SEMINAR REPORT
ON
APACHE HELICOPTER
Submitted by:
SUSHMA KUMARI
Student ID: ET17BTHME040
Under the guidance of
DR. M. K. LOGANATHAN
School of Engineering and Technology
Department of Mechanical Engineering
The Assam Kaziranga University
July 2020
School of Engineering and Technology
Department of Mechanical Engineering
The Assam Kaziranga University
CERTIFICATE
This is to certify that the seminar entitled “APACHE HELICOPTER” has been
successfully presented by SUSHMA KUMARI, Student ID- ET17BTHME040, 6th
semester student of B.Tech. (Mechanical Engineering) programme under The Assam
Kaziranga University. The conceptualization and presentation of this seminar report was
carried out by her under the guidance of DR. M. K. LOGANATHAN
This report is recommended in the Department of Mechanical Engineering for the partial
fulfillment of the paper Seminar (ET1666) in the 6th semester examination.
DR.M.K. LOGANATHAN
PROF. DIGANTA MUNSHI
Faculty supervisor
HOD, ME
Date: 31st July, 2020
i
ABSTRACT
The objective of this report is to study Apache's amazing flight systems, engines, weapon systems,
sensor systems and armour systems. Individually these components are remarkable pieces of
technology. Combined together they make up an unbelievable fighting machine - the most lethal
helicopter ever created.
Apache helicopter; designed for heavy destruction on a war field has been worth on what it was meant
for. Creating a threat in the opponent’s fleet is its major advantage. The Apache Helicopter is
revolutionary development in the history of war. It removed the usage of ground tanks. The purpose
of design was to survive heavy attack and inflict massive damage and It did increase the war winning
percentage in last three decades. It can zero in on specific targets, day or night, even in terrible weather
and the way it hacks the ground signals and attacks in a precise manner gives it a different position in
war field. Till now almost five variants of Apache have been manufactured and showed up better
results than the older ones. If we see the demand for Apache is growing higher which proves its
importance in any air force fleet.
Guided by 16 hellfire missiles, machine guns and other destructive arms gives it a unique and fearful
look in war. Its sensors and communication system makes its crewmen feel fearless to operate
emission. As you might expect, it is a terrifying machine to ground.
ii
CONTENTS
Certificate
i
Abstract
ii
Content
iii
List of Tables
v
List of Figures
vi
Chapter 1: Introduction
1
1.1: Background
1
Chapter 2: Literature Review
3
Chapter 3: General design characteristic of Apache helicopter
5
3.1: Overview
5
3.2: Main parts
6
3.3: Dimensions
7
3.4: General design characteristics
8
Chapter 4: Working of Apache helicopter
10
4.1: Functioning of main rotor blade
10
4.2: Performance
11
4.3: Engine starting system
12
Chapter 5: Avionics and Targeting
14
5.1: Overview
14
5.2: One of the Original Weapons Load Configurations Options
15
Iii
Chapter 6: Flight controls of Apache helicopter
6.1: Pilot Control Station
18
18
Chapter 7: Crew compartment and emergency equipment of Apache
helicopter
21
7.1: Crew compartments
21
7.2: General
22
7.3: Engine and Auxiliary Power Unit (APU) fire detection
22
Chapter 8: General variants and different Operators of Apache Helicopter 24
8.1: Variants
24
8.2: Operators of Apache helicopter
26
Chapter 9: Operational history
28
9.1: Gulf war and Balkans
28
9.2: Recent service
28
Chapter 10:Conclusion
30
References
31
iv
LIST OF TABLES
Table no
Name
Page
no
Table1
One of the Original Weapons Load
Configurations Options
15
Table 2
Operators of Apache helicopter
26
v
LIST OF FIGURES
Figure no
Figure 1
Name
Main parts of the Apache helicopter
Page no
5
Figure 2
Parts of an apache helicopter (sketch)
6
Figure 3
Dimensions of an apache helicopter
7
Figure 4
Dimensions lateral
8
Figure 5
Turbo-shaft jet engine
12
Figure 6
AGM-114 Hell-fire missile
15
Figure 7
BEI Hydra 70 Rocket System
15
Figure 8
Pilot control system
18
Figure 9
Targeting and Communication control
20
Figure 10
AH-64A Peten
24
vi
CHAPTER 1
INTRODUCTION
The Boeing AH-64 Apache is an American four-blade, twin turbo-shaft attack helicopter with a tail
wheel-type landing gear arrangement, and a tandem cockpit for a two-man crew. It features a nosemounted sensor suite for target acquisition and night vision systems. It is armed with a 30 mm (1.18
in) M230 chain gun carried between the main landing gear, under the aircraft's forward fuselage. It has
four hard points mounted on stub-wing pylons, typically carrying a mixture of AGM-114 Hellfire
missiles and Hydra 70 rocket pods. The AH-64 has a large amount of systems redundancy to improve
combat survivability.
The Apache originally started as the Model 77 developed by Hughes Helicopters for the United States
Army's Advanced Attack Helicopter program to replace the AH-1 Cobra. The prototype YAH-64 was
first flown on 30 September 1975. The U.S. Army selected the YAH-64 over the Bell YAH-63 in
1976, and later approved full production in 1982. After purchasing Hughes Helicopters in 1984,
McDonnell Douglas continued AH-64 production and development. The helicopter was introduced to
U.S. Army service in April 1986. The first production AH-64D Apache Longbow, an upgraded Apache
variant, was delivered to the Army in March 1997. Production has been continued by Boeing Defense,
Space & Security; over 2,000 AH-64s have been produced to date. The U.S. Army is the primary
operator of the AH-64; it has also become the primary attack helicopter of multiple nations, including
Greece, Japan, Israel, the Netherlands, Singapore, and the United Arab Emirates; as well as being
produced under license in the United Kingdom as the Apache. American AH-64s have served in
conflicts in Panama, the Persian Gulf, Kosovo, Afghanistan, and Iraq. Israel used the Apache in its
military conflicts in Lebanon and the Gaza Strip; British and Dutch Apaches have seen deployments
in Afghanistan and Iraq
1.1 Background
Following the cancellation of the AH-56 Cheyenne in 1972, in favor of projects like the U.S. Air Force
A-10 Thunderbolt II and the Marine Corps Harrier, the United States Army sought an aircraft to fill
an anti-armor attack role that would still be under Army command; the 1948 Key West Agreement
1
forbade the Army from owning combat fixed-wing aircraft. The Army wanted an aircraft better than
the AH-1 Cobra in firepower, performance and range. It would have the maneuverability for terrain
following nap-of-the-earth (NoE) flying. To this end, the U.S. Army issued a Request for Proposals
(RFP) for an Advanced Attack Helicopter (AAH) on 15 November 1972. As a sign of the importance
of this project, in September 1973 the Army designated its five most important projects as the "Big
Five", with the AAH included.
Proposals were submitted by Bell, Boeing Vertol/Grumman team, Hughes, Lockheed, and Sikorsky.
In July 1973, the U.S. Department of Defense selected finalists Bell and Hughes Aircraft's Toolco
Aircraft Division (later Hughes Helicopters). This began the phase 1 of the competition. Each company
built prototype helicopters and went through a flight test program. Hughes' Model 77/YAH-64A
prototype first flew on 30 September 1975, while Bell's Model 409/YAH-63A prototype first flew on
1 October 1975. After evaluating the test results, the Army selected Hughes' YAH-64A over Bell's
YAH-63A in 1976. Reasons for selecting the YAH-64A included its more damage tolerant four-blade
main rotor and the instability of the YAH- 63's tricycle landing gear arrangement.
The AH-64A then entered phase 2 of the AAH program under which three pre-production AH-64s
would be built, additionally, the two YAH-64A flight prototypes and the ground test unit were
upgraded to the same standard. Weapons and sensor systems were integrated and tested during this
time, including the laser-guided AGM-114 Hellfire missile. Development of the Hellfire missile had
begun in 1974, originally known by the name of Helicopter Launched, Fire and Forget Missile
('Hellfire' being a shortened acronym), for the purpose of arming helicopter platforms with an effective
anti-tank missile.
2
CHAPTER 2
LITERATURE REVIEW
In this chapter, various literature related to the selected seminar topic have been reviewed. The review
is as follow;
Boeing (2020) Marks 25th Anniversary of Apache First Flight Sept. 30. The Apache began as the
Model 77 developed by Hughes Helicopters for the United States Army's Advanced Attack Helicopter
program to replace the AH-1 Cobra. The prototype YAH-64 was first flown on 30 September 1975.
The U.S. Army selected the YAH-64 over the Bell YAH-63 in 1976, and later approved full production
in 1982. After purchasing Hughes Helicopters in 1984, McDonnell Douglas continued AH-64
production and development. The helicopter was introduced to U.S. Army service in April 1986. The
advanced AH-64D Apache Longbow was delivered to the Army in March 1997. Production has been
continued by Boeing Defense, Space & Security, with over 2,400 AH-64s being produced by 2020.
Haynes, Mary L. and Cheryl Morai Young (1995) To counter the potential threat and to refocus its
effort after Vietnam, the U.S. Army embarked on an ambitious program to modernize five aging
weapons systems that it identified as crucial to battlefield success. The results are the M1 Abrams tank,
as replacement for the M60 tank; the M2 and M3 BFVs which will eventually displace the M113
Armored Personnel Carrier (APC); the AH-64 Apache and UH-60 Black Hawk attack helicopters to
replace the AH-1G and the UH-1H helicopters, respectively; and the Patriot surface-to- air missile
system which replaced the Nike-Hercules and will eventually displace the Hawk missile system.
Development and fielding of these weapon systems and their complementary technology progressed
in FY 1987.
Modernizing the Army’s Helicopter Fleet (2007) Today’s Army helicopter fleet can be roughly divided
into two general categories: transport and attack/reconnaissance. The Army’s utility and cargo
helicopters move troops, equipment, and supplies around the battlefield; its attack/reconnaissance
helicopters gather information and engage the enemy. The current modernization plan calls for nearly
3
the entire fleet of both types of helicopter to be upgraded or replaced: Over the next decade, the UH-1
Huey utility helicopter would be replaced by the new UH- 72A Lakota light utility helicopter; the UH60A/L Blackhawk utility helicopter would be upgraded to the improved M-model configuration; and
CH-47D Chinook cargo helicopter, the Army’s largest, would be upgraded to the improved F-model.
Later on, the Army’s plan calls for developing the Joint Heavy Lift rotorcraft (JHL)—a much larger
transport aircraft—in cooperation with the Air Force. Army Seeking Bids On New Helicopter"(1972)
The Army today asked 10 aerospace companies to submit proposals for development of a new
advanced attack helicopter, the replacement for the Cheyenne gunship that was canceled last fall
because its cost got too high. The request could result in multimillion‐dollar production contract for
the company submitting the best design. An Army spokesman said companies would have 90 days in
which to submit their proposals, and that the two concerns submitting the best plans would receive
prototype development contracts in June, 1973. One of these would be chosen for final development.
The companies are: Textron Bell Helicopter of Fort Worth; the Boeing Corporation's Vertol Division
of Philadelphia; Fairchild Industries of Germantown, Md.; the Grumman Aerospace Corporation,
Bethpage, L.L, and the Hughes Tool Company's aircraft division, Culver City, Calif.
AGM-114 Hellfire Variants (2011) The HELLFIRE weapon system consists of an AGM-114
HELLFIRE missiles, M272 launcher (used on AH-1W helicopter), M299 launcher (used on the
SH/UH/HH-60 helicopters), HELLFIRE-peculiar avionics, and a remote laser target designator which
can be hand-held or tripod-mounted by ground observers or used as a stabilized airborne device on a
separate aircraft. The missile consists of four major sections: seeker, (AGM-114B), guidance (AGM114K), warhead, propulsion, and control. The only difference between the Army and Navy basic
HELLFIRE versions is that the Navy version has a safe and arm device in the propulsion section. There
is no difference between the Army and Navy AGM-114K HELLFIRE versions. The safe and arm
device, which has an out-of-line igniter, provides the additional safety required for shipboard use.
4
CHAPTER 3
GENERAL DESIGN CHARACTERISTICS OF APACHE HELICOPTER
3.1 Overview
The AH-64 Apache has a four-blade main rotor and a four-blade tail rotor. The crew sits in tandem,
with the pilot sitting behind and above the copilot/gunner. Both crew members are capable of flying
the aircraft and performing methods of weapon engagements independently. The AH-64 is
powered by two General Electric T700 turbo-shaft engines with high-mounted exhausts on either
side of the fuselage. Various models of engines have been used on the Apache; those in British
service use engines from Rolls-Royce instead of General Electric. In 2004,General Electric
Aviation began producing more powerful T700-GE-701D engines, rated at 2,000 shp (1,500 kW)
for AH-64Ds.
The crew compartment has shielding between the cockpits, such that at least one crew member can
survive hits. The compartment and the rotor blades are designed to sustain a hit from 23 mm (0.91
in) rounds. The airframe includes some 2,500 lb (1,100 kg) of protection and has a self- sealing
fuel system to protect against ballistic projectiles. The aircraft was designed to meet the
crashworthiness requirements of MIL-STD-1290, which specifies minimum requirement for crash
impact energy attenuation to minimize crew injuries and fatalities..
Figure 1: Main parts of the Apache helicopter
5
3.2 Main Part
Figure 2: Parts of an apache helicopter (sketch)
1.
Stipulator
2.
Vertical stabilizer
3.
Air data sensor
4.
TADS and PNVS turrets
5.
Canopy jettison handle access door
6.
Forward avionics bay access door
7.
Mooring lug access door
8.
Fire extinguisher access door
6
9.
Intercomm access door
10.
Main transmission oil level sight gage access door
11.
AFT equipment bay (catwalk area) access door
12.
Hydraulic ground service panel access door
13.
Hydraulic oil level sight gage access door
14.
Infrared countermeasure device mount
15.
Chaff payload module mount
3.3 Dimension
Figure 3: Dimensions of an apache helicopter
7
Figure 4: Dimensions lateral
3.4 General design characteristics

Crew: 2 (pilot, and co-pilot/gunner)

Length: 58.17 ft (17.73 m) (with both rotors turning)

Rotor diameter: 48 ft 0 in (14.63 m)

Height: 12.7 ft (3.87 m)

Disc area: 1,809.5 ft² (168.11 m²)

Empty weight: 11,387 lb (5,165 kg)

Loaded weight: 17,650 lb (8,000 kg)

Max. take-off weight: 23,000 lb (10,433 kg)
8

Power-plant: 2 × General Electric T700-GE-701 turbo-shafts, 1,690 shp (1,260 kW)
[upgraded to T700-GE-701C (for AH-64A/D from 1990), 1,890 shp (1,409 kW)] each

Fuselage length: 49 ft 5 in (15.06 m)

Rotor systems: 4 blade main rotor, 4 blade tail rotor in non-orthogonal alignment
9
CHAPTER 4
WORKING OF APACHE HELICOPTER
4.1 Functioning of main rotor blade
As the main rotor spins, it exerts a rotation force on the entire helicopter. The rear rotor blades work
against this force they push the tail boom in the opposite direction. By changing the pitch of the rear
blades, the pilot can rotate the helicopter in either direction or keep it from turning at all. An Apache
has double tail rotors, each with two blades.
The newest Apache sports twin General Electric T700-GE-701C turbo shaft engines, boasting about
1,700 horsepower each. Each engine turns a drive shaft, which is connected to a simple gear box. The
gear box shifts the angle of rotation about 90 degrees and passes the power on to the transmission. The
transmission transmits the power to the main rotor assembly and a long shaft leading to the tail rotor.
The rotor is optimized to provide much greater agility than you find in a typical helicopter.
The core structure of each blade consists of five stainless steel arms, called spars, which are surrounded
by a fiberglass skeleton. The trailing edge of each blade is covered with a sturdy graphite composite
material, while the leading edge is made of titanium. The titanium is strong enough to withstand
brushes with trees and other minor obstacles, which is helpful in "nap-of-the- earth" flying (zipping
along just above the contours of the ground). Apaches need to fly this way to sneak up on targets and
to avoid attack. The rear tail wing helps stabilize the helicopter during nap-of-the-earth flight as well
as during hovering.
Rotor blades work like spinning wings. Helicopters fly upward against the force of gravity by using
their rotors to throw air down beneath them. Like the wings of an airplane, each blade in a helicopter's
rotor is an airfoil (aero-foil): a wing with a curved top and a straight bottom. As the blade spins around,
it forces air over its curved upper surface and then throws it down behind it toward the ground,
producing an upward force called lift. The pitch of the blades (the angle they make to the incoming
airflow) controls the amount of lift. During takeoff, the pilot increases the pitch with a control called
the collective pitch stick. The lift produced is greater than the helicopter's weight and this makes the
helicopter rise upward. If the lift exactly equals the weight, the helicopter hovers. If the weight is
10
greater than the lift, the helicopter descends to Earth. Normally the lift produced by the rotor aims
straight upward, but the pilot can tilt the rotor blades with a device called the cyclic pitch control to
make the helicopter fly in a particular direction. Although most of the lift force still points upward,
some of it now also points to the front, back, left, or right, tilting the entire helicopter and pushing it
in that direction.
The pilot's movements are transmitted from the cockpit to the rotor blades by two disks called the
upper and lower swash plates. The lower swash plate does not rotate, but can tilt or move up and down.
The upper swash plate spins with the rotors on ball bearings on top of the lower swash plate. When the
pilot pushes the controls, the lower swash plate nudges the upper swash plate, and the blades are tilted
in turn by a system of control rods.
According to the laws of motion, any force (or action) produces an equal force (or reaction) in the
opposite direction. This means the torque (rotating force) produced by a helicopter's blades tends to
turn the fuselage (the main helicopter body) in the opposite direction. All helicopters have either a
second propeller or another device to counteract the torque of the main blade. In most helicopters, a
tail rotor balances the torque by pushing in the opposite direction to the main rotor. Some helicopters
have two rotors mounted on the same shaft, which turns in opposite directions (counter-rotating) to
cancel the torque. Others (notably the large military Chinook helicopters) have a rotor at the front and
a rotor at the back and cancel the torque by turning in opposite directions. Tail rotors solve one problem
but can cause others. Noisy and dangerous to passengers, the tail rotor of a helicopter is also highly
susceptible to damage from passing birds or debris. This is a big problem, because a helicopter with a
damaged tail rotor is dangerously uncontrollable. NOTAR helicopters have a giant fan inside the
fuselage that sucks in air just behind the cockpit and blows it out again through a side hole near the
tail. This produces the same sideways force as a tail rotor, but is quieter and safer.
4.2 Performance

Never exceed speed: 197 knots (227 mph, 365 km/h)

Maximum speed: 158 knots (182 mph, 293 km/h)

Cruise speed: 143 knots (165 mph, 265 km/h)

Range: 257 nmi (295 mi, 476 km) with Longbow radar mast

Combat radius: 260 nmi (300 mi, 480 km)
11

Ferry range: 1,024 nmi (1,180 mi, 1,900 km)

Service ceiling: 21,000 ft (6,400 m) minimum loaded

Rate of climb: 2,500 ft/min (12.7 m/s)

Disc loading: 9.80 lb/ft² (47.9 kg/m²)

Power/mass: 0.18 hp/lb (0.31 KW/kg).
4.3 Engine Starting System
Figure 5: Turbo-shaft jet engine
The engine uses an air turbine starter for engine starting. System components for starting consist
of the engine starter, a start control valve, an external start connector, check valves, controls, and
ducting. Three sources may provide air for engine starts: The shaft driven compressor (SDC)
(normally driven by the APU for engine starts), No. 1 engine compressor bleed air, or an externally
connected ground source. In any case, the start sequence is the same. With the ENG FUEL switch
ON and MASTER IGN switch ON, placing the ENG START switch momentarily to START will
initiate an automatic start sequence. This will be evidenced by the illumination of the ENG 1 or
ENG 2 advisory light above the ENGSTART switch on the pilot PWR lever quadrant. Compressed
air is then directed through the start control valve to the air turbine starter. As the air turbine starter
begins to turn, an overrun clutch engages which causes the engine to motor. The starter turbine
12
wheel and gear train automatically disengage from the engine when engine speed exceeds starter
input speed. At approximately 52% NG, air to the starter shuts off, and ignition is terminated. If
the engine does not start, the PWR lever must be returned to OFF and the ENG START switch
must be placed at IGNOVRD (which aborts the automatic engine start sequence) momentarily
before another start is attempted. If the engine is equipped with a DECU, fuel flow to the engine
will be automatically shut off if TGT exceeds 900C during the start sequence. If this occurs, the
PWR lever must be returned to OFF and the ENG START switch must be placed in IGN OVRD
(which aborts the automatic engine start sequence).
13
CHAPTER 5
AVIONICS AND TARGETING
5.1 Overview
One of the revolutionary features of the Apache was its helmet mounted display, the Integrated Helmet
and Display Sighting System (IHADSS); among its capabilities, either the pilot or gunner can slave
the helicopter's 30 mm automatic M230 Chain Gun to their helmet, making the gun track head
movements to point where they look. The M230E1 can be alternatively fixed to a locked forward firing
position, or controlled via the Target Acquisition and Designation System (TADS). On more modern
AH-64s, the TADS/PNVS has been replaced by Lockheed Martin's Arrowhead (MTADS) targeting
system.
U.S. Army engagement training is performed under the Aerial Weapons Scoring System Integration
with Longbow Apache Tactical Engagement Simulation System (AWSS-LBA TESS), using live 30
mm and rocket ammunition as well as simulated Hellfire missiles. The Smart Onboard Data Interface
Module (SMODIM) transmits Apache data to an AWSS ground station for gunnery evaluation. The
AH-64's standard of performance for aerial gunnery is to achieve at least 1 hit for every 30 shots fired
at a wheeled vehicle at a range of 800–1,200 m (870–1,310 yd). The AH-64 was designed to perform
in front-line environments, and to operate at night or day and during adverse weather conditions.
Various sensors and onboard avionics allows the Apache to perform in these conditions; such systems
include the Target Acquisition and Designation System, Pilot Night Vision System (TADS/PNVS),
passive infrared counter measures GPS, and the IHADSS. Longbow-equipped Apaches can locate up
to 256 targets simultaneously within 50 km (31 mi). In August 2012, 24 U.S. Army AH-64Ds were
equipped with the Ground Fire Acquisition System (GFAS), which detects and targets ground-based
weapons fire sources in all- light conditions and with a 120° Visual field. The GFAS consists of two
sensor pods working with the AH-64's other sensors, and a thermo-graphic camera that precisely
locates muzzle flashes.
In 2014, it was announced that new targeting and surveillance sensors were under development to
provide high-resolution color imagery to crews, replacing older low definition black-and-white
imaging systems. Lockheed received the first contract in January 2016, upgrading the Arrowhead turret
14
to provide higher-resolution color imaging with longer ranges and a wider field of view. In 2014, the
U.S. Army was adapting its Apaches for increased maritime performance as part of the Pentagon's
rebalance to the Pacific. Additional avionics and sensor improvements includes an extended-range
radar capable of detecting small ships in littoral environments, software adaptations to handle maritime
targets, and adding Link 16 data-links for better communications with friendly assets.
Figure 6: AGM-114 Hell-Fire missile
Figure 7: BEI Hydra 70 Rocket System
5.2 One of the Original Weapons Load Configurations Options
TABLE 1: The Original Weapons Load Configurations Options
LOAD ALPHA
LOAD BRAVO
LOAD CHARLIE
8 x RF Hellfire 8
16 x RF Hellfire
16 x SAL Hellfire
x SAL Hellfire
500 rounds
500 rounds
ANTI-ARMOUR
ANTI-ARMOUR
500 rounds
ANTI-ARMOUR
LOAD DELTA
LOAD ECHO
LOAD FOXTROT
12 x RF Hellfire
4 x RF Hellfire 12
8 x Hellfire
4 x SAL Hellfire
x SAL Hellfire
38 x Rockets
500 rounds
500 rounds
500 rounds
ANTI-ARMOUR
ANTI-ARMOUR
MULTI-ROLE BALANCED
LOAD GOLF
LOAD HOTEL
LOAD INDIA
8 x Hellfire
8 x Hellfire 2
12 x Hellfire
38 x Rockets
x Fuel Tanks
1 x Fuel Tank
500 rounds
500 rounds
MULTI-ROLE
RANGE/LOITER
RANGE/LOITER
BALANCED
ANTI-ARMOUR
ANTI-ARMOUR
LOAD JULIET
LOAD KILO
LOAD LIMA
38 x Rockets
54 x Rockets
4 x Hellfire
2 x Fuel Tanks
1 x Fuel Tank
19 x Rockets
500 rounds
500 rounds
500 rounds
2 x Fuel Tanks
500 rounds
RANGE/LOITER
RANGE/LOITER
RANGE/LOITER
SUPPRESSION
SUPPRESSION
MULTI-ROLE
LOAD MIKE
LOAD NOVEMBER
8 x Hellfire
76 x Rockets
19 x Rockets
500 rounds
1 x Fuel Tank
LOAD OSCAR
4 x Fuel Tanks
500 rounds
500 rounds
RANGE/LOITER
MAXIMUM
MULTI-ROLE
SUPPRESSION
17
FERRY ROLE
CHAPTER 6
FLIGHT CONTROLS OF APACHE HELICOPTER
The flight control system consists of hydro-mechanical controls for the main and tail rotors and an
electrical stabilator. A digital automatic stabilization system (DASE) issued to augment the
controls, and provide a backup control system (BUCS). Pilot and CPG indicators, instrument
panels, consoles, and annunciators. Instruments will be discussed with their associated systems.
Caution warning and advisory lights as well as audio warning signals. Indicators for management
of the helicopter systems are located on both pilot and CPG instrument and control panels. Refer
to the applicable sys-tem for descriptive information
6.1 Pilot Control Station
Figure 8: Pilot control system
18
1. Standby Compass
2. Master Caution, Warning Panel
3. Canopy Door Release
4. Instrument Panel
5. RDRCM, CHAFF, IRCM, and AN/APR control panels
6. Cyclic Stick
7. Caution, Warning Panel
8. Directional Control and Brake Pedals
9. Pedal Adjust Lever
10. Right Console
11. Collective Stick
12. Left Console
13. Auxiliary Air Vent
14. Power Levers
15. Center Console
16. Fire Control Panel
17. Tail Wheel Lock Panel
18. Canopy Jettison Handle
19. Parking Brake Handle
20. Engine Fire Pull Handles
21. Circuit Breaker Panels
22. Boresight Reticle Unit
23. Stipulator Manual Control Panel
24.
Stowage Box
19
Figure 9: Targeting and Communication control
1 Missile Control Panel
2. Data Entry Keyboard
3. Recorder Control Panel
4. Blank
5. Aux/Anti-Ice Control Panel
6. Collective Switch Box
7. Power Lever Quadrant
8. Fuel Control Panel
9. Interior Lighting Control Panel
10. Circuit Breaker Panels
11. Communications System control Panel
12. An/Arc-186 Vhf-Fm-Am Radio-control Panel
13. Computer Display Unit
14. Ky-58 Secure Voice Control (Provisions)
15. Blank
16. Map Stowage
17. Data Transfer Unit
20
CHAPTER 7
CREW COMPARTMENT AND EMERGENCY EQUIPMENT OF APACHE
HELICOPTER
7.1 Crew Compartments
The crew compartments are arranged in tandem and are separated by a ballistic shield. The pilot
sits aft of the CPG. Handholds and steps permit both crewmembers to enter and exit at the right
side of the helicopter. A canopy covers both crew stations. The canopy frame and the transparent
ballistic shield form a rollover structure. To provide for maximum survival and minimum
vulnerability, armored seats are installed in both crew compartments.
7.1.1 Crew seats
The pilot and CPG seats provide ballistic protection and can be adjusted for height only. They are
one-piece armored seats equipped with back, seat, and lumbar support cushions. Each seat is
equipped with a shoulder harness lap belt, crotch belt, and inertial reel. The shoulder harness and
belts have adjustment fittings and come together at a common attachment point. This provides a
single release that can be rotated either clock-wise or counterclockwise to simultaneously release
the shoulder harness and all belts.
7.1.2 Seat height adjustment
Vertical seat adjustment is controlled by a lever on the right front of the seat bucket. When the lever
is pulled out (sideways), the seat can be moved vertically approximately 4 inches and locked at any
3/4-inch interval. Springs counter balance the weight of the seat. The lever returns to the locked
position when released.
7.1.3 Shoulder harness inertia reel lock lever
A two-position shoulder harness inertia reel lock lever is installed on the lower left side of each
seat. When the lever is in the aft position, the shoulder harness lock will engage only when a
forward force of 1-1/2 to 2Gsis exerted on the mechanism. In the forward position, the shoulder
harness lock assembly is firmly locked. Whenever the inertia reels’ lock because of deceleration
21
forces, they remain locked until the lock lever is placed in forward and then aft position.
7.1.4 Chemical, Biological, Radiological (CBR) Filter/Blower Mounting Bracket
The left side armored wing of each seat has a mounting bracket with an electrical interface
connector for a CBR filter/blower.
7.2 General
Emergency equipment on the helicopter consists of fire extinguishing equipment and two first aid
kits (fig 9-1). WARNING Exposure to high concentrations of fire extinguishing agent or
decomposition products should be avoided. The gas should not be allowed to contact the skin; it
could cause frostbite or low temperature burns. If agent comes in contact with skin, seek medical
help immediately.
7.2.1 Portable fire extinguisher
A pressurized fire extinguisher is mounted on a quick re-lease support located in the FAB fairing
aft of the right FAB door and above the main landing gear wheel (fig 2-2). It is accessible through
a hinged access panel and the panel is marked FIRE EXTINGUISHER INSIDE. The fire
extinguisher compound is released by a hand-operated lever on top of the extinguisher. Inadvertent
discharge of the bottle is prevented by a breakaway safety wire across the actuating lever. Operating
instructions are printed on the extinguisher.
7.3 Engine and Auxiliary Power Unit (APU) fire detection
Two optical sensors, which react to visible flames, are located in each engine compartment and in
the APU compartment. Three pneumatic fire/overheat detectors are located in the aft deck area.
One detector is mounted on the main transmission support, and one on each of the two firewall
louver doors. Amplified electrical signals from the sensors located in the engine compartment will
illuminate the respective ENG FIRE PULL handle (fig 2-15) in both crew stations. The APU
compartment sensors, or the aft deck fire/overheat detectors, will illuminate the FIREAPU PULL
handle (fig 2-15) in the pilot station and the FIRE APU segment on the MASTER CAUTION panel
in both crew stations. The engine fire pull handles (ENGFIRE 1 PULL and ENG FIRE 2
PULL) are located in similar positions in both crew stations; they are at the upper left corner of the
instrument panel. The FIRE APU PULL handle is located on the APU panel on the pilot right console.
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7.3.1 Engine and APU fire detector testing
FIREPULL handle lamps are tested by pressing the PRESSTO TEST pushbutton on the MASTER
CAUTION panel in either crew station. The fire detector circuits receive 28vdc from the emergency
dc bus through the FIRE DETR circuit breakers (ENG 1, ENG 2 and APU) on the pilot overhead
circuit breaker panel. The fire detector circuits are tested by turning the FIRE TEST DET rotary
switch located on the pilots aft right console (fig 2-15). The switch is spring- loaded to OFF. When
set at 1, the first sensor circuit for No. 1 engine, No. 2 engine, APU, and left
and right firewall louver door fire detectors are tested, which causes all FIRE PULL handles to
illuminate. The FIRE APU segments on both MASTER CAUTION panels also illuminate. When
the FIRE TEST DET switch is set at2, the second sensor circuit for No. 1 engine, No. 2 engine,
APU, and main transmission support fire detector are tested; and all FIRE PULL handles and both
FIREAPU MASTER CAUTION panel segments will illuminate. In either test, failure of a handle
to light up indicates a fault in that particular sensor circuit.
7.3.2 Engine and APU fire extinguishing system
The fire extinguishing agent is stored in two spherical bottles, each containing a nitrogen precharge. The bottles, designated as primary (PRI) and reserve (RES)are mounted on the fuselage
side of the No. 1 engine fire-wall. Tubing is installed to distribute the extinguishing agent to either
of the engine nacelles or to the APU compartment. Bottle integrity may be checked by inspecting
the thermal relief discharge indicator which is viewed from below the left engine nacelle. A
pressure gage on each bottle provides an indication of the nitrogen pre-charge pressure. Each bottle
has three discharge valves that can be individually actuated by an electrically ignited pyrotechnic
squib. There is one valve for each of the engine nacelles and one for the APU compartment. When
a FIREPULL handle is pulled, four events occur: fuel is shut off to the affected engine, engine
cooling louvers to the affected engine close (not applicable to the APU), the appropriate squib
firing circuit is armed, and the ENCU is shut off (not applicable to the APU). The extinguishing
agent is not re-leased to the fire area, however, until the FIRE BTL switch, located near each fire
pull handle, is activated.
23
CHAPTER 8
GENERAL VARIANTS AND DIFFERENT OPERATORS OF APACHE
HELICOPTER
8.1 Variants
8.1.1 AH-64A
The AH-64A is the original production attack helicopter. The crew sit in tandem in an
armored compartment. It is powered by two GE T700 turbo-shaft engines. The A-model was
equipped with the −701 engine version until 1990 when the engines were switched to the more
powerful −701C version.
U.S. Army AH-64As are being converted to AH-64Ds. The service's last AH-64A was taken out
of service in July 2012 before conversion at Boeing's facility in Mesa, Arizona. On 25 September
2012, Boeing received a $136.8M contract to remanufacture the last 16 AH-64As into the AH64D Block II version and this was forecast to be completed by December 2013.
Figure 10: AH-64A Peten
8.1.2 AH-64B
In 1991, after Operation Desert Storm, the AH-64B was a proposed upgrade to 254 AH-64As. The
upgrade would have included new rotor blades, a Global Positioning System (GPS), improved
navigation systems and new radios. Congress approved $82M to begin the Apache B upgrade. The
B program was canceled in 1992. The radio, navigation, and GPS modifications were later installed
on most A-model Apaches through other upgrades.
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8.1.3 AH-64C
Additional funding from Congress in late 1991 resulted in a program to upgrade AH-64As to an
AH-64B+ version. More funding changed the plan to upgrade to AH-64C. The C upgrade would
include all changes to be included in the Longbow except for mast-mounted radar and newer
−700C engine versions. However, the C designation was dropped after 1993. With AH-64A
receiving the newer engine from 1990, the only difference between the C model and the radarequipped D model was the radar, which could be moved from one aircraft to another; thus the
decision was made to simply designate both versions "AH-64D.
8.1.4 AH-64D
The AH-64D Apache Longbow is equipped with a glass cockpit and advanced sensors, the most
noticeable of which being the AN/APG-78 Longbow millimeter-wave fire-control radar (FCR)
target acquisition system and the Radar Frequency Interferometer (RFI), housed in a dome located
above the main rotor. The Radom’s raised position enables target detection while the helicopter is
behind obstacles (e.g. terrain, trees or buildings). The AN/APG-78 is capable of simultaneously
tracking up to 128 targets and engaging up to 16 at once, an attack can be initiated within 30 seconds.
A radio modem integrated with the sensor suite allows data to be shared with ground units and other
Apaches; allowing them to fire on targets detected by a single helicopter.
The aircraft is powered by a pair of uprated T700-GE-701C engines. The forward fuselage was
expanded to accommodate new systems to improve survivability, navigation, and 'tactical internet'
communications capabilities. In February 2003, the first Block II Apache was delivered to the
U.S. Army, featuring digital communications upgrades.
8.1.5 AH-64E
Formerly known as AH-64D Block III, in 2012, it was re-designated as AH-64E Guardian to
represent its increased capabilities. The AH-64E features improved digital connectivity, the Joint
Tactical Information Distribution System, more powerful T700-GE-701D engines with upgraded
face gear transmission to accommodate more power, capability to control unmanned aerial vehicle
(UAVs), full IFR capability, and improved landing gear. New composite rotor blades, which
successfully completed testing in 2004, increase cruise speed climb rate and payload capacity.
Deliveries began in November 2011.
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8.1.6 AH-64F
In 2014, Boeing conceptualized an Apache upgrade prior to the introduction of the U.S. Army's
anticipated attack version of the Future Vertical Lift aircraft, forecast to replace the Apache by 2040.
The conceptual AH-64Fwould have greater speed via a new 3,000 shp turbo-shaft engine from the
improved turbine engine program, retractable landing gear, stub wings to offload lift from the main
rotor during cruise, and a tail rotor that can articulate 90 degrees to provide forward thrust.
8.2 Operators of Apache helicopter
TABLE 2: OPERATORS OF APACHE HELICOPTER
Country
Operator
Egypt
Egyptian Air Force (AH-64D).
Greece
Hellenic Army (AH-64A/D).
India
Indonesia
Indian Air Force (AH-64E: 22 on order)
Indonesian Army (AH-64E: 8 on order)
Israel
Israeli Air Force (AH-64A/D)
Japan
Japan Ground Self-Defense Force (AH-64D)
Kuwait
Kuwait Air Force (AH-64D)
Netherlands
Royal Netherlands Air Force (AH-64D)
Saudi Arabia
Royal Saudi Land Forces (AH-64A/D/E)
Singapore
Republic of Korea
Republic of China
United Arab Emirates
Republic of Singapore Air Force (AH-64D)
Republic of Korea Army (AH-64E: 36 on order)
Republic of China Army (AH-64E)
United Arab Emirates Air Force (AH-64D)
United Kingdom
United States
See Agusta Westland Apache
United States Army (AH-64D/E)
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CHAPTER 9
OPERATIONAL HISTORY
9.1 Gulf War and Balkans
Nearly half of all U.S. Apaches were deployed to Saudi Arabia following Iraq's invasion of
Kuwait. During Operation Desert Storm on 17 January 1991, eight AH-64As guided by four MH53 Pave Low IIIs destroyed part of Iraq's radar network in the operation's first attack, allowing
aircraft to evade detection. The Apaches each carried an asymmetric load of Hydra 70 flechette rockets
Hellfire and one auxiliary fuel tank. During the 100-hour ground war a total of 277 AH-64s took part,
destroying 278 tanks, numerous armored personnel carriers and other Iraqi vehicles. One AH-64 was
lost in the war, to an RPG hit at close range, the Apache crashed but the crew survived. To maintain
operations, the U.S. Army unofficially grounded all other AH-64s worldwide; Apaches in the theatre
flew only one-fifth of the planned flight-hours.
The AH-64 played roles in the Balkans during separate conflicts in Bosnia and Kosovo in the 1990s.
During Task Force Hawk, 24 Apaches were deployed to a land base in Albania in 1999 for combat in
Kosovo. These required 26,000 tons of equipment to be transported over 550 C-17 flights, at a cost of
US$480 million. During these deployments, the AH-64 encountered problems such as deficiencies in
training, night vision equipment, fuel tanks, and survivability.
On 27 April 1999, an Apache crashed during training in Albania due to a failure with the tail rotor,
causing the fleet in the Balkans to be grounded in December 2000.
9.2 Recent service
As of 2011, the U.S. Army Apache fleet had accumulated more than 3 million flight hours since the
first prototype flew in 1975. A DOD audit released in May 2011, found that Boeing had significantly
overcharged the U.S. Army on multiple occasions, ranging from 33.3 percent to 177,475 percent for
routine spare parts in helicopters like the Apache.
28
On 21 February 2013, the 1st Battalion (Attack), 229th Aviation Regiment at Joint Base LewisMcCord became the first U.S. Army unit to field the AH-64E Apache Guardian; a total of 24 AH-64E
were received by mid-2013. On 27 November 2013, the AH-64E achieved initial operating capability
(IOC). In March 2014, the 1st-229th Attack Reconnaissance Battalion deployed 24 AH-64Es to
Afghanistan in the type' first combat deployment. From April through September 2014, AH-64E in
combat maintained an 88 percent readiness rate. The unit's deployment ended in November 2014, with
the AH-64E accumulating 11,000 flight hours, each helicopter averaging 66 hours per month. The AH64E flies 20 mph (32 km/h) faster than the AH-64D, cutting response time by 57 percent, and has
better fuel efficiency, increasing time on station from 2.5-3 hours to 3-3.5 hours; Taliban forces, which
were familiar with the AH-64D and based their tactics accordingly, were surprised by the AH-64E
arriving and attacking sooner and for longer periods. AH-64Es also worked with medium and large
unmanned aerial vehicles (UAVs) to find targets and maintain positive ID, conducting 60 percent of
the unit's direct-fire engagements in conjunction with UAVs; Guardian pilots often controlled UAVs
and accessed their video feeds to use their greater operating altitudes and endurance to see the battle
space from standoff ranges.
The Army is implementing a plan to move all Apaches from the Army Reserve and National Guard to
the active Army to serve as scout helicopters to replace the OH-58 Kiowa. Using the AH-64 to scout
would be less expensive than Kiowa upgrades or purchasing a new scout helicopter. AH-64Es can
control UAVs like the MQ-1C Grey Eagle to perform aerial scouting missions; a 2010 study found the
teaming of Apaches and UAVs was the most cost-effective alternative to a new helicopter and would
meet 80 percent of reconnaissance requirements, compared to 20 percent with existing OH-58s and 50
percent with upgraded OH-58s. National Guard units, who would lose their attack helicopters,
criticized the proposal. In March 2015, the first heavy attack reconnaissance unit was formed,
comprising 24 attack Apaches, 24 reconnaissance Apaches, and 12 Shadow UAVs.
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CHAPTER 10
CONCLUSION
Apache helicopter; designed for heavy destruction on a war field has been worth on what it was meant
for. Creating a threat in the opponent’s fleet is its major advantage. It removed the usage of ground
tanks. It has increased the war winning percentage in last three decades. The way it hacks the ground
signals and attacks in a precise manner gives it a different position in war field. Till now almost five
variants of Apache have been manufactured and showed up better results than the older ones. If we
see the demand for Apache is growing higher which proves its importance in any air force fleet.
Guided by 16 hellfire missiles, machine guns and other destructive arms gives it a unique and fearful
look in war. Its sensors and communication system makes its crewmen feel fearless to operate a
mission.
30
REFERENCES
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United States Army, 1995.
3. Sterling, Robert. "Apache helicopters roar ahead". Boeing.com. Boeing. Retrieved 16 July
2014.
4. "Modernizing the Army's Rotary-Wing Aviation Fleet". Congressional Budget Office.
November 2007.
5. "United States Department Of Defense Fiscal Year 2015 Budget Request Program
Acquisition Cost By Weapon System" (pdf). Office of The Under Secretary of Defense
(Comptroller)/ Chief Financial Officer. March 2014. p. 18.
6. "Army Cancels Helicopter Contract". Victoria Advocate. 10 August 1972.
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8. Bishop 2005, pp. 5–6.
9. OAVCSA 1973, p. 10.
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