TM 1-1560-312-10

TECHNICAL MANUAL

OPERATOR’S MANUAL
EXTENDED RANGE FUEL SYSTEM II (ERFS II)
CONFIGURED FOR
THE ARMY CH-47D HELICOPTER
P/N HM022-509
NSN 1560-01-456-2704
EIC: RCG

DISTRIBUTION STATEMENT B -Distribution authorized to U.S. Government Agencies only to protect contractor proprietary rights.
Recipient agrees not to reproduce, disclose, or transfer to other documents all or any part of this document for any purpose without
permission in writing from Robertson Aviation, L.L.C.. The U.S. Government has only limited rights to this data as defined in DFARS
252.227-7013 (Nov. 1995). This determination was made pursuant to Contract No. DAAH23-98-C-0133 dated 28 August 1998. Other
requests for this document shall be referred to Robertson Aviation, L.L.C., P.O. Box 968,Tempe, AZ 85280-0968.
DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or reconstruction of the document.

HEADQUARTERS, DEPARTMENT OF THE ARMY

30 SEPTEMBER 2000
 TM 1-1560-312-10
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CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 1 WASHINGTON, D.C., 23 December 2002

Operator’s Manual
EXTENDED RANGE FUEL SYSTEM II (ERFS II)
Configured for
The Army CH-47D Helicopter

DISTRIBUTION STATEMENT B: Distribution authorized to U.S. Government Agencies only to

protect contractor proprietary rights. Recipient agrees not to reproduce, disclose, or transfer to
other documents all or any part of this document for any purpose without permission in writing
from Robertson Aviation, L.L.C.. The U.S. Government has limited rights to this data as defined in
DFARS 252.227-7013 (Nov. 1995). This determination was made pursuant to Contract No.
DAAH23-98-C-0133 dated 28 August 1998. Other requests for this document shall be referred to
Robertson Aviation, L.L.C., P.O. Box 968, Tempe, AZ 85280-0968.

TM 1-1560-312-10, 30 September 2000 is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a
vertical bar in the margin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pages

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TM 1-1560-312-10
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By Order of the Secretary of the Army:

Official:

ERIC K. SHINSEKI
General, United States Army
Chief of Staff

JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0230807

DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 313927, requirements for
TM 1-1560-312-10.
 TM 1-1560-312-10

WARNING SUMMARY

WARNING

The manually operated fuel/vent valve must be placed in the CLOSED position following pressure refueling,
FARE operation, or suction defueling. Failure to do so could permit significant fuel leakage in the event of a
crash and the vent self-sealing breakaway valve fails to actuate.

It is the responsibility of the flight crew to ensure fuel is offloaded so that the aircraft center of gravity (CG)
remains within operating limits at take-off.

Some combinations of ERFS II configuration and auxiliary fuel load will cause the aircraft to exceed weight
and balance limits. It is the responsibility of the flight crew to ensure the aircraft center of gravity remains
within operating limits at take-off and landing.

When joining quick disconnect couplings, the operator must check, either visually or by touch, that the
indicator lugs protrude from the knurled ring, signifying a positive joining and locking of the couplings.

During FARE operations, failure to close the valve in the base of the sexless “T” coupling on tanks that are
NOT the source of fuel, could result in significantly reduced FARE transfer rates, or an aircraft center of
gravity other than that desired at the completion of FARE operations.

The ERFS II restraint system has a specific orientation. Ensure the restraint frames are properly located.
Otherwise, the system will not be capable of carrying its designed loads.

The special replacement tie-down fittings are rated at ONLY 5,000 pounds and should not be used for normal
cargo tie down.

The ERFS II tank shall be empty prior to installation and removal. The weight of the tank containing more
than the unusable fuel exceeds that which may be handled safely.

The lateral restraint criterion will not be met for any ERFS II tank with its rear edge located at STA 320 or
340, or front edge located at STA 340 or 360. This is a result of the tie-down ring placement around and on
the center cargo hook access hatch.

Failure to properly ground the ERFS II tank may result in ignition of fuel vapor inside the tank.

Failure to remove water and contaminants from the ERFS II tank sump could result in contaminants being
transferred to the aircraft fuel tanks or to other aircraft during FARE operations. If water and contaminants
are not removed, a loss of engine power may result.

The aircraft weight and center-of-gravity conditions, with the ERFS II installed and the desired amount of
fuel onboard, in addition to other loads and passengers, must be within the limits prescribed in TM 55-1520-
240-10, Operator’s Manual Army CH-47D Helicopter, Chapter 6, Weight, Balance, and Loading.

Personnel and equipment shall not be allowed within 50 feet of the left side of the aircraft in the vicinity of
the ERFS II vent openings during single-point pressure refueling. In the event of a dual high-level shutoff
failure, fuel will be vented from these openings.

Robertson Aviation, L.L.C. Proprietary Information – Use or disclosure of this information is subject to the restrictions on the title page and the first page
of this document.

Change 1 a
TM 1-1560-312-10

WARNING SUMMARY - continued

WARNING

The configuration of hardware utilized in the 10,000-pound tie-down varies with aircraft station. Pay
particular attention to the table at the end of this Appendix for information that defines these differences.

Do not walk or stand on ERFS II roller assemblies. Injury may result from roller slipping, falling, or roller
movement.

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of this document.

b Change 1
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LIST OF EFFECTIVE PAGES

NOTE: New or changed text material is indicated by a vertical bar in the margin. Changed illustrations are
indicated by a miniature pointing hand.

Dates of issue for original and changed pages are:

Original …….. 0 …30 September 2000

Change 1 ….. 1 ..23 December 2002

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This material is reproduced through the courtesy of Robertson Aviation, L.L.C., by the U.S.
Government pursuant to the copyright license under the (DFAR) clause 252.227-7013.

TECHNICAL MANUAL HEADQUARTERS

DEPARTMENT OF THE ARMY
No. 1-1560-312-10 WASHINGTON, D.C., 30 September 2000

Operator’s Manual
EXTENDED RANGE FUEL SYSTEM II (ERFS II)
Configured For
The Army CH-47D Helicopter
P/N HM022-509, NSN 1560-01-456-2704, EIC: RCG

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes or if you know of any way to improve
these 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 the back of this manual, directly to:
Commander, U.S. Army Aviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone
Arsenal, AL 35898-5000. A reply will be furnished to you. You may also provide DA Form 2028
information to AMCOM via e-mail, fax, or the World Wide Web. Our fax number is: DSN 788-6546 or
Commercial 256-842-6546. Our e-mail address is: [email protected]. Instructions for
sending an electronic 2028 may be found at the back of this manual immediately preceding the hard
copy 2028. For the World Wide Web use: https://amcom2028.redstone.army.mil.

DISTRIBUTION STATEMENT B: Distribution authorized to U.S. Government Agencies only to protect

contractor proprietary rights. Recipient agrees not to reproduce, disclose, or transfer to other
documents all or any part of this document for any purpose without permission in writing from
Robertson Aviation, L.L.C.. The U.S. Government has limited rights to this data as defined in DFARS
252.227-7013 (Nov. 1995). This determination was made pursuant to Contract No. DAAH23-98-C-0133
dated 28 August 1998. Other requests for this document shall be referred to Robertson Aviation,
L.L.C., P.O. Box 968, Tempe, AZ 85280-0968.

DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or
reconstruction of the document.

TABLE OF CONTENTS

CHAPTER /
SECTION TITLE PAGE

CHAPTER 1 INTRODUCTION…………………………………………………………... 1-1

CHAPTER 2 SYSTEM DESCRIPTION AND PRINCIPLES OF OPERATION……... 2-1
SECTION I GENERAL……………………………………………………………… 2-1
SECTION II SYSTEM DESCRIPTION……………………………………………... 2-1
SECTION III PRINCIPLES OF OPERATION……………………………………… 2-3

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TABLE OF CONTENTS - continued

CHAPTER /
SECTION TITLE PAGE

CHAPTER 3 AVIONICS………………….……………………………………………….. 3-1

CHAPTER 4 MISSION EQUIPMENT………………….………………………………... 4-1
CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS………………………….. 5-1
SECTION I GENERAL……………………………………………………………… 5-1
SECTION II SYSTEM LIMITS……………………………………………………… 5-1
CHAPTER 6 WEIGHT / BALANCE AND LOADING…………………………………. 6-1
SECTION I GENERAL……………………………………………………………… 6-1
SECTION II WEIGHT AND BALANCE…………………………………………… 6-1
CHAPTER 7 PERFORMANCE DATA…………………………………………………... 7-1
SECTION I GENERAL……………………………………………………………… 7-1
SECTION II SYSTEM PERFORMANCE…………………………………………... 7-1
CHAPTER 8 NORMAL PROCEDURES………………………………………………… 8-1
SECTION I DESCRIPTION AND USE OF OPERATOR CONTROLS………… 8-1
SECTION II INSTALLATION………………………………………………………. 8-9
SECTION III OPERATING PROCEDURES………………………………………... 8-20
SECTION IV NON-STANDARD PROCEDURES………………………………….. 8-24
SECTION V AMPLIFIED PROCEDURES………………………………………… 8-25
SECTION VI MOVING AND STORAGE…………………………………………… 8-27
CHAPTER 9 EMERGENCY PROCEDURES…………………………………………… 9-1
SECTION I GENERAL…………………………………………………………….... 9-1
APPENDIX A REFERENCES……………………………………………………………… A-1
APPENDIX B ABBREVIATIONS AND TERMS…………………………………………. B-1
APPENDIX C RESTORATION OF THE 10,000-POUND TIE-DOWNS TO THE
ORIGINAL, PRE-HICHS CONFIGURATION …………………………. C-1
APPENDIX D USE OF THE ERFS II ROLLER SYSTEM ……………………………… D-1

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 TM 1-1560-312-10

CHAPTER 1

INTRODUCTION

1.1 GENERAL.
The instructions in this manual are for use by the operators WARNING
of the Extended Range Fuel System II (ERFS II) as
configured and installed in the CH-47D Chinook
helicopter. Highlights an essential operating or
maintenance procedure, practice, condition,
statement, etc. which if not strictly observed,
1.2 SYSTEM OVERVIEW.
could result in injury to, or death of,
This manual contains the complete installation instructions personnel or long term health hazards.
and operating procedures for the Extended Range Fuel
System II (ERFS II). The primary mission of the ERFS II
is to provide a safe and convenient means of: 1) increasing
the range and endurance of the CH-47D helicopter to CAUTION
include worldwide self-deployment capability, and/or, 2)
transporting fuel for forward area refueling operations. Highlights an essential operating or
The system consists of from one to three tanks, each with a maintenance procedure, practice, condition,
capacity of approximately 800 US gallons, the connecting statement, etc. which, if not strictly observed,
hardware and interface controls to rapidly onload and could result in damage to, or destruction of,
offload aviation fuel, and a Forward Area Refueling equipment or loss of mission effectiveness.
Equipment (FARE) kit. System configuration is dependent
upon the primary mission of the helicopter. The tanks are
carried internally, in the cargo compartment of the
helicopter, and are secured to the cargo compartment floor NOTE
with a specialized restraint system. This manual contains
the best operating instructions and procedures for the ERFS Highlights an essential operating or
II, under most circumstances. The observance of maintenance procedure, condition, or
limitations, performance, and weight and balance data statement.
provided is mandatory. The adherence to procedures is
mandatory except when modifications are required because
of multiple emergencies, adverse weather, terrain, or 1.4 USE OF THE WORDS “Shall”,
specific mission scenarios. Basic flight principles are not “Should”, AND “May”.
included. THIS MANUAL SHALL BE CARRIED IN Within this manual the word “shall” is used to express a
THE HELICOPTER DURING ALL FLIGHTS WHEN mandatory requirement. The word “should” is used to
ERFS II IS INSTALLED. indicate a non-mandatory but preferred method of
accomplishment. The word “may” is used to indicate an
1.3 WARNINGS, CAUTIONS, AND NOTES. acceptable method of accomplishment.
Warnings, cautions, and notes are used to emphasize
important and critical instructions and are used for the
following conditions.

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CHAPTER 2
SYSTEM DESCRIPTION AND PRINCIPLES OF OPERATION
SECTION I GENERAL

2.1 SYSTEM OVERVIEW. night vision goggle (NVG) compatible fuel control panel
mounted on the forward-most tank assembly. The fuel
The Extended Range Fuel System II (ERFS II) as
control panel also provides a display of the fuel quantity in
configured and installed in the Army model CH-47D
each tank and total fuel quantity in all tanks. The FARE kit
Chinook helicopter is a crashworthy, ballistically self-
supports missions requiring the rapid offloading of fuel to
sealing, internal auxiliary fuel tank system designed to
other aircraft or combat weapons systems. The FARE kit
provide a safe and convenient means of: 1) increasing the
consists of a tank-mounted high-volume pump that
range and endurance of the CH-47D helicopter to include
interfaces with the fuel transfer hose assembly, to deliver
worldwide self-deployment capability, and/or, 2)
fuel through a series of hoses and nozzles to two points
transporting fuel for forward area refueling operations.
outside the aircraft.
The system consists of from one to three tank assemblies,
each with a capacity of approximately 800 US gallons, the
connecting hardware and interface controls to rapidly 2.2 OPERATION OVERVIEW.
onload and offload aviation fuel, and a Forward Area Normal operation of the ERFS II consists of: a) refueling,
Refueling Equipment (FARE) kit. System configuration is or the onloading of fuel into the ERFS II tanks, and, b) fuel
dependent upon the primary mission of the helicopter. The transfer, or the offloading of fuel from the ERFS II tanks.
tank(s) are carried in the cargo compartment of the Refueling may be performed by either: 1) single-point
helicopter, and are secured to the cargo compartment floor pressure refueling; or, 2) gravity refueling. Fuel transfer
with a specialized restraint system. The tank(s) are may occur by: 1) fuel transfer to the Chinook main tanks;
interconnected with the aircraft fuel system utilizing a fuel or, 2) FARE transfer to other aircraft or combat weapons
transfer hose assembly. Transfer of fuel to the aircraft systems.
main tanks is accomplished by operator interaction with a

SECTION II SYSTEM DESCRIPTION

2.3 SYSTEM DESCRIPTION. liquid from accumulating in that space.

The ERFS II consists of five major functional components
as shown in Figure 2.1. They are: 1) Tank Assembly; 2)
Restraint System; 3) Fuel Transfer Hose Assembly; 4) Fuel
Control Panel Assembly; and, 5) FARE Kit Assembly.

2.3.1 Tank Assembly.

The tank assembly consists of an outer container, an
internal crashworthy, ballistically self-sealing bladder, a
column assembly, a vent hose assembly, and a grounding
cable. The approximate dimensions of the tank assembly
are 58”l x 62”w x 68”h, and its empty weight is
approximately 600 pounds.

2.3.1.1 Container.
The container is an aluminum honeycomb and fiberglass
shell that provides protection and support for the bladder.
The container has a large opening at the top for interfacing
with the bladder and column assembly. A cavity drain is
constructed in the container and attaches to a fitting in the
cargo compartment floor that will vent fuel vapor from the
void between the bladder and the container and prevent any Figure 2.1 ERFS II Functional Components

Robertson Aviation, L.L.C. Proprietary Information – Use or disclosure of this information is subject to the restrictions on the title page and the first page
of this document.

2-1
TM 1-1560-312-10

2.3.1.2 Bladder. the forward, vertical, and lateral directions, and greater
The bladder installed in the container is made of rubberized than 3 G’s aft.
cloth that is crashworthy and ballistically self-sealing, in
accordance with the applicable requirements of MIL-T- 2.3.3 Fuel Transfer Hose Assembly.
27422B, Type I, Protection Level A. The bladder has a The fuel transfer hose assembly is a configuration-variable
single opening at the top, corresponding to the opening in collection of fuel hoses that, when connected, create the
the container, into which is placed the column assembly. desired fuel transfer paths between the ERFS II tank(s), the
aircraft main fuel system, and the FARE kit. All fuel hose
2.3.1.3 Column Assembly. assemblies are fabricated with self-sealing hose, and are
The column assembly is the primary operating element of equipped with either quick disconnect or sexless couplings.
the tank assembly. It consists of an aluminum access cover One fuel hose assembly connects the ERFS II with the
to which is secured an energy-absorbing aluminum tube or aircraft single-point pressure refueling connection.
column. All “in-tank” components, i.e., pumps, valves, Another hose assembly connects one tank assembly with
switches, sensors, electrical harnesses and hoses, are another. Two additional hose assemblies interface the
attached to the column assembly. When assembled with ERFS II tank(s) with the aircraft main fuel system.
the container and bladder, the column assembly seals the
tank assembly. Fuel and air enter and exit the tank only 2.3.4 Fuel Control Panel Assembly.
through their respective valve assemblies located on the The fuel control panel assembly provides the primary
upper surface of the column assembly. (For gravity control for single-point pressure refueling of the ERFS II
refueling, fuel enters the tank through the filler opening in tanks, and the transfer of fuel from the ERFS II tanks into
the column assembly, normally sealed by a crashworthy the helicopter main fuel tanks for range and endurance
filler cap). Self-sealing breakaway valves are located on extension. It consists of an aluminum box with a tubular
the column assembly where the fuel and vent lines connect frame that mounts on the forward face of the forward-most
with the tank assembly. In an incident, these lines separate tank assembly. The panel assembly houses a refuel valve
from the tank assembly at the breakaway valves, causing switch that actuates the ERFS II single-point pressure
them to seal and thereby contain the fuel and reduce the refueling valve, located in the helicopter forward left inter-
possibility of a post-crash fire. tank bay, and an indicator light that illuminates when the
valve is opening or closing. Transfer of fuel from each
2.3.1.4 Vent Hose Assembly. ERFS II tank may be individually controlled by its
The vent hose assembly connects between the vent respective fuel transfer pump switch. These switches
breakaway valve on top of the tank assembly and one of energize the dual fuel transfer pumps in each tank
three vent fittings mounted in the left side of the aircraft assembly. Fuel transfer rates are approximately 23 gallons
fuselage. This hose assembly vents fuel vapor overboard per minute. Each fuel transfer pump is protected by a
and provides vent air to the tank assembly during normal circuit breaker located on the fuel control panel. When
operations. The hose assembly will also vent fuel transfer from a particular ERFS II tank is complete, a low
overboard in case of a dual high-level shutoff valve failure pressure indicator light illuminates and power to the pumps
during single-point pressure refueling operations. is interrupted. Fuel quantity in each tank or total fuel in all
tanks is displayed in pounds on a night vision goggle
2.3.1.5 Grounding Cable. (NVG) compatible fuel quantity gauge that is mounted in
The grounding cable provides a means of dissipating any the control panel. Selection of individual tank fuel quantity
static or electromagnetic interference (EMI) induced charge or total system fuel quantity is via a fuel quantity selector
from the tank assembly into the aircraft ground. One end switch. Panel lighting is controlled by a switch/rheostat.
of the grounding cable plugs into a grounding connector Panel power and panel lighting circuits are each protected
located on the top of the column assembly, and the other by a circuit breaker.
end attaches to the nearest aircraft ground receptacle.
The fuel control panel is supplied aircraft power through a
2.3.2 Restraint System. wiring harness that connects to the AC and DC utility
receptacles in the cargo compartment of the helicopter.
The restraint system is used to safely secure each ERFS II This same wiring harness connects to another aircraft
tank into the aircraft cargo compartment. It consists of a receptacle to provide battery power to actuate the ERFS II
rectangular aluminum restraint frame assembly and a single-point pressure refueling valve. Power is distributed
system of adjustable polyester straps that encircle the tank to the tank assemblies via three identical but separate
assembly. The restraint frame assembly attaches to the tie- wiring harnesses. The fuel quantity signal(s) is routed to
down rings in the helicopter cargo floor to provide the fuel control panel by means of a fifth wiring harness
longitudinal, lateral, and vertical restraint. With the tank(s) that connects with each of the installed ERFS II tanks.
one-half full of fuel, the restraint system is rated at 8 G’s in
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2-2 Change 1
 TM 1-1560-312-10

2.3.5 FARE Kit Assembly. 2.3.5.1 FARE Pump Module.

The Forward Area Refueling Equipment (FARE) kit is The FARE pump module consists of a high-volume, self-
used to transfer fuel from the ERFS II tanks to other priming pump, valve assembly, and a FARE control panel,
aircraft or combat weapons systems, or to defuel the ERFS all mounted on a tubular aluminum frame. The pump
II tanks. It consists of a FARE pump module, collapsible module mounts on the aft face of the rear-most tank
fuel hose assemblies, a sexless “Y” coupling, filters, assembly, and connects to the fuel transfer hose assembly
flowmeters, and various fuel delivery nozzles, as shown in utilizing an additional fuel hose assembly. Electrical
Figure 2.2. All FARE components stow in the FARE kit power, both AC and DC, are provided to the FARE control
container that is secured to tie-downs in the helicopter panel via a wiring harness that connects with the helicopter
cargo floor with restraint straps. utility receptacles on the right-hand side of the cargo
compartment. Power to the FARE pump can be controlled
at the FARE control panel or via a remote control wiring
harness. Utilizing the remote control wiring harness, the
operator can control the FARE pump operation while in
view of the aircraft or other combat weapons system to
which fuel is being transferred. The FARE pump is rated
at 120 gallons per minute.

2.3.5.2 Other FARE Kit Components.

Other FARE kit components consist of the collapsible hose
assemblies, sexless “Y” coupling, filters, flowmeters, and
dispensing nozzles necessary to permit tactical forward
area refueling of combat weapons systems at two refueling
points 200 feet from the helicopter.

Figure 2.2 FARE Kit Assembly

SECTION III PRINCIPLES OF OPERATION

2.4 GENERAL. 2.3 for a schematic presentation of the functional

components referred to in the following discussions.
The ERFS II is a large fuel tank that is capable of being
emptied in two different ways, depending upon the
intended use of the offloaded fuel. If it is desired to extend 2.5 REFUELING.
the normal range and endurance of the CH-47D, to include Refueling is the onloading of fuel into the ERFS II tanks.
worldwide self-deployment capability, pumps within each Refueling may be performed by either: 1) single-point
of the installed tank assemblies may be switched on to pressure refueling; or, 2) gravity refueling.
transfer fuel at approximately 23 GPM from the ERFS II
tank into the aircraft main fuel tanks. If the mission 2.5.1 Single-Point Pressure Refueling.
requires tactical forward area refueling, an external FARE When the ERFS II is single-point pressure refueled, fuel
pump may be used to draw fuel from the selected ERFS II enters the fuel transfer hose assembly through the single-
tank(s) to refuel other aircraft or combat weapons systems point pressure refueling hose connected to the aircraft on
at two refueling points 200 feet from the helicopter. FARE the left side of the cargo compartment. The ERFS II refuel
transfer is accomplished by a pump rated at 120 GPM. valve, located in the forward left inter-tank bay, must be
Power to operate both types of pumps is supplied by the opened prior to commencing single-point pressure
helicopter electrical system. The ERFS II provides the CH- refueling operations. The refuel valve control switch is
47D with up to 2,400 US gallons of auxiliary fuel for located on the ERFS II fuel control panel, that is mounted
worldwide self-deployment or tactical forward area on the forward face of the forward-most tank assembly.
refueling. For mission flexibility, one, two, or three tanks Refer to TM 55-1520-240-10, Operator’s Manual, Army
can be installed. Regardless of configuration, the CH-47D Helicopter, Chapter 2, Section XV – Servicing,
principles of operation remain the same. Consult Figure Parking, and Mooring, for information regarding aircraft
Robertson Aviation, L.L.C. Proprietary Information – Use or disclosure of this information is subject to the restrictions on the title page and the first page
of this document.

2-3
TM 1-1560-312-10

refueling. Fuel from the fuel transfer hose assembly passes valve feature to keep fuel from entering the tank through it
through the fuel breakaway valve and block assembly during pressure refueling. Its operation will be discussed
located on the top of the tank assembly, through the further in the section on fuel transfer.
fuel/vent valve, and into the fuel/defuel line. Refer to
The fuel/vent valve is a manually operated valve that
Figure 2.4. At the lower end of the fuel/defuel line is the
simultaneously opens a high flow rate fuel path in the
fuel/defuel valve that works in conjunction with dual high-
fuel/defuel line, and a high flow rate vent path out of the
level shutoff valves to close the fueling path when the tank
tank.
is filled. In parallel with the fuel/defuel valve, is the FARE
pick-up valve. This pick-up valve incorporates a check

Figure 2.3 ERFS II Tank Assembly Schematic

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2-4
 TM 1-1560-312-10

fuel/vent valve and the vent self-sealing breakaway valve,

CAUTION and is situated at a height slightly above that at which the
high-level shutoff valves actuate to stop fuel in-flow. The
rollover vent valve consists of a valve body containing a
If the fuel/vent valve is not opened, the tank metallic float and ball. The float, situated above the ball in
cannot be pressure refueled. the valve body, is employed should fuel “slosh” in a full or
nearly full tank. As fuel enters the rollover valve, the
As fuel enters the tank, air is vented through the vent port buoyant float is lifted against the O-ring seal to keep fuel
of the fuel/vent valve, ensuring pressure inside the tank from leaving the tank. Should the tank become inverted,
does not exceed its design operating maximum of 5 PSI. the ball sinks to hold the float against the seat to keep fuel
When the tank is filled, floats in the dual high-level shutoff from leaking out of the ERFS II tank and into the aircraft
valves actuate separate fluidic valves in the fuel/defuel overboard vent. A third vent valve in the form of a
valve causing it to close and shutoff flow into the tank. pressure relief valve is also located in the vent block at a
The dual high-level shutoff valves exist for redundancy. In height slightly above the rollover vent valve. The pressure
the unlikely event both high-level shutoff valves fail during relief valve comes into operation when a full tank of fuel
refueling, fuel will exit the tank through the vent port of the commences thermal expansion. As the fuel level rises, the
fuel/vent valve and flow out the aircraft overboard vent. float in the rollover vent valve will be elevated to the point
of sealing the tank. As the fuel continues to expand, the
pressure inside the tank will rise. When the pressure
WARNING reaches from 3 – 5 PSI above ambient, the pressure relief
valve will “pop off”, releasing the pressure and resetting
itself. Should the fuel continue to expand, it is possible
The manually operated fuel/vent valve must fuel will be “belched” from the tank and into the vent line
be placed in the CLOSED position following during one of these pressure releases.
pressure refueling. Failure to do so could
permit significant fuel leakage in the event of 2.5.2 Gravity Refueling.
a crash and the vent self-sealing breakaway
The ERFS II tanks may also be refueled through the filler
valve fails to actuate.
opening in the center of the column assembly. Refer to
Figure 2.5.

Figure 2.4 Schematic of Single-Point Pressure

Refueling Figure 2.5 Schematic of Gravity Refueling

Normal venting of the tank caused by thermal expansion During gravity refueling, the filler opening, normally
and contraction, and barometric pressure changes, occurs sealed by a crashworthy filler cap, serves as both an entry
through a separate rollover vent valve. The rollover vent port for fuel into the tank, and a vent for escaping air.
valve is located on the vent block assembly, between the Since the typical flow rates for gravity refueling are not
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high, there is no need to open the fuel/vent valve during assembly where it exits the tank and enters the fuel transfer
this operation. However, because fuel is not entering the hose assembly. The manually operated fuel/vent valve
tank through the fuel/defuel line, the high-level shutoff must be in the CLOSED position to prevent fuel
valves have no effect to stop fuel flow into the tank. recirculation within the tank. Failure to do so will result in
significantly reduced transfer rates.

CAUTION

The operator must exercise caution to avoid

overflowing the ERFS II tank during gravity
refueling. There is no automatic shutoff to
stop fuel flow.

2.6 FUEL TRANSFER.

Fuel transfer is the offloading of fuel from the ERFS II
tanks. Fuel transfer will result from either: 1) fuel transfer
to the Chinook main tanks; or, 2) FARE transfer to other
aircraft or combat weapons systems.

2.6.1 Fuel Transfer to Chinook Main Tanks.

The fuel transfer hose assembly must first be configured to
interface with the aircraft main tanks. Two separate hose
assemblies are required to create the fuel transfer path from
the ERFS II tank(s) to the aircraft main tanks. (Refer to Figure 2.6 Schematic of Fuel Transfer to Chinook
Chapter 8 – Normal Procedures, Section II – Installation, Main Tanks
for details of fuel transfer hose assembly configuration).
The fuel control panel assembly provides the controls and The fuel pressure switch is located on the upper surface of
indications for the transfer of fuel from the ERFS II into the column assembly. Its pick-up is at the “Y” block
the helicopter main tanks. Located inside each tank assembly downstream of the point where the two pump
assembly at the bottom of the column assembly are two discharge streams merge. Because this switch is used to
fuel transfer pumps, identical to the boost pumps used in detect low fuel pressure that would normally occur only
the main fuel system of the CH-47D. The two pumps when the tank is empty, this switch must be overridden
provide redundancy in the unlikely event of a pump failure. during pump startup. This switch is removed from the
They are rated for continuous operation and are self- control loop by the OVERRIDE position of the PUMP
cooling if fuel is present. The inlets of these two identical switch. When the tank is empty and the pressure detected
centrifugal pumps are approximately ½ inch above the by this switch falls below 3 PSI, the fuel pressure switch:
floor of the bladder. The inlets are screened to keep large 1) opens the 28 VDC circuit to the relay in the fuel control
particulate matter from fouling the pumps. The fuel transfer panel, which in turn, interrupts the 115/200 VAC, 3 phase,
pump electrical control loop consists of a pump switch, 400 Hz power to the two fuel transfer pumps; and, 2) closes
control relay, and fuel low pressure switch. To start fuel a 28 VDC circuit to illuminate the PRESS LOW light on
transfer, the PUMP switch for the desired tank is placed in the fuel control panel. When the tank has been emptied,
the OVERRIDE position, and held there until the PRESS the PUMP switch should be placed in the OFF position.
LOW light goes out (normally less than five (5) seconds).
When released, this spring-loaded switch will return to the Confirmation that a selected tank has been emptied or a
ON position and fuel transfer will continue. This sends 28 determination of the fuel quantity transferred can be made
VDC power to a relay in the fuel control panel, which in utilizing the fuel quantity gauge and selector switch. A
turn supplies 115/200 VAC, 3 phase, 400 Hz power to the capacitance-type fuel quantity probe is attached to the
dual fuel transfer pumps through the wiring harness that column assembly. A wiring harness routes the fuel
connects the individual tank assembly with the fuel control quantity signal from the fuel quantity receptacle on the
panel. The discharge from the two pumps passes through cover of the column assembly to the fuel control panel.
individual hose assemblies with check valves before being Control of the display is via the FUEL QUANTITY
joined at an inverted “Y” block assembly. Refer to Figure selector switch, which may be placed in the 1, 2, 3, or
2.6. From this point the discharge travels through another TOTAL position, corresponding to the tank number or the
check valve and a single fuel hose to the fuel block system in total. Fuel quantity is displayed in pounds.
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NOTE pump module, and finally discharged into the FARE fuel
transfer hose assembly. Refer to Figure 2.7. When FARE
Operators should be aware of potential transfer is complete, the FARE PUMP switch should be
erroneous readings occurring during flight placed in the OFF position. This action opens the 28 VDC
into an intense electromagnetic field. circuit to the relay in the FARE control panel, which in
turn, opens the 115/200 VAC, 3 phase, 400 Hz circuit to
the FARE pump.
Confirmation that a selected tank is empty is self-evident.
The fuel quantity transferred may be determined by taking
“before” and “after” readings and computing the
difference.

2.6.2 FARE Transfer.

The Forward Area Refueling Equipment (FARE) kit is
used to transfer fuel from the ERFS II tanks to other
aircraft or combat weapons systems, or to defuel the ERFS
II tanks. Refer to Figure 2.8. The FARE kit consists of a
FARE pump module, six (6) 50 foot collapsible fuel hose
assemblies, a sexless “Y” coupling, filters, flowmeters, and
various fuel delivery nozzles. The detailed configuration
of the FARE fuel transfer hose assembly is dependent upon
the FARE mission. Refer to Chapter 8 – Normal
Procedures, Section II – Installation, for details of FARE
fuel transfer hose assembly configurations. The FARE
pump module consists of a high-volume, self-priming
pump, valve assembly, and the FARE control panel, all Figure 2.7 FARE Pump Module Schematic
mounted on a tubular aluminum frame. The pump module
mounts on the aft face of the rear-most tank assembly, and A remote control handle wiring harness may be connected
connects to the fuel transfer hose assembly utilizing a to the FARE control panel to allow FARE pump control
FARE suction hose assembly. Electrical power, both AC while the operator is outside the helicopter, in view of the
and DC, are provided to the FARE control panel via a aircraft or other combat weapons systems to which fuel is
wiring harness that connects to the helicopter utility being transferred. With the remote control handle wiring
receptacles on the right-hand side of the cargo harness in place, the FARE PUMP switch is placed in the
compartment. The FARE control panel provides the REMOTE position. The on-off switching of the FARE
controls for the transfer of fuel from the ERFS II tanks. pump is then controlled by the spring-loaded trigger switch
at the end of the pistol grip handle.
Before FARE transfer begins, a fuel transfer path from the
desired ERFS II tank must be established. If a multiple
tank configuration is installed in the aircraft, fuel should be
drawn from only one tank at a time. Close the valve in the WARNING
base of the sexless “T” coupling on tanks from which fuel
is not being transferred. Failure to do so will result in It is the responsibility of the flight crew to
significantly reduced transfer rates. The fuel/vent valve on ensure fuel is offloaded so that the aircraft
the selected source tank must also be in the OPEN center of gravity (CG) remains within
position. operating limits at take-off.
The FARE pump control loop consists of a FARE pump
switch and control relay. To begin FARE transfer, the After FARE operations are completed, up to 300 feet of 2”
FARE PUMP switch is placed in the ON position. This diameter hose are filled with aviation fuel – nearly 50
sends 28 VDC power to a relay in the FARE control panel, gallons. To return this fuel to the tank and assist in
which in turn supplies 115/200 VAC, 3 phase, 400 Hz recovering the FARE fuel transfer hose assembly, the
power to the FARE pump. With the FARE valve control remaining fuel may be evacuated by placing the valve
handle in the OFF-LOAD position, the suction of the control handle in the SUCTION position and energizing
FARE pump draws fuel through the FARE pick-up valve the FARE pump. This effectively reverses the suction and
of the selected tank, through the fuel/defuel line, into the discharge ports of the FARE pump. As the hose collapses,
ERFS II fuel transfer hose assembly, through the FARE it is rolled from the nozzle end toward the aircraft, forcing
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the remaining fuel toward the FARE pump and back into segments that make up the FARE fuel transfer hose
the tank. Section by section, the six collapsible hose assembly are recovered.

Figure 2.8 Schematic of FARE Fuel Transfer

2.7 SAFETY FEATURES. impregnated into the bladder material. This self-sealing
multi-layered cloth is sealed between an inner and outer
Several safety features are incorporated into the design of
layer that is impervious to hydrocarbon fuels, and is
the ERFS II. These safety features relate to the crash
normally exposed to aviation fuel only when a ballistic
resistance and ballistic tolerance of the system. There is no
round penetrates the bladder. When this material is
operator interaction with these safety features; they become
exposed to aviation fuel, it swells tremendously to seal the
active only in a crash or when a ballistic round penetrates
hole in the bladder and keep fuel from spilling out.
the ERFS II tank assembly. However, improper handling
However, should one of the impervious layers be
of the ERFS II tank assembly may cause one of these
inadvertently punctured, (especially the inner layer), fuel
passive features to inadvertently actuate, and recognition of
can come in contact with the self-sealing material at a non-
their actuation ensures that a potentially unsafe condition
critical time and it will “activate”. Once activated, the self-
can be rectified and the ERFS II restored to a state of
sealing material retains its ability to seal for quite some
operational readiness.
time. However, the “crashworthiness” of the bladder may
be compromised in less time. Recognition of actual or
2.7.1 Crashworthy, Ballistically Self-Sealing possible bladder activation is of critical importance. Any
Bladder. inadvertent puncture of the inner or outer surface of the
The bladder used in the ERFS II tank assembly is bladder should be investigated immediately. A bulging of
crashworthy and ballistically self-sealing in accordance the area surrounding the puncture indicates activation of
with the same requirements of the primary fuel system. the self-sealing material. Any bladder that has activated or
The bladder is made of a multi-layered rubberized cloth. is suspected of having been punctured should be removed
The composition of the material and the manufacturing from service until it can be properly inspected. Refer to the
process provide the “crashworthiness”. The self-sealing Aviation Unit and Intermediate Maintenance Instructions,
capability comes from a special material that is Repair Parts and Special Tools List – Extended Range Fuel

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System II (ERFS II), TM 1-1560-312-23&P, for appropriate

procedures.

2.7.2 Self-Sealing Breakaway Valves.

Each ERFS II tank assembly is equipped with two self-
sealing breakaway valves – one each where the fuel and
vent hoses enter the column assembly. The purpose of
these valves is to reduce the possibility of a post-crash fire
by containing fuel inside the tank assembly and fuel
transfer hose assembly, in the event of a crash and the
subsequent separation of the fuel and vent hoses from the
tank assembly. These valves, as their name indicates, are
designed to fail, or “breakaway”, when loads, above those
experienced in normal operations but less that those
experienced in a crash, are placed upon them. When these
valves breakaway, a spring-loaded butterfly valve inside
the valve body, normally held in the open position,
automatically closes, or “self-seals”, to minimize the
leakage of measurable fuel. Valves can be either single-
sided or double-sided, meaning either one or both of the
separated halves of the valve are capable of “self-sealing”.
The fuel breakaway valve is a “double-sided” breakaway
valve, since both the tank assembly and fuel transfer hose
assembly must be sealed to successfully contain fuel in the
event of a crash. The vent valve, on the other hand, is
single-sided and needs to seal only the tank, since the vent
hose normally contains only air.
Fortunately, inadvertent actuation of a self-sealing
breakaway valve, either fuel or vent, is a condition easily
identified on the ERFS II tank assembly. If a valve is
suspected of having actuated, simply remove the hose
assembly or sexless coupling attached to it and look into
the barrel of the valve. An actuated valve will be blocked
by the closed butterfly valve(s).
A second check for possible actuation is available with the
fuel breakaway valve; one that does not require removal of
the sexless coupling attached to the valve. At the base of
each valve half is a clear Lucite cover. The valve half on
the tank side is contained within the valve block assembly,
and therefore not visible. However, the valve half on the
fuel transfer hose assembly side is clearly visible.
Normally, only the components of the butterfly valve can
be seen through the cover. However, if the self-sealing
valve has closed, a red band is visible running
perpendicular to the direction of flow within the valve.
If either the vent or fuel self-sealing breakaway valve
shows indication of having actuated, the ERFS II tank
should be removed from service until it can be properly
inspected. Refer to the Aviation Unit and Intermediate
Maintenance Instructions, Repair Parts and Special Tools
List – Extended Range Fuel System II (ERFS II), TM 1-
1560-312-23&P, for appropriate procedures.

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CHAPTER 3
AVIONICS

1.1 GENERAL.
Avionics not applicable to this system.

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CHAPTER 4
MISSION EQUIPMENT

1.1 GENERAL.
Mission Equipment not applicable to this system.

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CHAPTER 5
OPERATING LIMITS AND RESTRICTIONS
SECTION I GENERAL

5.1 GENERAL. The operating limitations set forth in this chapter are the
direct result of design analysis, test, and operating
This chapter identifies or refers to all important operating
experience. Compliance with these limits will allow the
limits and restrictions that shall be observed during
operator to safely perform the assigned missions and to
operation of the Extended Range Fuel System II (ERFS II).
derive the maximum utility from the ERFS II system.

SECTION II SYSTEM LIMITS

5.2 MINIMUM USEABLE FUEL. 5.7 RESTRAINT SYSTEM LIMITS.

The minimum useable fuel in one ERFS II tank assembly is The limitations of the restraint system are 8 G’s forward, 3
800 US gallons, when single-point pressure refueled. G’s aft, 8 G’s vertical, and 8 G’s lateral, measured with
each tank one-half full of fuel.

NOTE 5.8 NORMAL FUEL TYPES ALLOWED.

The fuel types allowed in normal use of the ERFS II are:
The minimum useable fuel may be increased
by as much as 20 US gallons if the ERFS II US Military NATO Civil
tank is gravity refueled. JP-4 F40 Jet B
JP-5 F44 Jet A
5.3 MAXIMUM PRESSURE REFUELING JP-8 F34 Jet A-1
RATE.
The maximum pressure refueling rate should not exceed
300 GPM. 5.9 BREAKING LOADS OF SELF-SEALING
BREAKAWAY VALVES.
5.4 MAXIMUM FUEL PRESSURE. The breaking loads of the self-sealing breakaway valves
The maximum fuel pressure should not exceed 55 PSI. utilized in the ERFS II, both fuel and vent, are: moment
bending – 750 +/- 150 pounds at 7 inches; tension – 4,300
pounds.
5.5 MAXIMUM INTERNAL PRESSURE.
The maximum pressure inside the ERFS II tank should not 5.10 OPERATING TEMPERATURE RANGE.
exceed 5 PSI.
The operating temperature range for the ERFS II tank and
FARE kit components is between –65 degrees Fahrenheit (-
5.6 MAXIMUM SUCTION DEFUELING
54 degrees Celsius) and 160 degrees Fahrenheit (71
PRESSURE. degrees Celsius) ambient air temperature.
The maximum allowable suction defueling pressure is –11
psig. 5.11 STORAGE AND TRANSIT
TEMPERATURE RANGE.
The storage and transit temperature range for the ERFS II
CAUTION is between –65 degrees Fahrenheit (-54 degrees Celsius)
and 160 degrees Fahrenheit (71 degrees Celsius) ambient
Conducting suction defueling at pressures air temperature.
greater than –11 psig could damage the
internal components of the ERFS II tank
assembly.

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CHAPTER 6
WEIGHT / BALANCE AND LOADING
SECTION I GENERAL

6.1 GENERAL. compartments, shows the reference datum line, and depicts
other information essential for helicopter weight / balance
This chapter provides the information required to compute
and loading.
the weight and balance for loading individual helicopters.
It contains sufficient instructions and data so that the
operator, knowing the configuration of ERFS II tanks Army CH-47D Chinook helicopters are in Class 1.
installed and the amount of fuel in each, can compute any Additional directives governing weight and balance of
combination of weight and balance. Figure 6.1 defines the Class 1 aircraft forms and records are contained in AR 95-
3, TM 55-1500-342-23, and DA PAM 738-751.

SECTION II WEIGHT AND BALANCE

Figure 6.1 Aircraft Compartment and Loading Diagram

6.2 WEIGHT AND BALANCE DATA. WARNING

Listed below, in Table 6.1, is the weight and balance data
for the Extended Range Fuel System II (ERFS II) in its
empty, standard configuration. The standard configuration Some combinations of ERFS II configuration
consists of three tank assemblies, fuel transfer hose and auxiliary fuel load will cause the aircraft
assembly, fuel control panel, restraint system, FARE kit, to exceed weight and balance limits. It is the
and unusable fuel, with Tank #1 CG at ARM of 250 inches, responsibility of the flight crew to ensure the
Tank #2 CG at 330, Tank #3 CG at 410, and FARE kit CG aircraft center of gravity remains within
at 464. operating limits at take-off and landing.
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Table 6.1 ERFS II Moments for Standard System Components

WEIGHT ARM MOMENT/1000

ITEM P/N (LBS) (INCHES) (LB-INCHES)

SINGLE-POINT REFUEL
1. Fuel Hose, Single-Point HM022-067-21 23 240 5.5
Pressure Refueling TOTAL 23 5.5

TANK #1 – ARM 250

1. Fuel Control Panel HM022-123-51 20 217 4.3
2. Vent Hose HM022-069-11 10 235 2.4
3. Electrical Harness, Heli to FCP HM022-150-11 7 235 1.6
4. Electrical Harness, FCP-Tank HM022-046-61 8 238 1.9
5. Wiring Harness, Fuel Quantity HM022-096-21 8 240 1.9
6. Restraint Assembly HM022-201-31 81 250 20.3
7. ERFS II Tank #1 Assembly HM022-010-400 607 250 151.8
8. #1 Tank Unusable Fuel 36 250 9.0
Tank #1 TOTAL 777 193.2

TANK #2 – ARM 330

1. Electrical Harness, FCP-Tank HM022-046-61 8 278 2.2
2. Fuel Hose HM022-067-41 15 285 4.3
3. Vent Hose HM022-069-11 10 305 3.1
4. Restraint Assembly HM022-201-31 81 330 26.7
5. ERFS II Tank #2 Assembly HM022-010-400 607 330 200.3
6. #2 Tank Unusable Fuel 36 330 11.9
Tank #2 TOTAL 757 248.5

TANK #3 – ARM 410

1. Electrical Harness, FCP-Tank HM022-046-61 8 319 2.6
2. Fuel Hose HM022-067-41 15 375 5.6
3. Vent Hose HM022-069-11 10 385 3.9
4. Restraint Assembly HM022-201-31 81 410 33.2
5. ERFS II Tank #3 Assembly HM022-010-400 607 410 248.9
6. #3 Tank Unusable Fuel 36 410 14.8
Tank #3 TOTAL 757 309.0

RANGE EXTENSION
1. Fuel Hose, Range Extension HM022-080-41 29 363 10.5
2. Fuel Hose, Tank to Range Ext HM022-081 13 400 5.2
Range Extension TOTAL 42 15.7

FARE KIT
1. FARE Kit HM022-401-21 596 464 276.5
FARE Kit TOTAL 596 276.5

All Components TOTAL ERFS II 2952 1048.4

(Including FARE)

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6-2 Change 1
 TM 1-1560-312-10

Table 6.2 lists the auxiliary fuel moments for various fuel
loads in each tank at standard locations in the aircraft. For NOTE
configurations other than those listed, the operator must
compute the appropriate data using the component weights These moments/1000 are calculated for tanks
given in Table 6.1 and the locations in the aircraft at which mounted with center of gravity at STA 250,
the equipment will be placed. Unusable fuel is 5.5 US 330, and 410 only. Add a moment for each
gallons per tank. fuel tank.

Table 6.2 ERFS II Useable Auxiliary Fuel Moments

(Tank Capacity: 805.5 US gallons; Useable Fuel: 800 US gallons)
TANK #1 TANK #2 TANK #3
TANK ARM 250 330 410

FUEL WEIGHT MOMENT/1000

POUNDS POUND-INCHES

100 25 33 41
200 50 66 82
300 75 99 123
400 100 132 164
500 125 165 205
600 150 198 246
700 175 231 287
800 200 264 328
900 225 297 369
1000 250 330 410
1100 275 363 451
1200 300 396 492
1300 325 429 533
1400 350 462 574
1500 375 495 615
1600 400 528 656
1700 425 561 697
1800 450 594 738
1900 475 627 779
2000 500 660 820
2100 525 693 861
2200 550 726 902
2300 575 759 943
2400 600 792 984
2500 625 825 1025
2600 650 858 1066
2700 675 891 1107
2800 700 924 1148
2900 725 957 1189
3000 750 990 1230
3100 775 1023 1271
3200 800 1056 1312
3300 825 1089 1353
3400 850 1122 1394
3500 875 1155 1435
3600 900 1188 1476
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Table 6.2 ERFS II Useable Auxiliary Fuel Moments (continued)

(Tank Capacity: 805.5 US gallons; Useable Fuel: 800 US gallons)
TANK #1 TANK #2 TANK #3
TANK ARM 250 330 410

FUEL WEIGHT MOMENT/1000

POUNDS POUND-INCHES

3700 925 1221 1517

3800 950 1254 1558
3900 975 1287 1599
4000 1000 1320 1640
4100 1025 1353 1681
4200 1050 1386 1722
4300 1075 1419 1763
4400 1100 1452 1804
4500 1125 1485 1845
4600 1150 1518 1886
4700 1175 1551 1927
4800 1200 1584 1968
4900 1225 1617 2009
5000 1250 1650 2050
5100 1275 1683 2091
*5200 1300 1716 2132
5300 1325 1749 2173
**5360 1340 1769 2198
5400 1350 1782 2214
***5440 1360 1795 2230
5500 1375 1815 2255
5600 1400 1848 2296

* Approximate full tank with JP-4 at 6.5 lbs/gal.

** Approximate full tank with JP-8 at 6.7 lbs/gal.
*** Approximate full tank with JP-5 at 6.8 lbs/gal.

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CHAPTER 7
PERFORMANCE DATA
SECTION I GENERAL

7.1 GENERAL. Although maximum performance is not always required,

use of this chapter is recommended to allow the operator to
The purpose of this chapter is to provide the best available
make better decisions when unexpected conditions or
performance data on the Extended Range Fuel System II
alternate missions are encountered.
(ERFS II). Utilization of this information will enable you
to receive maximum safe utilization of your ERFS II.

SECTION II SYSTEM PERFORMANCE

7.2 NOMINAL TANK CAPACITY.

The nominal capacity of an ERFS II tank when filled using
pressure refueling is 805.5 US gallons. If filled using
gravity refueling, the nominal capacity is 825.5 US gallons.

7.3 AMOUNT OF UNUSABLE FUEL.

The nominal amount of unusable fuel in an ERFS II tank is
5.5 US gallons.

7.4 NOMINAL FUEL TRANSFER RATE.

The nominal rate at which fuel is transferred from ERFS II
tanks to the aircraft tanks is 23 GPM.

7.5 NOMINAL FARE TRANSFER RATE.

The FARE pump is rated at 120 GPM. However, the
configuration of the FARE fuel transfer hose assembly
affects this transfer rate. Pressure losses across couplings,
filters, and nozzles reduce the nominal flow rate below the
rated value. The nominal rate at which fuel is transferred
from ERFS II tanks using the FARE pump and the standard
configuration of the FARE fuel transfer hose assembly is
84 - 88 GPM.

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CHAPTER 8
NORMAL PROCEDURES
SECTION I DESCRIPTION AND USE OF OPERATOR CONTROLS

8.1 GENERAL. on the No. 1 power distribution panel. The aft left-hand
DC utility receptacle provides 28 VDC power from the No.
This section presents a description of every control and
1 DC bus, and is protected by the LH AFT UTILITY
indicator involved in the operation of the ERFS II and its
circuit breaker located on the No. 1 power distribution
proper use.
panel. The ERFS II refuel valve receptacle provides 28
VDC power from the switched battery bus, and is protected
8.2 FUEL CONTROL PANEL. by the REFUEL circuit breaker, also located on the No. 1
The fuel control panel assembly provides the primary power distribution panel. There are numerous operator
control for single-point pressure refueling of the ERFS II controls on the fuel control panel.
tanks, and the transfer of fuel from the ERFS II tanks into
the helicopter main fuel tanks for range and endurance 8.2.1 Refuel Valve Switch.
extension. The REFUEL VALVE switch is located in the upper left-
hand corner of the fuel control panel, Figure 8.1. It
functions to open and close the aircraft’s ERFS II single-
point pressure refueling valve, located in the helicopter
forward left inter-tank bay. It is a hooded switch, and
normally is in the CLOSE position. When single-point
pressure refueling the ERFS II, lift the hood on the
REFUEL VALVE switch and place it in the OPEN
position. The IN TRANSIT light will illuminate while the
valve is opening, normally less than five (5) seconds.
When refueling operations are complete, return the
REFUEL VALVE switch to the CLOSE position. Again,
while the valve is closing, the IN TRANSIT light will
illuminate. Power to operate the refuel valve and in transit
light is provided by the switched battery bus, through the
REFUEL circuit breaker located on the No. 1 power
distribution panel.

8.2.2 Pump Switches.

Arranged vertically on the right-hand side of the fuel
control panel are three (3) separate PUMP switches for
TANK 1, TANK 2, and TANK 3, Figure 8.1. These
switches are used to transfer fuel from the selected ERFS II
tank to the helicopter’s main fuel tanks. When activated,
these switches energize the dual fuel transfer pumps in the
selected tank, sending fuel into the fuel transfer hose
Figure 8.1 Fuel Control Panel assembly. Movement of the individual switch sends 28
VDC power to a relay which in turn supplies 115/200
Both AC and DC power are required to operate the controls VAC, 3 phase, 400 Hz power to the dual fuel transfer
and indicators on the fuel control panel. This power is pumps. To start fuel transfer, the PUMP switch is held in
routed from the aircraft’s left-hand utility receptacles (AC the OVERRIDE position until fuel pressure actuates the
at STA 322; DC at STA 356) and ERFS II refuel valve fuel pressure switch which de-energizes the fuel low
receptacle (at STA 353) via a wiring harness which pressure warning light, PRESS LOW, (normally less than
connects to the fuel control panel at receptacle J5. The five seconds) and allows continuous power to the pumps.
left-hand AC utility receptacle provides 115/200 VAC, 3 The spring-loaded switch will return to the ON position
phase, 400 Hz power from the No. 1 AC bus, and is when released. When fuel pressure at the fuel pressure
protected by the LH UTIL RCPT circuit breaker located switch drops below 3 PSI (usually when the tank is empty),
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the pumps are automatically shut off and the operator is control panel using a wiring harness connecting at
alerted by illumination of the PRESS LOW warning light. receptacle J4.

8.2.4 Panel Illumination Switch/Rheostat.

NOTE
Illumination of the fuel control panel is provided by an
electroluminescent panel face and lighting within the fuel
If the PUMP switch is held continuously in
quantity gauge. This panel lighting is Night Vision Goggle
the OVERRIDE position, the fuel transfer
(NVG) compatible. The level of illumination is controlled
pumps will not automatically shut off.
by the PANEL switch/rheostat located on the bottom left
of the fuel control panel, Figure 8.1. Moving the PANEL
The PUMP switch should be placed in the OFF position switch/rheostat clockwise from the OFF position increases
after the selected tank has been emptied. the lighting intensity.
Power to operate the two (2) fuel transfer pumps located in
each tank is provided by the 115/200 VAC, 3 phase, 400
8.3 FUEL/VENT VALVE.
Hz No. 1 AC bus, through the individual 2.5 amp PUMP Each ERFS II tank assembly is equipped with a manually
AC circuit breakers located at the bottom of the respective operated fuel/vent valve. The purpose of this valve is to
TANK block on the fuel control panel. Three separate provide high volume fuel and vent paths into and out of the
wiring harnesses, connecting with the fuel control panel at ERFS II tank. It is utilized only when the tank is being
receptacles J1, J2, and J3, provide power to the tank pressure refueled or when the tank is being defueled using
assemblies. Power to activate the relays and to illuminate either the FARE pump module or suction defueling. The
the fuel low pressure warning lights is provided by the 28 handle for actuating the valve is located on the top of the
VDC, No. 1 DC bus, through the PANEL POWER circuit tank assembly between the fuel and vent breakaway valve
breaker at the bottom-center of the fuel control panel, blocks. The valve handle is located as shown in Figure 8.2.
Figure 8.1.

8.2.3 Fuel Quantity Gauge and Selector

Switch.
Fuel quantity in each ERFS II tank is measured by a
capacitance-type fuel quantity probe, and displayed on the
fuel quantity gauge, located on the left-center of the fuel
control panel, Figure 8.1. Fuel quantity is displayed in
pounds. Control of the display is via the FUEL
QUANTITY selector switch, which may be placed in the 1,
2, 3, or TOTAL position, corresponding to the tank
number or the system in total.

NOTE
Erroneous fuel indicator readings on the
ERFS II fuel quantity gauge can occur when
the aircraft is flown into intense
electromagnetic fields. These erroneous
readings may result in misleading forward or
aft center-of-gravity (CG) limits beyond safe
operating limits of the aircraft. The operating
crew should monitor fuel gauges during all Figure 8.2 Top View of Tank Assembly Showing
fuel transfer operations performed while the Location of Fuel/Vent Valve Handle
aircraft is in flight, paying particular attention
to fuel transfer and effects on CG.

The fuel quantity signal is routed from the fuel quantity

receptacle on the installed tank assemblies to the fuel

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8-2
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feature, meaning that when joined, the coupling halves lock

into place automatically (up to the maximum designed
system operating pressure). Both a visual and tactile
indication of this joining/locking is given by indicator lugs
that can be seen and/or touched on one of the joined
coupling halves. Valves inside the ERFS II quick
disconnect couplings automatically open for fluid flow
when they have been joined and locked, and automatically
seal upon separation to reduce any spillage of fuel.

8.4.1.1 Procedures for Joining and

Separating Quick Disconnect
Couplings.
Quick disconnect couplings are utilized in the two range
extension fuel hose assemblies. Although two different
Figure 8.3 Fuel/Vent Valve Operation quick disconnect couplings are used in these hoses, their
methods of coupling and uncoupling are nearly identical.
The valve is operated as indicated in Figure 8.3. Normally
CLOSED, the fuel/vent valve must be OPEN whenever The quick disconnect couplings on the aircraft range
the tank assembly is being pressure refueled, and when the extension hose assembly are coupled with those fittings
tank is being defueled using the FARE pump module or permanently mounted in the aircraft by: 1) aligning the
suction defueling. coupling halves; and, 2) pushing together. As the halves
are joined, the knurled sleeve on the hose coupling half will
move toward the aircraft coupling half until locked. The
WARNING two (2) indicator lugs on the knurled sleeve will “pop-up”,
indicating the two halves are fully joined, safely locked,
The manually operated fuel/vent valve must and open for fuel flow. This procedure is shown
graphically in Figure 8.4. To uncouple the quick
be placed in the CLOSED position following
pressure refueling, FARE operation, or disconnect couplings: 1) depress the two (2) indicator lugs
on the knurled sleeve of the hose coupling half to release
suction defueling. Failure to do so could
permit significant fuel leakage in the event of the safety lock; and, 2) pull straight back on the knurled
a crash and the vent self-sealing breakaway sleeve. The coupling halves will separate and
automatically seal upon separation.
valve fails to actuate.

8.4 FUEL TRANSFER HOSE ASSEMBLY

COUPLINGS.
Two types of couplings are used throughout the ERFS II
fuel transfer hose assembly: 1) quick disconnect couplings;
and, 2) sexless couplings. It is important that every
operator of the ERFS II understand the proper procedures
for joining, operating, and separating these couplings.

8.4.1 Quick Disconnect Couplings.

The operational features of the ERFS II quick disconnect
couplings, or “QD’s” as they are sometimes called, are: 1)
quick to connect and disconnect; 2) positive interlocking of
coupling halves; 3) visual and touch indication of fully
joined/locked condition; and, 4) valves with automatic
valve opening and closing upon coupling and uncoupling
to reduce fuel spillage. As their name implies, quick Figure 8.4 Procedure for Joining Quick
disconnect couplings are quick to connect and disconnect. Disconnect Couplings on the Aircraft Range
No tools are required to couple or separate the couplings. Extension Fuel Hose Assembly
The QD’s used in the ERFS II have a positive interlock

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The quick disconnect couplings that join the tank-to-

aircraft range extension fuel hose assembly with the aircraft WARNING
range extension fuel hose connect and disconnect in a
similar, but slightly different, manner to those just When joining quick disconnect couplings, the
described. The primary difference is that these quick operator must check, either visually or by
disconnect couplings are “threaded”, and require a twisting touch, that the indicator lugs protrude from
motion to couple and uncouple them. To join the coupling the knurled ring, signifying a positive joining
on the tank-to-aircraft hose assembly with the coupling and locking of the couplings.
installed in the aircraft overhead: 1) align the coupling
halves; 2) grasp the knurled sleeve on the tank-to-aircraft
coupling and twist clockwise; 3) continue twisting until the 8.4.2 Sexless Couplings.
three (3) indicator lugs on the knurled sleeve “pop-up” Sexless couplings are used extensively in the ERFS II
indicating the couplings are joined. This procedure is system. This type of coupling is classified “sexless”
shown graphically in Figure 8.5. To uncouple: 1) grasp the because the identical coupling half design eliminates the
knurled sleeve on the hose coupling and pull straight back male/female connection mode. Sexless couplings are used
to release the safety lock; 2) rotate the hose coupling in all ERFS II fuel hose assemblies (with the exception of
counterclockwise to separate. Both halves of the coupling the two range extension hose assemblies, described above),
will automatically seal upon separation. all collapsible FARE fuel hose assemblies, the “T”
coupling on the ERFS II tank assembly, the FARE pump
module, the FARE “Y” coupling, and the filter, flowmeter,
and nozzles.
The operational features of the ERFS II sexless couplings
are: 1) quick to connect and disconnect; 2) positive
interlocking of coupling halves; 3) electrical continuity
maintained through connected coupling halves; and, 4)
flow shut-off capability (if valve is present). As with the
quick disconnect couplings, sexless couplings are quick to
connect and disconnect. No tools are required to join or
separate the couplings. Positive interlocking of the
coupling halves is accomplished by an interlocking pin or
lug, depending upon the manufacturer, that requires
operator interaction before the coupling halves can be
separated. On valved couplings, this interlocking pin or
lug is automatically retracted when the valve is placed in
the closed position. On non-valved couplings, the
interlocking pin must be manually retracted by pulling the
pin retractor ring, located opposite the pin, before the
couplings can be separated. See Figure 8.6 for the
locations of these features.

Figure 8.5 Procedure for Joining Quick

Disconnect Couplings on the Tank-to-Aircraft
Range Extension Fuel Hose Assembly

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8-4
 TM 1-1560-312-10

CAUTION

When separating sexless couplings, up to 4

ounces of fuel can be trapped between the
closed “drybreak” valves. Care should be
taken to minimize spillage of this trapped
fuel when separating the couplings.

NOTE
Valves, if present, must be closed to connect
or disconnect sexless coupling halves.

Figure 8.6 Features of the Non-Valved Sexless 8.4.2.2 Operation of Valves on Sexless
Coupling “Drybreak” Couplings.
There are two primary manufacturers of sexless drybreak
This same interlocking feature ensures the couplings are couplings. While the procedure to join them is identical,
properly and completely joined before valves, if present, operation of the valve is different. On one type, the valve
may be opened allowing fuel to flow. To reduce the is opened by lifting the spring-loaded handle and turning
possibility of electrostatic discharge, electrical continuity is clockwise until the “FLOW” arrows align. The valve will
maintained through connected coupling halves by a spring- lock in the open position when the handle “clicks” into
loaded ball on the coupling face that makes positive contact place. The valve on the second type of coupling is opened
with the mating coupling half. Most sexless couplings in by pulling the spring-loaded knurled end of the valve
the ERFS II are equipped with manually actuated valves handle away from the pivot point and rotating clockwise
that can be closed while the system is pressurized and until the handle aligns with the axis of the hose. As with
flowing to isolate a line or tank, if needed. The valved the first type, the spring will hold the valve in the open
coupling is designed to minimize the amount of fuel position by locking into a detent. Reversing the above
trapped between two joined couplings, and consequently process closes the valve. Figure 8.7 graphically depicts the
leaked at separation. This type of valved sexless coupling two different valve types and the position of the valve
is sometimes referred to as a “drybreak” coupling. There handle when open and closed. Valves can be opened or
are two primary manufacturers of sexless drybreak closed with up to 50 PSI line pressure. If necessary, the
couplings. The operational features of them are identical, valve can be shut off while the system is pressurized and
as is the procedure for joining them. However, the flowing to isolate a line or tank.
operation of the valve is different.
8.4.2.1 Procedures for Joining and
Separating Sexless Couplings.
Joining two sexless coupling halves requires closing the
valve (if present), removing the protective dust cap,
aligning the alignment lugs with the grooves, pushing the
halves together, and twisting clockwise to connect. Refer
to Figure 8.7 for a diagram of this operation. It should be
noted that one of the alignment lugs is larger than the other,
as are the alignment grooves. The larger lug must be
placed into the larger groove in order to join the coupling
halves. To separate joined couplings, close the valves (if
present), twist counterclockwise and separate the coupling
halves, and replace the protective dust caps.

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8-5
TM 1-1560-312-10

WARNING

During FARE operations, failure to close the

valve in the base of the sexless “T” coupling
on tanks that are NOT the source of fuel,
could result in significantly reduced FARE
transfer rates, or an aircraft center of gravity
other than that desired at the completion of
FARE operations.

COUPLING
AT BASE OF
SEXLESS “T”

(VALVE CLOSED (VALVE OPEN

ONLY DURING FARE DURING ALL
TRANSFER OPERATIONS
WHEN TANK IS NOT EXCEPT FARE TRANSFER
THE SELECTED WHEN TANK IS NOT
FUEL SOURCE) THE SELECTED
FUEL SOURCE)

Figure 8.8 Top View of ERFS II Tank Assembly

and Sexless “T” Coupling

8.5 FARE PUMP MODULE.

The FARE pump module is the primary operating element
of the FARE kit assembly and provides the controls for
conducting FARE operations. Operator controls are
present on two components of the FARE pump module: 1)
the FARE control panel; and, 2) the FARE valve. Refer to
Figure 8.9.

8.5.1 FARE Control Panel.

The FARE control panel is used to control AC power to the
Figure 8.7 Operation of Valved Sexless Couplings FARE pump. DC power is required to operate the control
on the FARE control panel. Power is routed from the
8.4.3 Operation of the Sexless “T” aircraft’s right-hand utility receptacles (AC at STA 322;
DC at STA 356) via a wiring harness that connects to the
Coupling. FARE control panel at receptacle J1. The right-hand AC
Atop each ERFS II tank assembly is a sexless “T” utility receptacle provides 115/200 VAC, 3 phase, 400 Hz
coupling. Each of the three coupling halves on the sexless power from the No. 2 AC bus, and is protected by the RH
“T” is the “drybreak” type. The coupling at the base of the UTILITY RCPT circuit breaker located on the No. 2 power
“T” is connected to a fourth sexless drybreak coupling distribution panel. The aft right-hand DC utility receptacle
attached to the fuel breakaway valve. See Figure 8.8 for provides 28 VDC power from the No. 2 DC bus, and is
reference. It is important to know that for all ERFS II protected by the RH AFT UTILITY RCPT circuit breaker
operations, with the exception of FARE fuel transfer, all located on the No. 2 power distribution panel. The FARE
four of these valves must be open. During FARE fuel pump switch is the only control on the FARE control panel.
transfer, the valve in the base of the sexless “T” coupling
on tanks that are NOT the source of fuel must be closed.
This is to prevent suctioning of fuel or air through the fuel
pumps and hose assemblies of the non-transferring tanks.
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 TM 1-1560-312-10

CAUTION

Prolonged operation of the FARE pump

when not transferring fuel may cause
overheating and pump damage.

8.5.1.2 Remote Control Handle.

Remote on-off control of the FARE pump is achieved by
placing the FARE PUMP switch in the REMOTE
position, and utilizing a remote control handle wiring
harness connected to the FARE control panel at receptacle
J2. This allows FARE pump control while the operator is
outside the helicopter, in view of the aircraft or other
combat weapon systems to which fuel is being transferred.
The remote control handle is a normally open switch.
When off-loading of fuel is desired, the operator squeezes
the trigger switch at the end of the handle grip control to
energize the FARE pump. When the trigger switch is
released, the FARE pump is immediately de-energized.
Refer to Figures 8.11 and 8.12.

Figure 8.9 FARE Pump Module

8.5.1.1 FARE Pump Switch.

Power to the FARE pump can be switched on and off either
locally or remotely. Locally, pump power can be switched
at the FARE control panel by placing the FARE PUMP
switch in the ON position. Refer to Figure 8.10. Placing
the switch in the ON position sends 28 VDC power to a
relay in the FARE control panel, which in turn supplies
115/200 VAC, 3 phase, 400 Hz power to the FARE pump.
The AC and DC circuits are protected by circuit breakers
located on the FARE control panel. Figure 8.11 FARE Remote Control Handle

8.5.2 FARE Valve.

Nearly fifty gallons of fuel are contained in the standard
FARE fuel transfer hose assembly at the completion of
FARE operations. The FARE valve is used to recover this
fuel from the collapsible hose assemblies and return it to
the ERFS II tank assembly by effectively reversing the
suction and discharge ports of the FARE pump module.
The FARE valve control handle is used to control this
operation.

8.5.2.1 FARE Valve Control Handle.

When the valve control handle is placed in the OFF-
LOAD position and the FARE pump is energized, fuel is
transferred from the ERFS II tank to the receiving aircraft
or other combat weapon systems. Refer to Figure 8.12.
Figure 8.10 FARE Control Panel

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8-7
TM 1-1560-312-10

meter is on when any display is present. It turns on

automatically when fluid flow is detected. It can also be
turned on manually by pressing and releasing the
DISPLAY button. The meter turns off automatically
approximately four minutes after flow stops. When the
meter is off, the display is blank. Total flags are displayed
on the bottom line of the display. There are two types of
totals: batch total and cumulative total. A batch total
indicates the amount of flow during a single use, i.e., since
the last batch total reset. The batch total is labeled TOTAL
2 on the bottom line of the display. The cumulative total is
labeled TOTAL 1, and is always flagged with the word
LOCKED, indicating this total is locked and cannot be
manually zeroed. The display can be toggled between
batch total and cumulative total by pressing and releasing
the DISPLAY button. When the display is in the batch
total mode, the batch total may be cleared by pressing and
holding the DISPLAY button for three seconds, or until the
Figure 8.12 FARE Valve Control Handle in Off- display changes to zeroes. Refer to Figure 8.14.
Load Position

When FARE operations are complete, fuel remaining in the

FARE fuel transfer hose assembly may be returned to the
tank by placing the valve control handle in the SUCTION
position, energizing the FARE pump, and forcing the fuel
toward the FARE pump as the FARE fuel hoses are lifted,
rolled, and recovered. Refer to Figure 8.13.

Figure 8.14 Fuel Flowmeter

Figure 8.13 FARE Valve Control Handle in

Suction Position

8.6 FUEL FLOWMETER.

The fuel flowmeter is used to measure the amount of fuel
delivered through the particular portion of the FARE fuel
transfer hose assembly. The display contains three lines of
information. The top line identifies the calibration curve;
the middle line reflects the flow information; and, the
bottom line shows information from the totalizer. The
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8-8
 TM 1-1560-312-10

SECTION II INSTALLATION

8.7 PREPARATION FOR INSTALLATION.

Before the ERFS II can be installed in the CH-47, all or
part of the Helicopter Internal Cargo Handling System
(HICHS), if installed, must be removed from the aircraft. It
is preferred to install the ERFS II with the seats removed,
however, it may be installed with the seats in the aircraft if
they are secured in the vertical position. Also, prior to
first-time installation, the ERFS II restraint system must be
properly assembled.

8.7.1 Removal of Helicopter Internal Cargo

Handling System.
Some CH-47 aircraft have been modified with the
Helicopter Internal Cargo Handling System (HICHS). The
HICHS is not compatible with the ERFS II. Before an Figure 8.15 Placing the Restraint Frames Around
ERFS II tank assembly can be installed in the helicopter, all the Tank Assembly
cargo/cabin area sections of the HICHS overlying the cargo
compartment floor area to be occupied by an ERFS II tank
assembly must be removed to allow complete and proper WARNING
attachment of the ERFS II restraint system. Refer to TM
55-1680-358-12&P, Operator and Aviation Unit
Maintenance Instructions Including Repair Parts and The ERFS II restraint system has a specific
Special Tools List for Helicopter Internal Cargo Handling orientation. Ensure the restraint frames are
System, Army Model CH47 Helicopter, Chapter 3, Section properly located. Otherwise, the system will
V – Removal and Storage Instructions, for instructions on not be capable of carrying its designed loads.
removal of the HICHS. This includes restoring the three
10,000 pound tie-down rings at STA 240, 320, and 400, LH At each of the four corners, remove the quick release pin
side to their original, pre-HICHS configuration. Refer to from the corner bracket, insert the tongue of the front/rear
Appendix C for information that describes this task. Be restraint frame into the groove in the left/right frame, and
sure the CH-47 cargo compartment floor is free of HICHS re-insert the quick release pin into the corner bracket to
hardware and the tie-downs are restored to pre-HICHS create the restraint frame assembly, as shown in Figure
configuration before commencing installation of the ERFS 8.16.
II tank assembly.

8.7.2 Assembly of Restraint System.

The ERFS II restraint system is shipped from the
manufacturer unassembled, and prior to first-time
installation, it must be assembled on the tank before the
tank assembly can be installed in the aircraft. Once the
restraint system has been assembled on the tank, however,
it need not be disassembled when the tank is removed from
the helicopter. A convenient means of storing the restraint
system when the ERFS II tank is not installed in the
helicopter is to leave it on the tank. The ERFS II
installation instructions that follow in this section assume
the restraint system has been properly assembled and
installed on the tank assembly.
Figure 8.16 Quick Release Pin at Corner of
Assemble the restraint frame assembly by placing the front, Restraint Frame Assembly
right, rear, and left restraint frames around the
corresponding sides of the tank assembly, with the Refer to Figure 8.17 for the proper configuration of the
shoe/hook assemblies down and the decals of the restraint restraint system straps. Attach the loop ends of the two
frames facing outward. See Figure 8.15.
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TM 1-1560-312-10

straps (HM022-230-7) to the top of the front restraint frame 8.8 CONFIGURATION DETERMINATION.
by removing the nut, bolt, washers, and spacer from the
Before commencing installation of the ERFS II, a
restraint frame, inserting the removed spacer into the loop
determination of the configuration to be installed must be
of the strap, and reattaching the strap with spacer to the
made. Due to its modularity, the ERFS II can be installed
frame using the removed hardware.
in a one, two, or three-tank configuration. Also, because of
Place two strap w/ buckle assemblies (HM022-231-31) its multiple mission capability, the system can be installed
over the tank with the ratchet end leading forward and the with or without the capability of fuel transfer to the
ratchet handle oriented as shown in Figure 8.17. Ensure transporting aircraft; and, with or without the FARE kit. A
there are no twists in the strap. Attach the loop ends of the part of mission planning must be determination of the
two strap w/ buckle assemblies to the top of the rear configuration to be installed in the helicopter.
restraint frame in the same manner as previously described.
Insert the straps attached to the front restraint frame into
8.9 INSTALLATION.
the ratchet of the respective strap w/ buckle assembly and The ERFS II is designed to be installed by four persons.
secure to the ratchet barrel. Remove slack from the strap With the restraint system in place, installation time is not
assemblies by repeatedly actuating the ratchet handles until more than ten minutes per tank assembly. No special tools
the fore/aft strap assemblies support the restraint frame are required for installation. An ERFS II roller system
assembly. exists to assist in the ground transportation and loading and
unloading of the ERFS II in the aircraft. Refer to Appendix
The lateral strap assemblies are installed in a manner D for instructions on the use of the ERFS II roller system.
identical to the fore/aft strap assemblies, previously
described. Attach the loop ends of the two straps (HM022-
8.9.1 Remove and Replace Tie-down
230-3) to the top of the right restraint frame, and the loop
ends of the two strap w/ buckle assemblies (HM022-231- Fittings.
11) to the top of the left restraint frame. Remove the three 10,000 pound tie-down fittings at STA
240, 320, and 400, LH side. Replace with three 5,000
With the four strap assemblies attached to the restraint pound tie-down fittings. The ring on the 10,000 pound tie-
frame assembly, raise it so that the shoe/hook assemblies down is too large to pass through the “shoe” on the restraint
do not contact the ground. frames, and must be replaced with the special 5,000 pound
tie-down.

WARNING

The special replacement tie-down fittings are

rated at ONLY 5,000 pounds and should not
be used for normal cargo tie down.

8.9.2 Install Electrical Harness – Helicopter

Receptacles to Fuel Control Panel.
Both AC and DC power are required to operate the ERFS
II. Three receptacles located on the aircraft’s left-hand side
provide this power to the fuel control panel via an electrical
harness. Install electrical harness, with 28 VDC plug, P11,
to the utility receptacle at STA 356, and 115/200 VAC, 3
phase, 400 Hz plug, P13, to the utility receptacle at STA
322. A third plug, P15, for the single-point pressure
refueling valve connects at STA 353. Route the harness
forward to STA 220, securing with tie wraps or clamps, as
required. Refer to Figure 8.18.

Figure 8.17 Configuration of Restraint System

Straps

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8-10 Change 1
 TM 1-1560-312-10

8.9.4 Install Aircraft Range Extension Fuel

Hose Assembly.

Figure 8.18 Installation of Wiring Harnesses

8.9.3 Install Single-Point Pressure Refueling

Hose Assembly in Aircraft. Figure 8.20 Installation of Aircraft Range
If the ERFS II tanks are to be installed with the aircraft Extension Fuel Hose Assembly
single-point pressure refueling capability, locate the 2”
sexless coupling on the left side of the cargo compartment If the ERFS II tanks are to be installed with the range
at STA 255, WL –8.5, remove the dust cap, and connect the extension capability, connect aircraft range extension fuel
90-degree elbow end of the single-point pressure refueling hose assembly to the 1” aircraft main fuel tank quick
hose assembly to the coupling. Open the valves at the disconnect couplings at STA 380, WL -7 on both the left
aircraft coupling and the 90-degree end of the hose and right side of the aircraft. See Figure 8.20. Position “T”
assembly. Lead hose forward. Refer to Figure 8.19. coupling with the quick disconnect fitting facing rearward
at STA 360, BL 0, WL 48. Tie wrap or clamp in position.
Refer to Figure 8.21.

8.9.5 Install Vent Hose Assembly in Aircraft.

Remove the vent outlet cap from the nearest aircraft
overboard vent fitting (STA 254, STA 331, or STA 410;
WL 18) and thread it onto the cap receptacle for stowage.
Thread the nut on either end of vent hose assembly onto
this overboard vent outlet, with the hose leading forward,
and hand tighten. Refer to Figure 8.19.

8.9.6 Install Tank Assembly.

WARNING

The ERFS II tank shall be empty prior to

installation and removal. The weight of the
tank containing any more than the unusable
fuel exceeds that which may be handled
safely.
Figure 8.19 Installation of Single-Point Pressure
Refueling and Vent Hose Assemblies Move the tank assembly with restraint system into the
helicopter, utilizing the appropriate number of personnel to
accomplish this task (typically four - one at each corner of
the tank assembly). Weight of an empty tank assembly
with restraint system is approximately 690 pounds.

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Change 1 8-11
TM 1-1560-312-10

Figure 8.21 Standard Configuration of Three Tank Installation with Fuel Transfer Hose Assembly

Position the front restraint frame assembly along the

desired row of 5,000 pound tie-down rings, as determined
during the pre-installation configuration planning. Refer to
Figure 8.21. Leave sufficient space between the left side of
the tank and the fuselage to reach the “A” line of tie-
downs.

WARNING

The lateral restraint criterion will not be met

for any ERFS II tank with its rear edge
located at STA 320 or 340, or front edge
located at STA 340 or 360. This is a result of
the tie-down ring placement around and on
the center cargo hook access hatch.

8.9.7 Secure Restraint Frame Subassembly

to Cargo Compartment Floor.
Remove quick-release pin assembly from the front and rear Figure 8.21.1 Separate Right Restraint Frame
ends of the right restraint frame assembly where it attaches Assembly
to the bracket assembly, as shown in Figure 8.21.1.
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8-12 Change 1
 TM 1-1560-312-10

This will allow the three restraint frames that form a “C”- the “C”-shaped subassembly installed in paragraph 8.9.7.
shaped subassembly to move independently of the right Move the right restraint frame until it is aligned over the
restraint frame assembly. Leave strap assemblies attached “D” line of tie-down rings. Reattach the right restraint
to the right restraint frame. Retain pin assemblies for later frame assembly to the brackets using the removed quick-
reinstallation. release pins.
Attach the left restraint frame of the “C”-shaped
subassembly to the cargo compartment floor at the “A” line
of tie-down rings by sliding the slot in the “shoe” over the
tie-down ring, rotating the ring 90 degrees, and attaching
the “hook” assembly on the adjacent load link to the same
tie-down ring. See Figures 8.21.2 and 8.22 for installation
details.

Figure 8.22.1 Reattach Right Restraint Frame

Assembly

Attach the right restraint frame to the cargo compartment

floor in the manner described in paragraph 8.9.7.
Using the ratchet handles, evenly apply tension to the four
restraint straps, until the restraint frame is level and the
straps are tight.
Figure 8.21.2 Secure “C”-Shaped Subassembly at
“A” Line of Tie-Down Rings

Repeat this process for all “shoes” and “hooks” on the left CAUTION
and front restraint frames of the “C”-shaped subassembly.
On the rear restraint frame, attach all but the right outboard Do not over-tighten straps. Damage to the
hook, which will be attached once the right restraint frame container can result if straps are tightened
is rejoined to the frame assembly. excessively.

8.9.9 Connect Tank Cavity Drain Hose.

Connect one end of the tank cavity drain hose to the nearest
overboard drain fitting on the left side of the aircraft. See
Figure 8.23. Overboard drain fittings are located at STA’s
Figure 8.22 Installation of Restraint System 290, 336, 370, and 443. Connect the other end of the tank
cavity drain hose to either the forward or aft tank cavity
8.9.8 Secure Right Restraint Frame drain fitting located at the lower left corners of the tank
assembly. Cap the unused tank cavity drain fitting with
Assembly to Cargo Compartment
cap.
Floor.
Move the ERFS II tank assembly to the left until it contacts

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Change 1 8-13
TM 1-1560-312-10

8.9.13 Install Tank-to-Tank Fuel Transfer

Hose Assemblies.

CAUTION

Ensure the tank-to-tank fuel transfer hose

does not chafe on the mounting studs on top
of the ERFS II tank. If necessary, use a tie
wrap to restrict movement and reduce the
possibility of damage to the hose.

If more than one ERFS II tank assembly is installed,

connect the tanks by installing one or two tank-to-tank fuel
transfer hose assemblies between the sexless “T” couplings
on the tank assemblies. See Figure 8.21.
Figure 8.23 Tank Cavity Drain Hose - Points of 8.9.14 Install Fuel Control Panel.
Connection
Mount the fuel control panel on the front side of the
forward tank assembly. Align the two holes in the top of
8.9.10 Connect Vent Hose Assembly to Tank the control panel frame over the studs on the top forward
Assembly. surface of the tank and drop into place. Thread the two T-
Connect the free end of the vent hose assembly to the vent bolts at the bottom of the control panel frame into the
breakaway valve on the tank assembly. Secure the dust cap mounting plates on the tank and hand tighten.
used to seal the vent opening when the tank is not in use to
the cap receptacle located on the top of the tank assembly. 8.9.15 Connect Electrical Harness to Fuel
Control Panel.
8.9.11 Install Grounding Cable. Connect plug P5 of the electrical harness installed in
paragraph 8.9.2 to the fuel control panel at receptacle J5.
Refer to Figure 8.24 for the location of the receptacles on
WARNING the fuel control panel.

Failure to properly ground the ERFS II tank

may result in ignition of fuel vapor inside the
tank.

Connect one end of the grounding cable to the receptacle

on the tank assembly (see Figure 8.27), and the other to the
nearest aircraft ground receptacle.

8.9.12 Install Additional ERFS II Tank

Assemblies.
If additional ERFS II tanks are to be installed, repeat steps
8.9.5 through 8.9.11 for installation of the second and third
tanks. For purposes of reference, the forward-most ERFS
II tank assembly is designated Tank 1. Additional tanks, if Figure 8.24 Receptacles on Top of Fuel Control
installed, are referenced sequentially as Tank 2 and Tank 3. Panel
See Figure 8.21.
8.9.16 Install Electrical Harness – Fuel
Control Panel to Tank Assembly.
An electrical harness is required to supply power from the
fuel control panel to each of the installed tank assemblies.
Special attention must be paid when installing these

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8-14 Change 1
 TM 1-1560-312-10

electrical harnesses however, because a universal harness,

or one that functions with any of the three tank locations, is
used. And consequently, the standard plug/receptacle
designation scheme of plug PX attaching to receptacle JX
cannot be employed. Dependant upon the number of tanks
installed, install one, two, or three tank power harnesses, as
shown in Figure 8.25. At the fuel control panel end, attach
plug P1,2,3 to receptacle J1, J2, or J3 on the fuel control
panel. J1 is for Tank 1 power and control, J2 is for Tank
2 power and control, and J3 is for Tank 3 power and
control. Plug P1 of the wiring harness is connected to
receptacle J1 on the tank assembly. Refer to Figure 8.27
for the location of the J1 receptacle on the tank assembly.
Coil any excess length and secure with tie wraps or clamps,
as required.
Figure 8.26 Installation of Fuel Quantity Sensing
Wiring Harness

CAUTION 8.9.18 Connect Fuel Quantity Sensing Wiring

Harness to Tank Assemblies.
Ensure the proper tank power harness is Dependant upon the number of tanks installed, connect
connected to its corresponding receptacle on plugs P2-1, P2-2, and P2-3 of the fuel quantity sensing
the fuel control panel. Failure to do so will wiring harness to receptacle J2 of Tank 1, Tank 2, and
result in improper operation of the fuel Tank 3, respectively. See Figure 8.27.
transfer pumps.

Figure 8.27 Electrical, Fuel Quantity Sensing, and

Figure 8.25 Installation of Electrical Harness – Grounding Receptacles on Tank Assembly
Fuel Control Panel to Tank Assembly
8.9.19 Connect Single-Point Pressure
8.9.17 Install Fuel Quantity Sensing Wiring Refueling Hose Assembly to Tank.
Harness to Fuel Control Panel. If the single-point pressure refueling hose assembly was
Connect plug P4 of the fuel quantity sensing wiring installed as described in paragraph 8.9.3, connect the other
harness to the fuel control panel at receptacle J4. Refer to end to the forward coupling of the sexless “T” on the tank
Figure 8.26. assembly. Ensure the valve at the tank end of the single-
point pressure refueling hose assembly is in the CLOSE
position. See Figure 8.21.

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Change 1 8-15
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8.9.20 Install Tank-to-Aircraft Range equator are three restraint rings, as shown in Figure 8.28.
Extension Fuel Hose Assembly. Attach a strap to each of these restraint rings. Fold the
If the ERFS II tanks are to be installed with range strap in half by placing the two end hooks together,
extension capability, connect the sexless coupling of the ensuring there are no twists in the strap. Attach the two
tank-to-aircraft fuel hose assembly to the aft side of the end hooks to the restraint ring. In doing this, the sliding
sexless “T” coupling on the rear tank. Then, connect the hook now becomes the hook that will be secured to the tie-
quick disconnect end to the “T” coupling of the aircraft down ring in the cargo compartment floor. Secure the strap
range extension fuel hose assembly installed in paragraph attached to the left and right center restraint rings first.
8.9.4. This connects the ERFS II fuel transfer hose Pass the sliding hook through the ring directly below the
assembly with the helicopter main tanks. Refer to Figures equatorial ring, then outboard, and secure to the tie-down
8.5 and 8.21. ring at STA 460, as shown in Figure 8.28.2. Remove slack
from these two straps, but do not tighten at this time. Next,
connect the sliding hooks of the forward straps on both the
8.9.21 Install FARE Kit.
left and right sides to the same tie-down ring to which the
If mission planning requires use of the FARE kit, install its center straps are secured at STA 460. Remove slack from
container in the helicopter as follows: these two straps, but do not tighten at this time. Now,
Position the FARE container with its forward side as connect the sliding hooks of the aft straps on both the left
identified by the FRONT decal at STA 442 and centered and right sides to their respective tie-down rings at STA
between the “A” and “D” lines of tie-down rings, as shown 482. Tension all restraint straps evenly, until taut, using
in Figure 8.28. the ratchet buckles. During this process ensure the
container remains centered with its forward side at STA
442.

Figure 8.28 FARE Kit Location in Aircraft

Secure the container to the cargo compartment floor using

six (6) straps. All six straps are identical, so any strap may
be used at any position to secure the FARE container.
Each strap consists of a one-inch wide piece of webbing Figure 8.28.1 FARE Kit Restraint Strap
with three hooks and a ratchet buckle. Refer to Figure
8.28.1. One hook is affixed to the ratchet buckle; one is
sewn to the other end of the strap; and, one hook slides
freely between these two end hooks. Release the ratchet
buckle so that the strap extends to its full length. On both
the left and right sides of the container at its approximate

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8-16 Change 1
 TM 1-1560-312-10

8.10.1 Install FARE Pump Module.

Remove the FARE pump module from the container and
mount on the aft side of the rear tank assembly. Align the
two holes in the pump module frame over the studs on the
top aft surface of the tank and drop into place. Thread the
two T-bolts at the bottom of the pump module into the
mounting plates on the tank and hand tighten.

8.10.2 Install FARE Suction Hose Assembly.

If the tank-to-aircraft range extension fuel hose assembly is
connected to the aft side of the sexless “T” coupling on the
rear tank, disconnect it. In its place, install the straight end
of the FARE suction hose assembly. Connect the 90
degree elbow end of the suction hose to the upper sexless
coupling on the FARE pump module. See Figure 8.29.
Ensure all sexless valves on the coupling “T”, suction hose
assembly, and FARE pump inlet coupling are in the OPEN
position.

8.10.3 Connect Collapsible Fuel Hose

Assemblies.
Attach the sexless coupling of a 50-foot collapsible fuel
hose assembly to the lower sexless coupling on the FARE
pump module. Connect a second 50-foot length of
collapsible fuel hose to the first.

8.10.4 Connect Sexless “Y” Coupling.

Connect the sexless “Y” coupling to the far end of the
second collapsible fuel hose assembly.

8.10.5 Connect Collapsible Fuel Hose

Figure 8.28.2 FARE Kit Secured to Tie-Downs Assembly.
Connect a 50-foot section of collapsible fuel hose to each
8.10 CONFIGURING THE FARE KIT. branch of the sexless “Y” coupling.
All FARE components are stowed in the FARE kit
container. Before beginning forward area refueling 8.10.6 Connect Filter Assembly.
operations, the FARE components must be configured. Connect a filter assembly to each of the 50-foot sections of
This configuring shall be done only after arrival at the collapsible fuel hose installed after the “Y” coupling.
forward area refueling point.
NOTE
CAUTION
Ensure the flow direction arrow points
No flight operations shall be performed toward the nozzle end of the fuel hose.
without FARE components being properly
stowed. Improperly stowed components,
particularly FARE hoses, may exit the 8.10.7 Connect Collapsible Fuel Hose
aircraft from an open cargo ramp and either Assembly.
be lost or present a hazard to flight. Connect a 50-foot section of collapsible fuel hose to each
filter assembly.
The FARE fuel transfer hose assembly may be configured
in a variety of ways. Following is a description of the
standard configuration. Refer to Figure 8.29.

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Change 1 8-17
TM 1-1560-312-10

8.10.8 Connect Flowmeter.

Connect a flowmeter to each of the collapsible hose
sections, if knowledge of the amount of fuel flow is
desired.

NOTE
Ensure the flow direction arrow points
toward the nozzle end of the fuel hose.

8.10.9 Connect Nozzle.

Connect the appropriate nozzle (CCR, D-1, or overwing) to
the flowmeter.

CAUTION

Operating the FARE pump with the sexless

valves at the inlet and/or outlet of the pump
module closed can cause damage to the
pump.

Ensure all sexless valves throughout the FARE fuel transfer

hose assembly are in the OPEN position.

8.10.10 Install Electrical Harness –

Helicopter Receptacles to FARE
Control Panel.
Aircraft power, both AC and DC, are supplied to operate
the FARE pump. Utility receptacles located on the
aircraft’s right-hand side provide this power to the FARE
control panel via an electrical harness. Install the FARE
electrical harness, with 28 VDC plug P12 to the RH utility
receptacle at STA 356, and 115/200 VAC, 3 phase, 400 Hz
plug P16 to the RH utility receptacle at STA 322.
Connect plug P1 of the electrical harness to the FARE
control panel at receptacle J1.

8.10.11 Install Remote Control Handle

Wiring Harness.
Connect plug P2 of the remote control handle wiring
harness to the FARE control panel at receptacle J2.

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8-18 Change 1
 TM 1-1560-312-10

Figure 8.29 Configuring the FARE Components

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Change 1 8-19
TM 1-1560-312-10

SECTION III OPERATING PROCEDURES

8.11 GENERAL. 7. Electrical Harness – Check connection security at

J1.
This section deals with normal operating procedures, and
includes all steps necessary to ensure safe and efficient 8. Fuel Quantity Sensing Wiring Harness – Check
operation of the Extended Range Fuel System II. Normal connection security at J2.
procedures are given primarily in checklist form, and
amplified, as necessary, in accompanying paragraph form 9. FUEL/VENT VALVE – Check in CLOSED
when a detailed description of a procedure is required. The position.
checklists include steps with annotative indicators 10. Take sump sample.
immediately preceding the check for which they are
pertinent: (O) to indicate a requirement only if the
equipment is installed; ( ) preceding steps of the checklist WARNING
for which detailed procedures exist in the Amplified
Procedures, Section V. Those duties that are the
responsibility of the pilot/co-pilot will be indicated by the Failure to remove water and contaminants
step number enclosed in square brackets, ([ ]). from the ERFS II tank sump could result in
contaminants being transferred to the aircraft
8.12 PREFLIGHT CHECK. fuel tanks or to other aircraft during FARE
operations. If water and contaminants are not
8.12.1 Exterior Check. removed, a loss of engine power may result.
1. Aircraft Overboard Drain Outlets – Check for
signs of any fuel seepage.
11. Filler Cap – Check in-place, closed, and locked.
2. Aircraft Overboard Vent Outlets – Check for signs
of excessive fuel venting. If FARE Kit installed:

8.12.2 Interior Check. O12. FARE Kit Container – Check security.

For each installed ERFS II tank:
Fuel Control Panel:
1. Tank/Restraint Assembly – Check location and
security. 13. Electrical Harness-Helicopter Receptacles to Fuel
Control Panel– Check connection security at J5.
2. Cavity Overboard Drain – Check connection and
security of in-use drain. Check drain not-in-use is 14. Electrical Harness-Fuel Control Panel to Tank
capped. Assembly – Check connection security at J1, J2,
J3.
3. Grounding Cable – Check connection security.
15. Wiring Harness-Fuel Quantity Sensing – Check
4. Vent Hose Assembly – Check connection connection security at J4.
security.
16. PUMP AC circuit breakers-six (6) each – Check
O 5. Fuel Transfer Hose Assembly – Check connection in reset position.
security; all sexless valves OPEN.
17. PANEL POWER circuit breaker – Check in reset
O 6. Single-Point Pressure Refueling Hose Assembly – position.
Check connection security; sexless valve at ERFS
II tank CLOSE. 18. PANEL LIGHTING circuit breaker – Check in
reset position.
19. PUMP switches-three (3) each – OFF.
CAUTION
20. PRESS LOW lights-three (3) each – Press to test.
Failure to close the sexless valve at the ERFS (Will illuminate only when aircraft power is
II tank end of the single-point pressure applied).
refueling hose assembly could allow 21. REFUEL VALVE – Check CLOSE.
suctioning of fuel from the aircraft main fuel
tanks during FARE operations.
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8-20 Change 1
 TM 1-1560-312-10

22. IN TRANSIT light – Press to test. (Will 6. Refueling nozzle – connect the grounding wire to
illuminate only when REFUEL STA switch is the grounding receptacle and connect the nozzle to
ON). the adapter.
23. PANEL illumination switch/rheostat – OFF. 7. Refuel ERFS II tanks. Fuel flow will
automatically stop when tanks are full.
24. FUEL QUANTITY switch – Set to 1, 2, 3,
TOTAL to check fuel quantity in each tank is as 8. FUEL QUANTITY switch on ERFS II fuel
desired. (Will indicate only when aircraft power control panel – Set to 1, 2, 3, TOTAL to confirm
is applied). tanks and system contain desired fuel quantities.
(Will indicate only when aircraft power is
25. Verify weight and balance data.
applied).

WARNING CAUTION

The aircraft weight and center-of-gravity Failure to close the refuel valve could result
conditions, with the ERFS II installed and the in fuel flow due to siphoning or thermal
desired amount of fuel onboard, in addition to expansion back into the aircraft main tanks
other loads and passengers, must be within causing them to overfill and create a fuel spill
the limits prescribed in TM 55-1520-240-10, out the aircraft vent system.
Operator’s Manual Army CH-47D
Helicopter, Chapter 6, Weight, Balance, and
Loading. 9. REFUEL VALVE switch – CLOSE. IN
TRANSIT light will briefly illuminate.
10. REFUEL STA switch – OFF.
8.13 SINGLE-POINT PRESSURE
REFUELING.
WARNING
WARNING
The manually operated fuel/vent valve must
Personnel and equipment shall not be allowed be placed in the CLOSED position following
within 50 feet of the left side of the aircraft in pressure refueling. Failure to do so could
the vicinity of the ERFS II vent openings permit significant fuel leakage in the event of
during single-point pressure refueling. In the a crash and the vent self-sealing breakaway
event of a dual high-level shutoff failure, fuel valve fails to actuate.
will be vented from these openings.
11. FUEL/VENT VALVE at each tank assembly –
1. Position the refueling unit and ground the aircraft CLOSED.
and refueling unit IAW TM 55-1520-240-10. 12. Single-Point Pressure Refueling Hose Assembly –
Condition aircraft for single-point pressure Sexless valve at ERFS II tank - CLOSE.
refueling IAW TM 55-1520-240-10.
13. Refueling nozzle – Disconnect from the adapter
2. REFUEL STA switch located in the cockpit and disconnect the grounding wire from the
overhead FUEL CONTR panel – ON. receptacle.
3. REFUEL VALVE switch on the ERFS II fuel 14. Condition aircraft for post single-point pressure
control panel – OPEN. IN TRANSIT light will refueling activity IAW TM 55-1520-240-10.
briefly illuminate.
4. FUEL/VENT VALVE at each tank assembly –
OPEN.
5. Sexless valve on tank-to-aircraft fuel hose
assembly - CLOSED. Ensure all other sexless
valves are OPEN.

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Change 1 8-21
TM 1-1560-312-10

8.14 GRAVITY REFUELING. CLOSED.

3. Valve on sexless coupling at the tank end of the
CAUTION single-point pressure refueling hose - CLOSED.
4. All other sexless valves in ERFS II fuel transfer
The operator must exercise caution to avoid hose assembly – OPEN.
overflowing the ERFS II tank during gravity
5. If fuel is to be transferred to another ERFS II tank:
refueling. There is no automatic shutoff to
stop fuel flow. a. FUEL/VENT VALVE on the ERFS II tank to
receive the transferred fuel - OPEN.
1. Electrical ground – Connect electrical ground b. Valve on sexless coupling of the tank-to-
from refueling source to aircraft. aircraft range extension fuel hose -
CLOSED.
2. Grounding Cable on each ERFS II tank – Check
connection security. 6. FUEL QUANTITY switch – select desired tank
from which fuel is to be transferred.
3. Filler Cap – Remove.
7. PUMP switch for selected tank – OVERRIDE.
4. Service tank. Hold until PRESS LOW light goes out (normally
5. FUEL QUANTITY switch – Set to 1, 2, 3, less than five seconds).
TOTAL to confirm tanks and system contain 8. FUEL QUANTITY gauge - monitor to verify fuel
desired fuel quantities. (Will indicate only when transfer.
aircraft power is applied).
9. PUMP switch for selected tank – OFF.
6. Filler Cap – Replace.
Repeat steps 5 through 9 for additional tank(s), if installed.
7. Electrical ground – Disconnect electrical ground
from refueling source to aircraft.
10. If fuel was transferred to another ERFS II tank:
8.14.1 ERFS II OPERATIONAL / BEFORE a. FUEL/VENT VALVE on the ERFS II tank
TAKE-OFF CHECK. that received the transferred fuel - CLOSED.
When ERFS II is installed in the aircraft, it should be b. Valve on sexless coupling of the tank-to-
checked for proper operation prior to every mission aircraft range extension fuel hose - OPEN.
requiring use of the system. This check should be
11. Complete forms – make an entry on DA Form
performed during aircraft preflight run-up checks
2408-13-1 and/or DA Form 2408-18 that the
immediately after fuel pump and crossfeed checks in
ERFS II Operational / Before Take-Off Check has
paragraph 8-24 of TM 55-1520-240-10.
been performed.

NOTE 8.15 FUEL TRANSFER TO CHINOOK MAIN

TANKS.
• The following checks require APU ON or
1. FUEL/VENT VALVE in all installed tanks–
other source of aircraft power.
CLOSED.

• In multiple tank configurations, an acceptable NOTE

check is to transfer fuel from the aft-most
tank into the aircraft main fuel tanks initially,
An OPEN fuel/vent valve on the transferring
followed then by verifying the other tank(s)
ERFS II tank will significantly reduce the
by transferring fuel from the forward tank(s)
transfer rate because of fuel circulation inside
to the rear tank(s).
the tank. An OPEN valve on a non-
transferring tank will result in fuel transfer
1. REFUEL VALVE switch on the ERFS II fuel into that tank if it is not full.
control panel - CLOSE.
2. FUEL/VENT VALVE in all installed tanks–

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8-22 Change 1
 TM 1-1560-312-10

2. Sexless Valves in ERFS II fuel transfer hose O 6. Flowmeter DISPLAY button – Press until
assembly – OPEN. TOTAL 2 is displayed. Press and hold for three
seconds to zero batch total.
[3.] Select the ERFS II tank from which fuel is to be
transferred. 7. FARE PUMP switch – REMOTE.
4. PUMP switch for selected tank – OVERRIDE.
To begin FARE transfer:
Hold in this position until PRESS LOW light
goes out (normally less than five seconds). When
8. Remote Control Handle trigger switch – Squeeze.
released, the spring-loaded switch will return to
the ON position and fuel transfer will continue.
When FARE transfer is complete:
[5.] Monitor the helicopter fuel gauges to verify fuel
transfer. 9. FARE Valve Control Handle – SUCTION.
6. PUMP switch for selected tank – OFF when 10. Valves in the sexless couplings adjoining the
directed by the pilot or when the PRESS LOW nozzle(s), and filter(s) – CLOSE. Remove
light illuminates. nozzles and filters from dispensing hoses, replace
dust caps, and stow in FARE container.
Reconnect hoses. Valves in the sexless couplings,
NOTE except at nozzle end – OPEN. Valve in sexless
coupling at far end of hose assembly - CLOSE.
Erroneous fuel quantity indications on
aircraft fuel gauges may occur during flight 11. Remote Control Handle trigger switch – Squeeze
into an intense electromagnetic field. Sudden to suction fuel from hose assemblies and return it
fuel indication increases or decreases should to tank. While the FARE pump is running,
be evaluated by the operators relative to slightly open the sexless valves at the nozzle ends
recent previous indications and distance of the collapsible hoses to permit the pump to
flown to determine if they are valid readings. evacuate most of the fuel prior to rolling the hose.
12. Collapsible Fuel Hose Assemblies – Lift and
7. FUEL QUANTITY switch – Set to 1, 2, or 3 for tightly roll from the nozzle end toward the pump
selected tank to confirm desired amount of fuel module while the pump is suctioning fuel from the
transferred. hose. Close the valves in the sexless couplings as
they are reached in the disassembly process.
8.16 FARE TRANSFER. Disconnect the hoses, replace dust caps, and stow
in the FARE container. Repeat this process until
all collapsible fuel hose assemblies are recovered.
CAUTION 13. Remote Control Handle trigger switch – Release.

Operating the FARE pump with the sexless 14. FARE PUMP switch – OFF.
valves at the inlet and/or outlet of the pump
module closed can cause damage to the WARNING
pump.
The manually operated fuel/vent valve must
1. Single-Point Pressure Refueling Hose Assembly – be placed in the CLOSED position following
Sexless valve at ERFS II tank – check CLOSE. FARE operation. Failure to do so could
permit significant fuel leakage in the event of
2. Valve in the base of the sexless “T” coupling on
a crash and the vent self-sealing breakaway
tanks that are NOT the fuel source – CLOSE.
valve fails to actuate.
3. Valve in the base of the sexless “T” coupling on
tank that is the fuel source – OPEN. 15. FUEL/VENT VALVE(s) – CLOSED.
4. FUEL/VENT VALVE on the tank that is the fuel 16. Valve in the base of the sexless “T” coupling on
source – OPEN. all tanks – check OPEN.
5. FARE Valve Control Handle – OFF-LOAD.

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TM 1-1560-312-10

CAUTION avoid spilling trapped fuel, the valves in the

sexless couplings must remain closed and the
couplings capped after the FARE system is
Some fuel will remain trapped in the FARE disassembled. All trapped fuel should be
pump module, suction hose, filters, and drained into an appropriate container when
collapsible hoses after suctioning and rolling the operational situation permits.
of the FARE hoses has been completed. To

SECTION IV NON-STANDARD PROCEDURES

8.17 GENERAL. automatically stop when tanks are full.

Non-standard procedures are procedures for operating the 8. FUEL QUANTITY switch – Set to 1, 2, 3,
ERFS II which are not normal operating procedures, but TOTAL to confirm tanks and system contain
may be followed, if and when the need arises, to desired fuel quantities. (Will indicate only when
accomplish the desired objective. aircraft power is applied).
9. FUEL/VENT VALVE at each tank assembly –
8.18 PRESSURE REFUELING THROUGH
CLOSED.
THE ERFS II FUEL TRANSFER HOSE
ASSEMBLY.
O 1. Tank-to-Aircraft Range Extension Fuel Hose WARNING
Assembly - Disconnect the sexless coupling from
the aft side of the sexless “T” on the rear-most
The manually operated fuel/vent valve must
tank by closing adjoining valves and separating
be placed in the CLOSED position following
hose assembly from “T” coupling.
pressure refueling. Failure to do so could
permit significant fuel leakage in the event of
CAUTION a crash and the vent self-sealing breakaway
valve fails to actuate.
When separating sexless couplings, up to 4
ounces of fuel can be trapped between the 10. Fuel hose from refueling source – Disconnect
closed “drybreak” valves. Care should be from D-1 Adapter.
taken to minimize spillage of this trapped 11. Electrical ground – Disconnect electrical ground
fuel when separating the couplings. from refueling source to aircraft.
12. D-1 Adapter – Disconnect from the aft side of the
2. D-1 Adapter – Attach to the aft side of the sexless sexless “T” coupling on the rear tank.
“T” coupling on the rear-most tank.
O13. Tank-to-Aircraft Range Extension Fuel Hose
3. Electrical ground – Connect electrical ground Assembly - Reconnect the sexless coupling to the
from refueling source to aircraft. aft side of the sexless “T” coupling on the rear-
4. Fuel hose from refueling source – Connect to D-1 most tank.
Adapter.
8.19 SUCTION DEFUELING.
O 5a. Single-Point Pressure Refueling Hose Assembly –
Sexless valve at ERFS II tank – check CLOSE. The ERFS II tank assembly must be empty before it can be
removed from the aircraft. This may be accomplished by
or: either transferring fuel to the Chinook main tanks or FARE
5b. Forward coupling on sexless “T” of Forward Tank transfer to a receiving fuel service truck. The procedure for
– Sexless valve CLOSE. each is outlined above. However, if aircraft power is not
available to allow self-defueling, the tanks may be suction
6. FUEL/VENT VALVE at each tank assembly – defueled.
OPEN.
7. Refuel ERFS II tanks. Fuel flow will

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8-24 Change 1
 TM 1-1560-312-10

O 1. Tank-to-Aircraft Range Extension Fuel Hose NOTE

Assembly - Disconnect the sexless coupling from
the aft side of the sexless “T” on the rear-most It is recommended that the ERFS II tanks be
tank by closing adjoining valves and separating defueled one at a time. When the tank being
hose assembly from “T” coupling. defueled starts to suction air, the fuel/vent
valve on the next tank to be defueled should
be OPEN, and the fuel/vent on the empty
CAUTION tank should be CLOSED.

When separating sexless couplings, up to 4

ounces of fuel can be trapped between the 8. Suction defuel the tanks.
closed “drybreak” valves. Care should be When suction defueling is complete:
taken to minimize spillage of this trapped
fuel when separating the couplings. 9. FUEL/VENT VALVE(s) – CLOSED.

2. Single-Point Pressure Refueling Hose Assembly –

Sexless valve at ERFS II tank “T” coupling - WARNING
CLOSE.
3. Electrical ground – Connect electrical ground The manually operated fuel/vent valve must
from fuel service truck to aircraft. be placed in the CLOSED position following
suction defueling. Failure to do so could
4. Grounding Cable at ERFS II tank – Check permit significant fuel leakage in the event of
connection security at tank and aircraft. a crash and the vent self-sealing breakaway
5. Vent hose assembly – Check connection security valve fails to actuate.
at tank and aircraft.
6. Fuel hose from fuel service truck – Connect to 10. Fuel hose from fuel service truck – Adjoining
sexless “T” coupling on rearmost tank. Adjoining sexless valves – CLOSE. Disconnect from
sexless valves – OPEN. sexless “T” coupling on rearmost tank.

7. FUEL/VENT VALVE at tank assembly to be 11. Electrical ground – Disconnect fuel service truck
defueled – OPEN. electrical ground from aircraft.

SECTION V AMPLIFIED PROCEDURES

8.20 GENERAL. guide tube until it contacts the bottom of the tank. The
hand pump is then used to draw a sample of fluid.
Normal operating procedures whose description requires
detail too great to be easily presented in checklist form are
described in this section as amplified procedures.

8.21 TAKING A SUMP SAMPLE.

The ERFS II tanks are designed to reduce the possibility of
a leak source, and consequently, have no sump drain at the
bottom of the tank. To check for the presence of water
and/or contaminants in the tank(s), a sump sample must be
taken using the sump sampling kit. Refer to Figure 8.30.
Remove the filler cap from the ERFS II tank from which
the sample is to be taken, and insert the plastic tubing from
the sampling pump into the guide tube inside the gravity
filler opening. See Figure 8.31 for the location of the guide Figure 8.30 Sump Sampling Kit
tube. The guide tube directs the sampling pump tubing into
the sump. Ensure the sampling pump tubing is fed into the The fluid sample should be examined for the possible
presence of water or contaminants. If either is present in
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TM 1-1560-312-10

the sample, the sump sampling hand pump should be used 8.22 OPERATION OF THE REFUEL
to draw additional liquid from the ERFS II tank sump until STATION SWITCH.
the water and/or contaminants are removed.
The REFUEL STA switch is located in the cockpit of the
CH-47D. It is in the FUEL CONTR panel section of the
overhead switch panel. Refer to Figure 8.32.

Figure 8.31 Guide Tube Inside ERFS II Tank

Gravity Filler Opening

WARNING

Failure to remove water and contaminants

from the ERFS II tank sump could result in
contaminants being transferred to the aircraft
fuel tanks or to other aircraft during FARE
operations. If water and contaminants are not
removed, a loss of engine power may result.

When sump sampling is completed, remove the sump

sampling hand pump, and replace the filler cap in the tank
filler opening. Figure 8.32 Location of the Refuel Station Switch

This switch supplies power from the switched battery bus

to the refueling station located in the aircraft right inter-
tank bay. It also supplies power to the ERFS II pressure
refueling valve receptacle located on the aircraft left-hand
side at STA 353. When pressure refueling, ensure the
switch is ON at all times. If the switch is OFF, the
REFUEL VALVE switch on the ERFS II fuel control
panel is inoperative. At the completion of pressure
refueling operations, the REFUEL STA switch should be
placed in the OFF position.

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8-26 Change 1
 TM 1-1560-312-10

SECTION VI MOVING AND STORAGE

8.23 GENERAL. a. Disconnect all fuel transfer hose assembly components

from the fuel sexless “T” coupling. Replace dust caps
This section contains instructions for moving and storing
on fuel hose assemblies.
the ERFS II components when they are not installed in the
aircraft.
b. Close all valves on the sexless “T” coupling and
replace two (2) dust caps.

CAUTION c. Disconnect vent hose assembly.

When storing ERFS II components, follow d. Remove stored vent dust cap from cap receptacle on
all applicable regulations regarding the top of tank assembly and thread onto vent valve.
storage of flammable and/or hazardous
materials. Ensure they are stored in properly e. Ensure FUEL/VENT VALVE is in the CLOSED
ventilated areas, and away from possible position.
ignition sources.
f. Disconnect electrical wiring harness, fuel quantity
sensing wiring harness, and grounding cable.
The extent of preservation activity required for storage is
dictated by the expected duration of storage. For the ERFS
g. Ensure the restraint frame assembly is raised
II tank, there are three categories of storage, defined as:
sufficiently so that the shoe/hook assemblies do not
contact the ground.
Short-Term Storage 1 day to 30 days
h. Remove and properly store the fuel control panel
Intermediate Storage 31 days to 180 days
and/or FARE pump module, if installed on the tank
assembly.
Long-Term Storage 181 days to 24 months
i. Cap both the forward and aft tank cavity drain fittings
For the FARE kit, there are two categories of storage,
with plastic cap.
defined as:
The most convenient way of moving an ERFS II tank
Short-Term Storage 1 day to 30 days
assembly is to utilize a forklift or the ERFS II Roller
System to transport it to and from its storage location.
Long-Term Storage 31 days to 24 months Weight of an empty tank assembly with restraint system is
approximately 690 pounds.
8.24 TANK ASSEMBLY.
Preferred storage is in a covered, properly ventilated, dust
and debris-free structure.
WARNING
If indoor storage space is not available, prepare the tank
The ERFS II tank shall be empty prior to assembly as follows.
movement and storage. The weight of the
tank containing any more than the unusable Cover the tank assembly, top and sides, with suitable
fuel exceeds that which may be handled material. Ensure the material covers the restraint straps
safely. from sunlight.

To avoid the inadvertent actuation of a fuel or vent

breakaway valve, the ERFS II tank assembly should not be CAUTION
moved to or from the aircraft with fuel and/or vent lines
attached.
Prolonged exposure to ultraviolet light will
Prior to moving, secure the tank assembly as follows: weaken the restraint strap assemblies.

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Regardless of where the tank assembly is stored: 5. Fill a fogging wand with oil. (Refer to WP 0124
00 in TM 1-1560-312-23&P). Remove the fuel
cap and insert the fogging wand into the tank.
Position the wand at the lightening holes in the
CAUTION
column such that it will fog all interior surfaces of
the bladder. Replace the fuel cap and allow the
Do not walk on or store additional equipment tank to stand for eight hours. Using the sump
on top of the tank. Such action could cause sampling pump, remove any excess oil that has
inadvertent actuation of the breakaway collected in the bottom of the tank. Replace fuel
valves. cap after removing any excess oil.
6. Lightly cover all exposed metal parts with
8.24.1 Short-Term Storage - Tank. corrosion preventative compound.
1. Remove all fuel from the ERFS II tank(s) to be
7. Tag tank, identifying type of preservation and date
stored.
performed.

NOTE 8.24.3 Long-Term Storage - Tank.

Long-term storage requires removal and reinstallation of
The last few gallons of fuel must be removed the cover and column assembly and may only be performed
using the sump sampling pump. Ensure at the AVIM level. If long-term storage is required,
adequate ventilation when draining fuel. dispatch the ERFS II tank assembly to the appropriate
Follow approved procedures for disposal of AVIM facility.
removed fuel.
8.25 FUEL CONTROL PANEL.
2. Cap vent opening using retained vent cap. When not installed in the aircraft, the fuel control panel
should be stored in the container supplied for this purpose.
3. Place all valves on the sexless “T” coupling in the
CLOSED position. Ensure dust caps are in place
on all sexless couplings.
8.26 FARE COMPONENTS.
When not in use, all FARE components should be stored in
4. Cap both cavity drains. the FARE kit container. The container lid is designed with
5. Tag tank, identifying type of preservation and date vents that allow it to “breathe” and exhaust vapor from
performed. components that have come in contact with fuel.

8.24.2 Intermediate Storage - Tank. 8.26.1 Short-Term Storage – FARE Kit.

1. Remove all fuel from the ERFS II tank(s) to be There are no specific activities required to preserve the
stored. FARE kit for short-term storage. If use of the FARE kit is
anticipated within the next 30 days, place all components in
the FARE kit container and secure the container lid.
NOTE Preferred storage is in a covered, properly ventilated, dust
and debris-free structure.
The last few gallons of fuel must be removed
using the sump sampling pump. Ensure 8.26.2 Long-Term Storage – FARE Kit.
adequate ventilation when draining fuel. Remove all components from the FARE kit container.
Follow approved procedures for disposal of Check for and remove any fuel/fluid from the “bilge” of the
removed fuel. container.
Collapsible Fuel Hoses:
2. Cap vent opening using retained vent cap.
1. Drain all residual fuel from hoses into a suitable
3. Place all valves on the sexless “T” coupling in the container.
CLOSED position. Ensure dust caps are in place
on all sexless couplings. 2. Check sexless couplings at both ends of hose for
presence of face seals in both the coupling and
4. Cap both cavity drains. dust cap. Replace face seals, as necessary.
Replace dust caps on couplings.
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8-28 Change 1
 TM 1-1560-312-10

3. Roll hose from end and secure with hose strap. Restraint Straps:
1. Check webbing for cuts and fraying. None
FARE Suction Hose:
allowed. Replace strap if necessary.
1. Drain all residual fuel from hose into a suitable
2. Check ratchet buckles and end hooks for corrosion
container.
or damage. Replace strap if necessary.
2. Check sexless couplings at both ends of hose for
presence of face seals in both the coupling and Place all components in the FARE kit container and secure
dust cap. Replace face seals, as necessary. the container lid. Preferred storage is in a covered,
Replace dust caps on couplings. properly ventilated, dust and debris-free structure.

Nozzles, Flowmeters and Sexless “Y” Coupling:

1. Drain all residual fuel from components into a
suitable container.
2. Check sexless couplings for presence of face seals
in both the coupling and dust cap. Replace face
seals, as necessary. Replace dust caps on
couplings.
3. Check battery condition on flowmeter display by
depressing the DISPLAY button. Replace
batteries, as necessary. Display will automatically
turn off after a pre-determined interval without
activity.
4. Some nozzles have screen filters. Remove, clean
and reinstall, as necessary.

Filters:
1. Drain all residual fuel from filters into a suitable
container.
2. Check sexless couplings for presence of face seals
in both the coupling and dust cap. Replace face
seals, as necessary. Replace dust caps on
couplings.

FARE Pump Module:

1. Place pump over suitable container, remove dust
caps from sexless couplings, and open valves on
sexless couplings.
2. Slowly move the valve control handle repeatedly
between the SUCTION and OFF-LOAD
positions to drain all residual fuel.
3. Check sexless couplings for presence of face seals
in both the coupling and dust cap. Replace face
seals, as necessary. Replace dust caps on
couplings.

FARE Electrical and Remote Control Harnesses:

1. Check plugs, receptacles, switch and harness for
general condition. Repair/replace as necessary.

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CHAPTER 9
EMERGENCY PROCEDURES
SECTION I GENERAL

9.1 GENERAL. control panel – CLOSE.

This chapter describes ERFS II systems emergencies which 2. Alert the refueling operator to stop refueling.
may reasonably be expected to occur and presents the
procedures to be followed. Emergency procedures are 3. Alert the pilot that there is a fuel leak and
given in checklist form when applicable. state the location, i.e., “Top of the number 2
ERFS tank”.
9.2 IMMEDIATE ACTION EMERGENCY
4. Isolate the leak by closing the appropriate
CHECKS. valves on the sexless couplings.
b. Cold refueling:
NOTE
1. REFUEL VALVE switch on ERFS II fuel
The urgency of certain emergencies requires
control panel – CLOSE.
immediate and instinctive action by the crew.
The most important single consideration is 2. Alert the refueling operator to stop refueling.
safety. Rapidly identifying and properly
controlling the malfunction can prevent the 3. Isolate the leak by closing the appropriate
situation from becoming a catastrophic event. valves on the sexless couplings.

Those steps that must be performed immediately in an 9.6 FUEL LEAK DURING FUEL TRANSFER
emergency procedure are underlined. These steps must be TO CHINOOK MAIN TANKS.
performed without reference to the manual. When the 1. PUMP switch on ERFS II fuel control panel
situation permits, non-underlined steps will be – OFF.
accomplished with the use of the manual.
2. Alert the pilot that there is a fuel leak and
9.3 AFTER EMERGENCY ACTION. state the location, i.e., “Top of the number 2
ERFS tank”.
After a malfunction of equipment has occurred, appropriate
emergency actions have been taken, and the helicopter is 3. Isolate the leak by closing the appropriate
safely on the ground or the situation is under control, a valves on the sexless couplings.
comprehensive entry shall be made in the appropriate
aircraft records to insure that the proper corrective actions 9.7 ERFS II TANK(S) WILL NOT ACCEPT
can be accomplished. FUEL DURING HOT OR COLD SINGLE-
POINT PRESSURE REFUELING.
9.4 EMERGENCY EQUIPMENT. 1. REFUEL VALVE switch on ERFS II fuel
For emergency equipment refer to the aircraft Operator’s control panel – OPEN.
Manual, TM 55-1520-240-10 Chapter 9 paragraph 9.4.
2. FUEL/VENT valve on ERFS II tanks that are
to receive fuel – OPEN.
9.5 FUEL LEAK DURING SINGLE-POINT
PRESSURE REFUELING. 3. Valve on the sexless coupling of the tank-to
Fire prevention and crew safety are the primary concerns aircraft range extension fuel hose –
with a fuel leak. Hot refuel means the aircraft is running CLOSED. All other valves on sexless
and cold refuel means the aircraft is shut down. couplings in the fuel transfer hose assembly –
OPEN.
a. Hot refueling:

1. REFUEL VALVE switch on ERFS II fuel

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9.8 NO FUEL TRANSFER FROM ANY 9.12 PRESSURE LOW LIGHT WILL
ERFS II TANK WITH MULTIPLE OR NOT ILLUMINATE.
SINGLE TANK INSTALLATION. The PRESS LOW light will indicate when the ERFS II
1. FUEL/VENT valve on ERFS II tank(s) – tank(s) is empty and transfer is complete. The light will
CLOSED. illuminate under three (3) conditions: (i) When the lens is
pressed to activate the “press to test” feature. (ii) When the
2. DC PANEL POWER circuit breaker on tank(s) is/(are) empty and the pressure switch deactivates.
ERFS II fuel control panel – Check reset. (iii) When the PUMP switch is place to the ON position
without going to the OVERRIDE position to start the
3. Aircraft 28 volt DC utility circuit breaker –
pump. It is possible for residual pressure to be trapped in
Check.
the ERFS II tank internal fuel lines that will keep the
4. Aircraft AC utility circuit breaker – Check. pressure switch activated and not allow the light to
illuminate in the ON position. However the pump will
9.9 NO FUEL TRANSFER FROM ONE operate normally and fuel transfer will occur.
ERFS II TANK WITH MULTIPLE TANK
INSTALLATION. Depress the PRESS LOW lens for “press to test” feature.
1. PUMP AC circuit breakers on ERFS II fuel
1. No illumination. Check the other lights and if
control panel – Check reset.
they illuminate, replace the lamp. If none
9.10 SLOW FUEL TRANSFER FROM ERFS illuminate, troubleshoot the DC power
II TANK. circuits.
There are dual transfer pumps in each ERFS II tank. Dual 2. “Press to test” does illuminate. Check the
pump transfer rate is approximately 23 gallons per minute tank to ERFS II fuel control panel harness
unrestricted. If only one pump is operational, the transfer connections.
rate would be approximately one half that of the dual
transfer pump rate. If the FUEL/VENT valve is in the 3. To accomplish transfer from the selected
OPEN position during fuel transfer, fuel will recirculate tank, switch the power harness for that tank to
inside the tank and little if any fuel will be transferred. another tank connector on the ERFS II fuel
control panel and utilize those controls to
1. FUEL/VENT valve on ERFS II tank – operate the transfer pumps.
CLOSED. 9.13 ERFS II FUEL CONTROL PANEL
2. PUMP AC circuit breakerS on ERFS II fuel LIGHTING INOPERATIVE.
control panel – Check reset. 1. AC PANEL LIGHTING circuit breaker on
ERFS II fuel control panel – Check reset.
3. Check that all sexless valves are in the OPEN
position. 2. Aircraft utility circuit breakers on the left
hand side of the cabin – Check.
9.11 PRESSURE LOW LIGHT WILL NOT
EXTINGUISH. 9.14 FUEL QUANTITY GAUGE
The PRESS LOW light is controlled by a pressure switch INOPERATIVE.
mounted on top of the ERFS II tank. It is a safety circuit Aircraft power or a suitable ground power source must be
designed to shut down the transfer pumps when the tank applied for the fuel quantity system to be operable.
empties of fuel, or if any other catastrophic failure occurs
that would reduce the pump output pressure below the If the fuel quantity indicator is inoperable in all tank
pressure switch threshold. The PUMP switch located on positions:
the ERFS II fuel control panel has a spring-loaded
OVERRIDE position that bypasses the pressure switch. 1. DC PANEL POWER circuit breaker on
With the PUMP switch held in OVERRIDE position, the ERFS II fuel control panel – Check reset.
transfer pumps will operate and fuel transfer can be
accomplished. Hold the PUMP switch in the OVERRIDE 2. Check the fuel quantity indicating harness
position until the desired fuel quantity is transferred. connection at the fuel control panel.

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9-2 Change 1
 TM 1-1560-312-10

If the fuel quantity indicator is inoperable in only selected tanks that are to provide fuel – OPEN.
positions:
3. Aircraft AC and DC utility circuit breakers on
1. Check the fuel quantity indicating harness the right hand side of the cabin – Check.
connection at the selected tank.
If the fuel quantity gauge fails to operate, it is still possible
to determine the approximate fuel quantity in any of the
ERFS II tanks. Fuel tabs are attached to the inside of the
column module at calibrated heights. These fuel tabs
measure fuel quantity in quarter-tank increments, i.e., ¼, ½,
¾. To use the fuel tabs to estimate fuel quantity, remove
the filler cap from the filler opening and look into the tank.
Using a flashlight or other sealed beam source of
illumination, locate the fuel tabs, which are located at the
12-o’clock position when viewed from the aisle on the
right side of the aircraft. Any tab covered with fuel will
not be visible. If no tabs are visible, the level in the tank is
between ¾ and full. Similarly, if the ¾ tab is visible, but
not the ½, the level in the tank is between ½ and ¾. Refer
to Figure 9.1 for a graphic of the fuel tabs.

Figure 9.1 Location of Fuel Tabs Inside Column

9.15 FARE PUMP INOPERATIVE.
1. FARE PUMP switch on FARE fuel control
panel – ON. If the pump operates, replace the
remote switch harness.
2. Pump does not operate in the ON position.
Check the AC FARE SYSTEM POWER
and the DC FARE SYSTEM CONTROL
circuit breakers.
3. Aircraft AC and DC utility circuit breakers on
the right hand side of the cabin – Check.

9.16 FARE PUMP RUNS, NO FUEL IS

TRANSFERRED.
1. Check that all sexless valves are in the OPEN
position.
2. FUEL/VENT valve on selected ERFS II

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APPENDIX A

REFERENCES

This appendix contains a list of official publications referenced in this manual and available to and
required by operators of the Extended Range Fuel System II (ERFS II). The publications listed are
directly related to flight operation and maintenance of CH-47D helicopters.

AR 95-3 Aviation – General Provisions, Training, Standardization, and Resource

Management

DA PAM 738-751 Functional Users Manual for the Army Maintenance Management System –
Aviation (TAMMS-A)

TM 1-1500-204-23 Aviation Unit Maintenance (AVUM) and Aviation Intermediate Maintenance

(AVIM) Manual for General Aircraft Maintenance

TM 1-1500-344-23 Aircraft Weapons Systems Cleaning and Corrosion Control

TM 1-1560-312-23&P Aviation Unit and Intermediate Maintenance Instructions, Repair Parts and
Special Tools List – Extended Range Fuel System II (ERFS II)

TM 55-1500-342-23 Army Aviation Maintenance Engineering Manual: Weight and Balance

TM 55-1520-240-10 Operator’s Manual Army CH-47D Helicopter

TM 55-1680-358-12&P Operator and Aviation Unit Maintenance Instructions Including Repair Parts
and Special Tool List for Helicopter Internal Cargo Handling System, Army
Model CH47 Helicopter

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APPENDIX B

ABBREVIATIONS AND TERMS

ABBREVIATION TERM

AC alternating current
DC direct current
EMI Electromagnetic
interference
ERFS II Extended Range Fuel
System II
FARE Forward Area Refueling
Equipment
G’s Gravity
GPM Gallons per minute
HICHS Helicopter Internal Cargo
Handling System
Hz Hertz (cycles per second)
PSI Pounds per square inch
psig Pounds per square inch
gauge
STA Station
VAC Volts alternating current
VDC Volts direct current
WL Water Line

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APPENDIX C

RESTORATION OF THE 10,000-POUND TIE-DOWNS TO THE ORIGINAL, PRE-HICHS

CONFIGURATION

This appendix contains instructions to restore the 10,000-pound tie-downs to the original, pre-HICHS
configuration.
NOTE
The following information was excerpted from Boeing Vertol drawing 114S2602 - Adapter Instl, Tie Down-
10,000 lb, regarding restoration of the 10,000-pound tie-down adapters at STA 240, 320, and 400 to their
original, pre-HICHS configuration.

WARNING
The configuration of hardware utilized in the 10,000-pound tie-down varies with aircraft station. Pay
particular attention to the table at the end of this Appendix for information that defines these differences.

1. Apply mylar tape to mating faces of adapter (1) and plate (2).
2. Install adapter (1) into floor (3). Apply sealant around edges of plate (2). Install plate over adapter and align bolt
holes.

Figure C.1 10,000-Pound Tie-Down Adapter Component Parts

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TM 1-1560-312-10

RESTORATION - continued
3. Apply zinc chromate primer to screws (4, 5 and 6). Wear gloves.
4. Install four screws (4) wet with primer in plate (2) and adapter (1). Install two screws (5) wet with primer in plate.
Install eight screws (6) wet with primer in plate.
5. Install ring (7) in adapter (1).
ITEM SMR PART DESCRIPTION AND USABLE ON
NO. CODE NSN CAGEC NUMBER CODE (UOC) QTY

FIG C.1 RESTORATION OF 10,000-POUND TIE-DOWN

XC 114S2639-1 TIE-DOWN ADAPTER @ STA 240 2

XC 114S2639-3 TIE-DOWN ADAPTER @ STA 320 2
XC 114S2639-5 TIE-DOWN ADAPTER @ STA 400 2

1 PAOZZ 1560-00-875-1470 77272 114S2803 ADAPTER 1

2 XDOZZ 77272 114S2703-1 PLATE, TIE-DOWN 1
3 FLOOR OF AIRCRAFT REF
4 PAOZZ 5305-00-285-2623 80205 NAS223-30 SCREW UOC: P/N 114S2639-1 4
4 PAOZZ 5305-00-174-1154 80205 NAS223-29 SCREW UOC: P/N 114S2639-3, 114S2639-5 4
5 PAOZZ 5305-00-282-4208 80205 NAS221-9 SCREW 2
6 PAOZZ 5305-00-282-4207 80205 NAS221-10 SCREW 8
7 PAOZZ 1670-00-294-2954 80049 USAF4887796 RING ASSY 1
END OF FIGURE

Robertson Aviation, L.L.C. Proprietary Information – Use or disclosure of this information is subject to the restrictions on the title page and the first page
of this document.

C-2
 TM 1-1560-312-10

APPENDIX D

USE OF THE ERFS II ROLLER SYSTEM

This appendix contains instructions for use of the ERFS II roller system.

SECTION I SYSTEM DESCRIPTION AND OPERATION

NOTE
The roller system developed for the ERFS II was developed by the United States Army and not
by Robertson Aviation, L.L.C.

D.1.1 GENERAL.
This appendix provides descriptive information, instructions for the installation and removal of the ERFS II tank and FARE
kit onto the roller system, and instructions for the installation and removal of the roller system into the CH-47 helicopter.

D.1.2 SYSTEM DESCRIPTION.

The ERFS II roller system consists of four major components. They are: 1) tank roller; 2) tank roller shoring; 3) FARE
roller; and, 4) FARE roller shoring.

Figure D.1 ERFS II Roller System Components

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

Change 1 D-1
TM 1-1560-312-10

D.1.3 OPERATION OVERVIEW.

The ERFS II roller system is designed as a means of assisting in the ground transportation, and loading and unloading of
the ERFS II in the CH-47 helicopter.

SECTION II SERVICE UPON RECEIPT OF EQUIPMENT

WARNING
Do not walk or stand on ERFS II roller assemblies. Injury may result from roller slipping,
falling, or roller movement.

D.2.1 UNPACKING.
Upon receipt of the ERFS II roller system, the shipping crates should be carefully inspected for indications of damage that
might have occurred during shipment. Carefully unpack the roller system components to avoid damage and check for
serviceability. Ensure all components are present. The ERFS II roller system consists of:

ITEM SMR PART DESCRIPTION AND USABLE ON

NO. CODE NSN CAGEC NUMBER CODE (UOC) QTY

WOH93JCH-47-T-F-K CH-47 ERFS II ROLLER ASSEMBLY KIT 1

1 AOOOO N/A 2AAC5 WOH93JCH47-T .ROLLER, TANK 3

2 MOOZZ N/A 2AAC5 WOH93JCH47-T-4L .SHORING, TANK ROLLER, LEFT 3
3 MOOZZ N/A 2AAC5 WOH93JCH47-T-4R .SHORING, TANK ROLLER, RIGHT 3
4 AOOOO N/A 2AAC5 WOH93JCH47-F .ROLLER, FARE 1
5 MOOZZ N/A 2AAC5 WOH93JCH47-F-4 .SHORING, FARE ROLLER 1

Retain the roller system shipping crate for storage of the system when not in use, or other future use.

D.2.2 PREPARATION FOR USE.

The ERFS II roller system is shipped ready for use. No specific preparations are necessary.

SECTION III OPERATING LIMITS

D.3.1 LIMITS.
There is no limit to the amount of fuel that can be contained in the ERFS II tanks or the number of components carried in
the FARE kit while utilizing the ERFS II roller system. However, during loading and unloading, and ground transportation
it is suggested the tanks have as little fuel as possible to enhance safety.

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

D-2 Change 1
 TM 1-1560-312-10

SECTION IV INSPECTION AND SERVICING

D.4.1 INSPECTION.
D.4.1.1 Intervals.
The ERFS II roller system shall be inspected prior to each mission or when any of the following events has or will occur:

1) Prior to placing a new ERFS II roller system into service.

2) Prior to placing an ERFS II roller system into storage.

3) Whenever an ERFS II roller system is removed from storage and is being prepared for service.

4) Whenever an ERFS II roller system appears to function improperly.

D.4.1.2 Inspection Criteria.

An inspection shall be accomplished for any of the reasons indicated in paragraph D.4.1.1.

1) Ensure all components are properly installed.

2) Ensure individual rollers will rotate freely. Replace any roller that will not rotate freely.

3) Inspect individual rollers for dents, cracks, and full-surface contact. Replace any rollers having dents that prevent
less than 80 percent of surface contact.

4) Inspect rails and rollers for cracks or breaks. No cracks or breaks are allowed.

D.4.2 SERVICING.
No pre-installation service is required for the ERFS II roller system. The individual roller bearings on the ERFS II roller
system are permanently lubricated and are not re-greaseable or replaceable. No other lubrication is required.

SECTION V MAINTENANCE INSTRUCTIONS

D.5.1 GENERAL.
The ERFS II roller system does not require scheduled service or maintenance. However, it must be inspected as outlined in
Section IV to ensure the system functions correctly and that no damage has occurred.

D.5.2 LUBRICATION.
The individual roller bearings on the ERFS II roller system are permanently lubricated and are not re-greaseable or
replaceable. No other lubrication is required.

D.5.3 CLEANING.
The ERFS II roller system must be kept clean to ensure proper operation. Hose down the ERFS II roller system as required
to remove sand, dust, and dirt from all operating parts. Remove corrosion and treat in accordance with TM 1-1500-204-23
and TM 1-1500-344-23.

D.5.4 SPECIAL TOOLS AND EQUIPMENT.

No special tools or test equipment is required to maintain the ERFS II roller system.

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

Change 1 D-3
TM 1-1560-312-10

D.5.5 REPAIR AND REPLACEMENT.

The components of the ERFS II roller system are listed in TM 1-1560-312-23&P and may be replaced/repaired as required.

D.5.6 TOLERANCES.
There are no wear tolerances that apply to the ERFS II roller system. Replace parts only if damaged.

SECTION VI INSTALLATION / REMOVAL INSTRUCTIONS

D.6.1 INSTALLATION.
D.6.1.1 Installation of Tank on Roller.

WARNING
Do not walk or stand on ERFS II roller assemblies. Injury may result from roller slipping,
falling, or roller movement.

1) Position the tank roller on a level, flat surface adjacent to the ERFS II tank, with a minimum clearance of 3 feet on
all sides of the tank roller.

Figure D.2 Installation of ERFS II Tank on Tank Roller

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

D-4 Change 1
 TM 1-1560-312-10

2) Ensure the tank restraint frame is raised so that the shoe/hook assemblies are at least 6 inches above the ground.
Use the ratchet handles on the restraint straps to evenly raise the restraint frame, if required.

3) Using a crew of four, one person at each corner of the tank, lift the tank and place onto the tank roller, being sure
to observe the proper orientation of the fuel and vent fittings with respect to the roller direction of travel. (The
weight of an empty tank with restraint system is approximately 690 pounds). The fuel and vent fittings must be
positioned transversely to the roller’s direction of travel. There is no front or back to the tank roller.

D.6.1.2 Installation of Tank w/ Roller in Aircraft.

1) Position the left tank roller shoring on the aircraft cargo compartment floor with the front edge at the desired
aircraft station (typically STA 220, 300 and 380) and the left edge adjacent to the “A” line of tie-downs. Ensure
the left edge of the shoring does not cover the “A” line of tie-downs. Ensure the grooves in the bottom of the
shoring span the ridges in the aircraft floor and that the beveled side of the shoring is up.

2) Position the right tank roller shoring on the aircraft cargo compartment floor with the front edge at the desired
aircraft station (typically STA 220, 300 and 380) and the left edge abutting the left tank roller shoring, previously
installed. Ensure the right edge of the shoring does not cover the “D” line of tie-downs. Ensure the grooves in the
bottom of the shoring span the ridges in the aircraft floor and that the beveled side of the shoring is up.

WARNING
The ERFS II tank should be empty of fuel before it is installed in the aircraft. Serious injury
may result as the increased weight of tanks containing fuel may be difficult to handle properly.

CAUTION

Ensure the correct front/back alignment is observed; otherwise, the fuel transfer hose
assembly, vent hose assembly, and cavity overboard drain will not be capable of connection.

3) Position the tank w/ roller on the ramp aft of the helicopter and aligned with the cargo loading ramp. Ensure the
FRONT decal on the tank is positioned toward the front of the aircraft, i.e., vent breakaway valve toward aircraft
left, fuel sexless “T” coupling toward aircraft right.

4) Using a crew of two, one person at each rear corner of the tank, push the tank w/ roller up the cargo loading ramp
and into the cargo compartment.

5) Once inside the aircraft, align the tank w/ roller with the shoring previously positioned on the cargo compartment
floor.

6) Push the tank w/ roller onto the shoring. Leave sufficient space between the left side of the tank w/ roller and the
fuselage to reach the “A” line of tie-downs.

7) Continue tank installation at paragraph 8.9.7 of this manual.

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

Change 1 D-5
TM 1-1560-312-10

D.6.1.3 Installation of FARE Kit on Roller.

WARNING
Do not walk or stand on ERFS II roller assemblies. Injury may result from roller slipping,
falling, or roller movement.

1) Position the FARE roller on a level, flat surface adjacent to the FARE kit container, with a minimum clearance of
3 feet on all sides of the FARE roller.

Figure D.3 Installation of FARE Kit on FARE Roller

2) Using a crew of four, one person at each corner of the FARE kit, lift the container using the lower handles (i.e.,
those on the box and not the lid) and place onto the FARE roller, being sure to observe the proper orientation of
the restraint rings with respect to the roller direction of travel. (The weight of a complete FARE kit is
approximately 590 pounds). The restraint rings must be positioned transversely to the roller’s direction of travel.
There is no front or back to the FARE roller.

D.6.1.4 Installation of FARE Kit w/ Roller in Aircraft.

1) Position the FARE roller shoring on the aircraft cargo compartment floor with the front edge at the desired aircraft
station (typically STA 442) and centered between the “A” and “D” lines of tie-downs. Ensure the grooves in the
bottom of the shoring span the ridges in the aircraft floor and that the beveled side of the shoring is up.

2) Position the FARE kit w/ roller on the ramp aft of the helicopter and aligned with the cargo loading ramp. Ensure
the FRONT decal on the FARE kit container is positioned toward the front of the aircraft, i.e., restraint rings
positioned on aircraft right and left.
The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

D-6 Change 1
 TM 1-1560-312-10

3) Using a crew of two, one person at each rear corner of the FARE kit, push the FARE kit w/ roller up the cargo
loading ramp and into the cargo compartment.

4) Once inside the aircraft, align the FARE kit w/ roller with the shoring previously positioned on the cargo
compartment floor.

5) Push the FARE kit w/ roller onto the shoring.

6) Continue FARE kit installation at paragraph 8.9.21 of this manual.

D.6.2 REMOVAL.
D.6.2.1 Removal of FARE Kit w/ Roller from Aircraft.
1) Ensure all six restraint straps have been disconnected from both the aircraft tie-down rings and the restraint rings
on the FARE container. Store the restraint straps inside the FARE container for future use.

2) Using a crew of two, one person at each front corner of the FARE kit, push the FARE kit w/ roller out of the cargo
compartment and down the cargo loading ramp.

3) Remove the FARE roller shoring from the aircraft.

D.6.2.2 Removal of FARE Kit from Roller.

1) Position the FARE kit w/ roller on a level, flat surface, with a minimum clearance of 3 feet on all sides of the
FARE kit w/ roller.

WARNING
Do not walk or stand on ERFS II roller assemblies. Injury may result from roller slipping,
falling, or roller movement.

2) Using a crew of four, one person at each corner of the FARE kit, lift the container from the roller using the lower
handles (i.e., those on the box and not the lid) and place onto the ramp. (The weight of a complete FARE kit is
approximately 590 pounds).

3) Store the FARE kit, FARE roller, and FARE roller shoring in accordance with prescribed procedures.

D.6.2.3 Removal of Tank w/ Roller from Aircraft.

CAUTION

The ERFS II tank should be empty of fuel before it is removed from the aircraft. Serious
injury may result as the increased weight of tanks containing fuel may be difficult to handle
properly.

1) Disconnect all electrical harnesses, all fuel hoses, the vent hose, the grounding cable, and the cavity drain hose
from both the tank and aircraft connections. Stow all removed items properly. Replace the dust caps on all
sexless fittings. Replace the vent cap onto the vent breakaway valve.

2) Ensure the tank restraint frame is completely disconnected from the aircraft tie-down rings and is raised so that the
shoe/hook assemblies are at least 6 inches above the cargo compartment floor. Use the ratchet handles on the
restraint straps to evenly raise the restraint frame, if required.

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

Change 1 D-7
TM 1-1560-312-10

3) Using a crew of two, one person at each front corner of the tank, push the tank w/ roller out of the cargo
compartment and down the cargo loading ramp.
4) Remove the tank roller shoring from the aircraft.

D.6.2.4 Removal of Tank from Roller.

1) Position the tank w/ roller on a level, flat surface, with a minimum clearance of 3 feet on all sides of the tank w/
roller.

WARNING
Do not walk or stand on ERFS II roller assemblies. Injury may result from roller slipping,
falling, or roller movement.

2) Using a crew of four, one person at each corner of the tank, lift the tank from the roller and place onto the ramp.
(The weight of an empty tank with restraint system is approximately 690 pounds).

3) Store the tank, tank roller, and tank roller shoring in accordance with prescribed procedures.

SECTION VII STORAGE INSTRUCTIONS

D.7.1 STORAGE.
The ERFS II roller system may be stored indoors or outdoors. If stored outdoors, the system must be protected against
deterioration at all times. Direct contact with rain, sand, dust, etc., over an extended period of time may cause fouling of
moveable parts and must be avoided. Temporary storage may be outdoors only if a suitable covering is provided.
Extended storage must be indoors. After removal from Temporary or Extended storage, the system must be cleaned and
inspected per paragraphs D.5.3 and D.4.1.2, respectively, prior to use.

SECTION VIII WEIGHT AND BALANCE

D.8.1 WEIGHT AND BALANCE DATA.

Listed below in Table D.8.1 are the weight and balance data for the ERFS II roller system. If the ERFS II is installed using
the ERFS II roller system, a moment for each tank roller and FARE roller installed must be added to the appropriate
moments listed in Table 6.1 of this manual – ERFS II Moments for Standard System Components, to determine the total
moment for the installed components.

Table D.8.1 ERFS II Roller System - Moments for Standard System Components

WEIGHT ARM MOMENT/1000

ITEM P/N (LBS) (INCHES) (LB-INCHES)

ROLLER #1 – ARM 250

1. Roller, Tank WOH93JCH47-T 120 250 30.0
2. Shoring, Tank Roller, Left WOH93JCH47-T-4L 21.5 250 5.4
3. Shoring, Tank Roller, Right WOH93JCH47-T-4R 21.5 250 5.4
Tank Roller #1 TOTAL 163 40.8

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

D-8 Change 1
 TM 1-1560-312-10

WEIGHT ARM MOMENT/1000

ITEM P/N (LBS) (INCHES) (LB-INCHES)

ROLLER #2 – ARM 330

1. Roller, Tank WOH93JCH47-T 120 330 39.6
2. Shoring, Tank Roller, Left WOH93JCH47-T-4L 21.5 330 7.1
3. Shoring, Tank Roller, Right WOH93JCH47-T-4R 21.5 330 7.1
Tank Roller #2 TOTAL 163 53.8

ROLLER #3 – ARM 410

1. Roller, Tank WOH93JCH47-T 120 410 49.2
2. Shoring, Tank Roller, Left WOH93JCH47-T-4L 21.5 410 8.8
3. Shoring, Tank Roller, Right WOH93JCH47-T-4R 21.5 410 8.8
Tank Roller #3 TOTAL 163 66.8

FARE ROLLER – ARM 464

1. Roller, FARE WOH93JCH47-F 84 464 39.0
2. Shoring, FARE Roller WOH93JCH47-F-4 22 464 10.2
FARE Roller TOTAL 106 49.2

TOTAL ERFS II Roller System 595 210.6

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

Change 1 D-9
TM 1-1560-312-10

THIS PAGE INTENTIONALLY LEFT BLANK.

The roller system for the ERFS II was developed by the United States Army; therefore, distribution of the information associated with the roller system is not
subject to the restrictions on the title page and first page of this document.

D-10 Change 1
 TM 1-1560-312-10

By Order of the Secretary of the Army:

Official:

ERIC K. SHINSEKI
General, United States Army
Chief of Staff

JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0021605

DISTRIBUTION:
To be distributed in accordance with Initial Distribution No. (IDN) 313927, requirements for
TB 1-1520-244-20-52.

078386-000
 These are the instructions for sending an electronic 2028
The following format must be used if submitting an electronic 2028. The subject line must be
exactly the same and all fields must be included; however only the following fields are
mandatory: 1, 3, 4, 5, 6, 7, 8, 9, 10, 13, 15, 16, 17, and 27.
From: “Whomever” <[email protected]>
To: [email protected]
Subject: DA Form 2028
1. From: Joe Smith
2. Unit: home
3. Address: 4300 Park
4. City: Hometown
5. St: MO
6. Zip: 77777
7. Date Sent: 19--OCT--93
8. Pub no: 55--2840--229--23
9. Pub Title: TM
10. Publication Date: 04--JUL--85
11. Change Number: 7
12. Submitter Rank: MSG
13. Submitter FName: Joe
14. Submitter MName: T
15. Submitter LName: Smith
16. Submitter Phone: 123--123--1234
17. Problem: 1
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21. NSN: 5
22. Reference: 6
23. Figure: 7
24. Table: 8
25. Item: 9
26. Total: 123
27. Text:
This is the text for the problem below line 27.
 Use Part II (reverse) for Repair Parts and Spe- DATE
RECOMMENDED CHANGES TO PUBLICATIONS AND cial Tool Lists (RPSTL) and Supply Catalogs/
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BLANK FORMS
For use of this form, see AR 25--30; the proponent agency is ODISC4. 8/30/02
TO: (Forward to proponent of publication or form)(Include ZIP Code) FROM: (Activity and location)(Include ZIP Code)
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ATTN: AMSAM--MMC--MA--NP 1234 Any Street
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PART 1 -- ALL PUBLICATIONS (EXCEPT RPSTL AND SC/SM) AND BLANK FORMS
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TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/ SIGNATURE
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DA FORM 2028, FEB 74 REPLACES DA FORM 2028, 1 DEC 68, WHICH WILL BE USED. USAPA V3.01
TO: (Forward direct to addressee listed in publication) FROM: (Activity and location) (Include ZIP Code) DATE
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ATTN: AMSAM--MMC--MA--NP 1234 Any Street
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USAPA V3.01
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RECOMMENDED CHANGES TO PUBLICATIONS AND cial Tool Lists (RPSTL) and Supply Catalogs/
Supply Manuals (SC/SM)
BLANK FORMS
For use of this form, see AR 25--30; the proponent agency is ODISC4.

TO: (Forward to proponent of publication or form)(Include ZIP Code) FROM: (Activity and location)(Include ZIP Code)
Commander, U.S. Army Aviation and Missile Command
ATTN: AMSAM-MMC-MA-NP
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TO: (Forward direct to addressee listed in publication) FROM: (Activity and location) (Include ZIP Code) DATE
Commander, U.S. Army Aviation and Missile Command
ATTN: AMSAM-MMC-MA-NP
Redstone Arsenal, AL 35898

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PLUS EXTENSION

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 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 centimeters = 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 hectoliters = 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 decagram = 10 grams = .35 ounce 1 sq. hectometer (hectare) = 100 sq. dekameters = 2.47 acres
1 hectogram = 10 decagrams = 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 Cubic Measure
1 metric ton = 10 quintals = 1.1 short tons
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 meters .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)

°F Fahrenheit 5/9 (after Celsius °C

temperature subtracting 32) temperature
PIN: 078386-000