . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Wire Repair Segments, Unshielded Wires . . . . . . . . . . . . . . . . 11-6

XYZ

INDEX-5/(INDEX-6 Blank)
 TM 55-1520-228-BD

GLOSSARY

NOTE

The terms and acronyms listed herein are defined in relation to

BDAR and accordingly may not be used in the same manner in other
manuals.

Additional definitions of terms, markings, and acronyms used

during BDAR assessment procedures will be found under chapter
1, paragraph 1-10, Tagging and Identifying BDAR Repairs.

ABRASION Roughened surface, varying from light to severe.

ALLOWANCE A prescribed difference between the maximum condition of

mating parts. The minimum clearance or maximum inter-
ference between such parts.

API Armor piercing incendary armament round.

ASSEMBLY A group of two or more physically connected and related

parts, capable of disassembly, and when combined with
other assemblies and parts, creates a component.

ASSEMBLY CLEARANCE The actual fit between two or more mating parts with
respect to the amount of clearance or interference
between them.

ASSESSMENT A procedure to rapidly determine what is damaged,

whether it is repairable, what assets are required,
who can perform the repair, and where the repair
can made.

ASSOCIATED PARTS A group of parts which could contain one or more

unrelated parts of a subassembly, one or more sub-
assemblies, and attaching hardware.

AXIAL Related to an axis. Describes the linear distance a

shaft or gear moves.

BATTLEFIELD DAMAGE Any incident such as combat damage, random failures,

operator errors, accidents, and wear-out failures
which occur on the battlefield and which prevent the
equipment/end item from accomplishing its mission.

BEAM A primary structural element designed to carry heavy

loads by resisting bending in one direction. Usually
constructed with a channel, tee, or “I” cross section.

BEND Any change in an intended configuration.

BORE Inside measurement of the interior diameter of a hole

or tube. Also used to describe the hole itself.

GLOS-1
TM 55-1520-228-BD
GLOSSARY

GLOSSARY (Cont)

BOWED Curved or gradual deviation from original line or plane.

BOX BEAM A primary structural element designed to carry heavy

loads by resisting bending in at least two directions
characterized by a square or rectangular hollow cross
section.

BRAID Machine woven wire strands.

BREAK Separation of a part or substance from itself.

BRIDGING Jumping or bypassing of a part or component.

BRINELLED Circular indentations on bearing surfaces.

BULKHEAD The primary vertical structural element. Often called

frames or walls.

BUCKLE Wrinkle or crease damage to sheet metal structural

elements.

BURN Loss of metal resulting from overheating.

BURNISHING The smoothing of a metal surface by mechanical action

without loss of material. Generally found on plain
bearing surfaces. Surface discoloration is sometimes
present around outer edges of a burnished area.

BURR A rough edge or sharp projection.

CANNIBALIZATION The removal of needed parts or assemblies from other

aircraft, equipment, or from non-essential systems
on the helicopter undergoing repair.

CAP A continuous structural element (angle, tee, or

channel shape) fastened to the top and bottom of
a beam or web.

CATASTROPHIC A sudden and disastrous event caused by equipment

failure which endangers human life.

CHAFED Functional wear. A rubbing action between two parts

having relative motion.

CHECK An examination for verifying.

CHIPPING Breaking away of small metallic particles.

CHORDLINE An imaginary line running perpendicular to the leading or

trailing edge of a rotor blade.

GLOS-2
 TM 55-1520-228-BD
GLOSSARY

GLOSSARY (Cont)

CLOCKWISE A circular motion in the direction the hands of a clock

rotate when viewed from the front.

COATING, PROTECTIVE An external surface treatment, such as paint, anodizing,

electroplating or chemical film, used to delay the
effects of corrosive or atmospheric elements upon metals.

COMBAT CAPABLE The ability of the helicopter to perform the MINIMUM

combat mission assignments.

COMBAT EMERGENCY The ability of the helicopter to perform LIMITED

CAPABLE specific tactical mission assignments.

COMPONENT A group of physically connected assemblies or parts.

CONSUMABLE ITEMS Parts or materials which are consumed by usage or which

have a one-time usage in depot maintenance activity.

CORE The inner layer of material used to construct

honeycomb structural panels.

CORROSION Surface chemical action which results in surface

discoloration, a layer of oxide, rust, or removal of
surface metal.

COUNTER-CLOCKWISE The direction opposite to the direction the hands of a

clock rotate, when viewed from the front.

CRACK A break in some type of material.

CRIPPLE Damage to a load carrying structural member which

would cause degradation of the helicopters full
mission capability.

CRITERIA Standards or rules used to judge.

DATA A group of facts.

DECONTAMINATION To make an item safe for unprotected personnel by

removing, neutralizing, or destroying any harmful
substance. A function of Nuclear, Biological, and
Chemical (NBC) Warfare.

DENT Indentation in metal surface produced by an object

striking with force.

DISASSEMBLY The operations necessary to reduce an assembly to its

separate components and parts.

GLOS-3
TM 55-1520-228-BD
GLOSSARY
GLOSSARY (Cont)

DISTORTION A change from an original shape.

EROSION Wearing away of metal.

EVACUATION A combat service support function which involves the

movement of recovered helicopters from a main supply
route, maintenance collection point, or maintenance
activity to higher categories of maintenance.

EXPEDIENT A rapid and often non-standard method of repairing

an item (repair technique).

FAILURE MODE The specific cause of failure, relating to categories

such as cracks, corrosion, ballistic impact, etc.

FATIGUE FAILURE Sharp indentations, cracks, tool marks, or inclusions

that result in progressive yielding of one or more local
areas of material.

FIX Any rapid action that returns a damaged part or

assembly to full or an acceptably degraded operating
condition (repair technique).

FLANGE A broad ridge or pair of ridges projecting from the

edge of a structural element, providing additional
strength or a place for attachment.

FLAKING Loose particles of metal or evidence of separation of a

surface covering material.

FLUORESCENT PENETRANT A test for locating cracks and fissures in non-

magnetic material, making use of radiation properties
of fluorescent particles when exposed to ultraviolet
light.

FORMER A curved structural element which gives the fuselage

its even aerodynamic shape. Normally longerons and
stringers are attached and the skin is fitted
tightly over all these elements.

FRACTURE Separation of a part or piece of material from itself.

FRAYING Loose or raveled threads and fibers.

FULLY MISSION The ability of the helicopter to perform ALL its combat
CAPABLE (FMC) mission assignments.

FUNCTIONAL GROUP Major helicopter subsystems identified in and

corresponding to functional groups in TM 55-1520-236-23.

FUSELAGE The central main body of the helicopter.

GLOS-4
 TM 55-1520-228-BD
GLOSSARY

GLOSSARY (Cont)

GALLING Aggravated condition of wear, generally caused by a

rubbing action with little or no lubrication.

GAP Clearance between faying surfaces, measurement of which

is used to determine thickness of shims.

GOUGING Removal of surface metal because of mechanical contact

with foreign material.

HEAT DISCOLORATION A change in color or appearance of a part, caused by

excessive temperature.

HEI High explosive incendiary armament round.

HOUSING A frame support or cover, used to hold parts of

machinery in place. Also used as a protective cover.

INDENTATION A cavity with smooth bottom or sides, which can occur

on rolling contact surfaces.

INSPECTION A critical examination of parts to determine their use-

fulness or condition.

INTERFACE The joining point of two flat surfaces.

JURY-RIGGING A rapid non-standard method of repairing an item

(repair technique).

LIMIT An established point or boundary, in time, speed, or

space, beyond which something may not go or is not
permitted to go.

LOAD PATH The route taken by a mechanical force traveling through

an airframe structure.

LONGERON A principle longitudinal (fore and aft), structural

element (angle or tee shape) continuous across several
points of support.

LRU Line replaceable unit (electronic circuit board).

MAINTENANCE COLLECTION A point operated by AVIM units for the collection of

POINT equipment for repair.

MAINTENANCE SUPPORT A team consisting of AVUM and AVIM mechanics and technical
TEAM (MST) specialist who are trained in assessing battle damage in
addition to their routine speciality.

GLOS-5
TM 55-1520-228-BD
GLOSSARY

GLOSSARY (Cont)

MAINTENANCE TEAM A team consisting of organizational mechanics who may

(MT) be trained in assessing battle damage and field repair
procedures.

MISSION FUNCTION The ability of the helicopter to perform the MINIMUM

COMBAT CAPABLE combat mission assignments.
(MFCC)

MODIFICATION An alteration and/or integral change affecting the

configuration of equipment or its respective parts,
components, subassemblies, or assemblies.

NATIONAL STOCK NUMBER The assigned identifying number for an item of

(NSN) supply, consisting of the four-digit Federal Supply
Class (FSC), and the nine-digit National Stock
Identification Number (NIIN).

NICK A local break or notch in the edge of material.

OPERATION Performance of a practical, functional action.

OPTION A specific BDAR repair technique often non-standard

in nature.

OVERHAUL The process of repairing or adjusting a machine to

restore, improve, or lengthen its useful life.

PEELING A breaking away of surface finishes such as coatings

or platings, or flaking of large pieces of such material.

PIGTAIL A group of electrical wire strands twisted together.

PITTING Small holes or indentations, generally caused by rust,

corrosion, high compressive stresses, or metal-to-metal
pounding.

PRACTICE A repeated or customary action.

PRIMARY STRUCTURE The major structural load carrying elements of an

airframe without which helicopter flight safety would
be compromised.

PROCEDURE A particular course of action.

PROCESS A series of actions conducive to an end.

PYLON The box shaped structural area surrounding the helicopter

main transmission. This area carries several primary
structural loads.

GLOS-6
 TM 55-1520-228-BD
GLOSSARY

GLOSSARY (Cont)

REASSEMBLY The assembling and aligning of all subassemblies and

parts into a complete assembly to affect a serviceable
item of equipment.

RECOVERY The retrival of immobile, inoperative, or abandoned

helicopters from the battlefield or immediate vicinity
and its movement to a maintenance collection point, main
supply route, or a maintenance activity for disposition,
repair, or evacuation.

REMOVE To move by lifting, pulling or pushing.

REPAIR To restore a defective part, component, subassembly, or

assembly to a usable condition in accordance with the
instructions contained in this manual.

REPLACE To supply an equivalent for.

REWORK To work over again.

RUPTURE The breaking of an airframe structural element or skin

due to overstress/hostile fire.

SCORING Very deep scratches caused by foreign particles between

surfaces that are moving, or between one moving and
one stationary surface. Scores follow the travel
direction of the part.

SCRATCHING Narrow, shallow lines resulting from movement of

foreign particles across a surface.

SECONDARY STRUCTURE The non-flight safety structural elements of an airframe.

SELF-RECOVERY The ability of the helicopter to fly at reduced airspeed

and altitude from the battlefield or immediate vicinity
to a maintenance collection point, the main supply route,
or maintenance activity for disposition, repair or
evacuation.

SEMIMONOCOQUE A structural design which relies on strength of the skin

to carry a large portion of the load. The skin is nor-
mally reinforced by longerons and vertical bulkheads
(walls), but has no diagonal bracing, leaving the interior
basicly hollow.

SERVICING The lubrication, treating, cleaning, or preservation

necessary to maintain the equipment and other respective
parts in serviceable condition.

SKIN The aerodynamic exterior covering of the helicopter.

GLOS-7
TM 55-1520-228-BD
GLOSSARY
GLOSSARY (Cont)

SPALLING Chipped or flaked surface caused by the breaking away of

the hardened metal and separation of the case from the
core.

SPANWISE The location of a point or direction of movement parallel

to the leading or trailing edge of a rotor blade.

SPAR A primary structural element designed to carry weight

and resist bending loads in wings and rotor blades.
Spars typically extend the full length of the wing, and
taper down to a smaller cross section toward the tip
of the wing.

STIFFENER A longitudinal (fore and aft) structural element use in

semimonocoque design which stiffens the skin. Often
called a stringer.

STOP HOLE A hole intentionally drilled at the end of a crack, or saw

cut which normally will prevent further propagation
of the crack.

STRINGER A longitudinal (fore and aft) structural element used in

semimonocoque design which stiffens the skin. Often
called a stiffener.

TEST As used herein, the checking or operation of equipment

to determine that the unit functions properly within the
limits set forth in this manual.

TOLERANCE The difference between two limiting sizes as a

means of specifying the degree of accuracy.

TOXIC A poisonous substance.

TWIST The damage of a structural element by turning or torque

forces causing permanent deformation.

VISCOSITY The property of a fluid that tends to resist the force

trying to make it flow such as gravity or applied
pressure.

WARPAGE The bending or twisting damage causing a structural

element to weaken and permanently loose its original
shape.

WEB The sheet metal membrain connecting the upper and lower
flanges of a beam or spar. Provides overall rigidity to
the airframe structure.

WHIP The tendency of a bent shaft to rotate away from its

original center as the shaft RPM is increased, thus
causing severe vibration.

GLOS-8
 TM 55-1520-228-BD

By Order of the Secretary of the Army

CARL E. VUONO
General, United States Army
Official: Chief of Staff

THOMAS F. SIKORA
Brigadier General, United States Army
The Adjutant General

DISTRIBUTION:
To be distributed in accordance with DA Form 12-31, AVUM and AVIM Maintenance
requirements for OH-58A and OH-58C Helicopter Observation.

*U.S.GOVERNMENT PRINTING OFFICE: 1991554-122/21097

 The Metric System and Equivalents

Linear Measure Liquid Measure

1 centiliter = 10 milliters = .34 fl. ounce

1 centimeter = 10 millimeters = .39 inch 1 deciliter = 10 centiliters = 3.38 fl. ounces
1 decimeter = 10 centimeter = 3.94 inches 1 liter = 10 deciliters = 33.81 fl. ounces
1 meter = 10 decimeters = 39.37 inches 1 dekaliter = 10 liters = 2.64 gallons
1 dekameter = 10 meters = 32.8 feet 1 hectoliter = 10 dekaliters = 26.42 gallons
1 hectometer = 10 dekameters = 328.08 feet 1 kiloliter = 10 hectolitas = 264.18 gallons
1 kilometer = 10 hectometers = 3,280.8 feet
Square Measure
Weights
1 sq. centimeter = 100 sq. millimeters = .155 sq. inch
1 centigram = 10 milligrams = .15 grain 1 sq. decimeter = 100 sq. centimeters = 15.5 sq. inches
1 decigram = 10 centigrams = 1.54 grains 1 sq. meter (centare) = 100 sq. decimeters = 10.76 sq. feet
1 gram = 10 decigram = .035 ounce 1 sq. dekameter (are) = 100 sq. meters = 1,076.4 sq. feet
1 dekagram = 10 grams = .35 ounce 1 sq. hectometer (hectare) = 100 sq. dekameters = 2.47 acres
1 hectogram = 10 dekagrams = 3.52 ounces 1 sq. kilometer = 100 sq. hectometers = .386 sq. mile
1 kilogram = 10 hectograms = 2.2 pounds
1 quintal = 100 kilograms = 220.46 pounds
1 metric ton = 10 quintals = 1.1 short tons Cubic Measure
1 cu. centimeter = 1000 cu. millimeters = .06 cu. inch
1 cu. decimeter = 1000 cu. centimeters = 61.02 cu. inches
1 cu. meter = 1000 cu. decimeters = 35.31 cu. feet

Approximate Conversion Factors

To change To Multiply by To change To Multiply by

inches centimeters 2.540 ounce-inches newton-meters .007062

feet meters .305 centimeters inches .394
yards meters .914 meters feet 3.280
miles kilometers 1.609 meters yards 1.094
square inches square centimeters 6.451 kilometers miles .621
square feet square m e t e r s .093 square centimeters square inches .155
square yards square meters .836 square meters square feet 10.764
square miles square kilometers 2.590 square meters square yards 1.196
acres square hectometers .405 square kilometers square miles .386
cubic feet cubic meters .028 square hectometers acres 2.471
cubic yards cubic meters .765 cubic meters cubic feet 35.315
fluid ounces milliliters 29,573 cubic meters cubic yards 1.308
pints liters .473 milliliters fluid ounces .034
quarts liters .946 liters pints 2.113
gallons liters 3.785 liters quarts 1.057
ounces grams 28.349 liters gallons .264
pounds kilograms .454 grams ounces .035
short tons metric tons .907 kilograms pounds 2.205
pound-feet newton-meters 1.356 metric tons short tons 1.102
pound-inches newton-meters .11296

Temperature (Exact)
o o
F Fahrenheit 5/9 (after Celsius C
temperature subtracting 32) temperature
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