Approved fuel types are as follows:
Army Standard Fuels. Army standard fuel is JP-
Alternate Fuels. Army alternate fuels are JP-4
Emergency Fuel. Avgas is an emergency fuel
and subject to a 150 hour time limit.
USE OF FUELS.
Fuel is used as follows:
Fuel limitations. Fuel limitations are outlined in
Chapter 5. For the purpose of recording, fuel mixtures
shall be identified as to the major component of the
mixture, except when the mixture contains leaded
gasoline. The use of emergency fuels will be entered in
the FAULTS/REMARKS column of DA Form 2408-13-1,
Aircraft Maintenance and Inspection Record, noting the
type of fuel, additives, and duration of operation.
Use of Kerosene Fuels. The use of kerosene
fuels (JP-5 type) in turbine engines dictates the need for
observance of special precautions. Both ground starts
and air restarts at low temperature may be more difficult
due to low vapor pressure. Kerosene fuels having a
freezing point of -40°C (-40°F), limit the maximum
altitude of a mission to 28,000 feet under standard day
Mixing of Fuels in Aircraft Tanks. When
changing from one type of authorized fuel to another, for
example JP-4 to JP-5, it is not necessary to drain the
aircraft fuel system before adding the new fuel.
Fuel Specifications. Fuels having the same
NATO code number are interchangeable. Jet fuels
conforming to ASTM D-1655 specification may be used
when MIL-T-5624 fuels are not available. This usually
occurs during cross-country flights where aircraft using
NATO F-44 (JP-5) are refueling with NATO F-40 (JP-4)
or commercial ASTM type B fuels. Whenever this
condition occurs, the engine operating characteristics
may change in that lower operating temperature, slower
acceleration, lower engine speed, easier starting, and
shorter range may be experienced. The reverse is true
when changing from F-40 (JP-4) fuel to F-44 (JP-5) or
Commercial ASTM Type A-I fuels. Most commercial
turbine engines will operate satisfactorily on either
kerosene or JP-4 type fuel. The difference in specific
gravity may possibly require fuel control adjustments; if
so, the recommendations of the manufacturers of the
engine and airframe are to be followed.
SERVICING OIL SYSTEM.
An integral oil tank occupies the cavity formed
between the accessory gearbox housing and the
compressor inlet case on the engine. The tank has a
calibrated oil dipstick and an oil drain plug. Avoid spilling
oil. Any oil spilled must be removed immediately. Use a
cloth moistened in solvent to remove oil. Overfilling may
cause a discharge of ; oil through the accessory gearbox
breather during engine operation, until a satisfactory
level is reached. Service oil system as follows:
Open access door on upper cowling to gain
access to oil filler cap and dipstick.
A cold oil check is unreliable. If
possible, check oil within 10 minutes
after engine shutdown. If over 10
minutes have elapsed, motor the
engine for 40 seconds, then check. If
over 10 hours have elapsed, start the
engine and run for 2 minutes, then
check. Add oil as required. Do not
If oil level is over 2 quarts low, motor or run
Remove oil filler cap.
incorporated, into filler neck.
Replenish with oil to within 1 quart below
MAX mark or MAX COLD on dipstick (cold
engine). Fill to MAX or MAX HOT (hot
Check oil filler cap for damaged preformed
packing, general condition and locking.
Ensure that oil filler cap is correctly
installed and securely locked to
prevent loss of oil and possible
Install and secure oil filler cap.
Check for any oil leaks.
SERVICING THE HYDRAULIC SYSTEM.
Servicing Hydraulic Brake System Reservoir.
Gain access to brake hydraulic system