STCSR032800NY RFMS Garmin G1000 Configuration

AW119 MKII RFMS
D o c u m e n t No.
AWPC-ENG-12-065
AW119MKII
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
for
Garmin G1000
Configuration
AW119 AgustaWestland Philadelphia Corp
3050 Red Lion Road
Philadelphia, PA 19114
Document No. AWPC-ENG-12-065
FAA APPROVED
Rotorcraft Flight Manual Supplement
For
AgustaWestland AW119MKII
Serial No. ____________
Registration No. ____________
With
GARMIN G1000H CONFIGURATION
This supplement must be attached to the "FAA Approved Rotorcraft

Flight Manual", when the Garmin G1000H Configuration is
incorporated in accordance with STC No. SR03280NY
dated March 27, 2017 .
The information contained herein supplements the information in the
basic Rotorcraft Flight Manual. For Limitations, Procedures, and
Performance information, not contained in this supplement, refer to
the basic Rotorcraft Flight Manual.
FAA Approved: __________________________

for: William Witzig
Manager, Northeast Flight Test Section AIR-711
Federal Aviation Administration
Date: __________________________, Rev. 5

This publication contains information proprietary to AgustaWestland
Philadelphia Corporation. Reproduction and/or resale of the
information or illustrations contained herein is not permitted without
the written approval of AgustaWestland Philadlephia Corporation.
Additional copies of this publication and/or change service may be
obtained through:
AgustaWestland Philadelphia Corp.

Completions & Maintenance Engineering Dept.
3050 Red Lion Road
Philadelphia, PA 19114
215-281-1400
AW119 AW119MKII G1000H RFMS
Part I - List of
Revisions
PART I - LIST OF REVISIONS
REV. PAGE
REMARKS APPROVAL DATE
NO. NO.
Kevin Dowling
for: Gaetano Sciortino
- 1-179 Initial Issue Manager, New York Aircraft 5/23/13
Certification Office
A-1, B-1, B-2,

1-3 thru 1-6,
1-27, 1-29,
STC Amendment Fabio Buttitta
1-30, 1-41
for G1000H soft- for: Gaetano Sciortino
2-14, 2-15,
1 ware version Manager, New York Aircraft 8/25/14
3-11, 3-14,
1705.10 and other Certification Office
3-20, 3-24,
corrections. Federal Aviation Administration
3-34, 3-73,
4-1, 4-2
5-1
Patrick McKernan
A-1, B-1, B-2, Update Hydraulic for: Gaetano Sciortino
2 1-22, 1-38, Pressure Limit, Manager, New York Aircraft 9/18/15
2-17, 3-36 correct typos. Certification Office
A-1, B-1, B-2 Update rate of Patrick McKernan

3-11, 3-13, descent and maxi- for: Gaetano Sciortino
3 3-14, 3-16, mum glide dis- Manager, New York Aircraft 7-28-16
3-18, 4-i, 4-1, tance, correct Certification Office
4-4 typos. Federal Aviation Administration
Kevin Dowling
A-1, B-1, B-2, Kevin Dowling
4 1-4, 2-28, ADS-B out Acting Manager, Northeast 11-02-17
2-42, 2-43 Flight Test Section, AIR-711
FAA Approved __________________________, Rev. 5 Page A-1

Part I - List of
Revisions
PART I - LIST OF REVISIONS (CONT.)
REV. PAGE
REMARKS APPROVAL DATE
NO. NO.
Page B-1 - Title
Page, A-1, A-2, B-
1, & B-2 To: Rev
5. Page B-2, 2-42
& 3-59 To: Rev 5.
Section 2 -
Patrick McKernan
Removed Restric-
A-2, B-1, B-2, for: William Witzig
tive Flight ID Text.
5 2-42, 3-59, Manager, Northeast 9-10-19
Section 3 -
D-1 Flight Test Section, AIR-711
Removed Single
SAS Failure
Repair Before
Flight Text.
Page D-1 - Typo
Corrections C-1 &
D-1 To: Rev 4.
FAA Approved __________________________, Rev. 5 Page A-2

Part I - List of
Effective Pages
PART I - LIST OF EFFECTIVE PAGES

Note
Revised text is indicated by a black vertical
line in the outer margin of the page and the
approval revision number printed at the bot-
tom of the page.
Page Rev. No. Page Rev. No.
Title page 5 1-28 -
A-1 5 1-29 thru 1-30 1

A-2 5 1-31 thru 1-37 -
B-1 5 1-38 2
B-2 5 1-39 thru 1-40 -

i and x - 1-41 1
1-42 -
PART I - FAA Approved
1-i thru 1-vi - 2-i thru 2-ii -

1-1 thru 1-2 - 2-1 thru 2-13 -
1-3 thru 1-6 1 2-14 1
1-4 4 2-15 1
1-5 thru 1-6 1 2-16 -
1-7 thru 1-21 - 2-17 2
1-22 2 2-18 thru 2-27 -

1-23 thru 1-26 - 2-28 4
1-27 1 2-29 thru 2-41 -
FAA Approved __________________________, Rev. 5 Page B-1

Part I - List of
Effective Pages
2-42 5 3-74 -
2-43 4
3-i thru 3-iv - 4-i 3
3-1 thru 3-10 - 4-ii -
3-11 3 4-1 3
3-12 - 4-2 1
3-13 3 4-3 -
3-14 3 4-4 3
3-15 -
3-16 3 5-1 1
3-17 -
3-18 3
3-17 thru 3-19 -
3-20 1
3-21 thru 3-23 -
3-24 1
3-25 thru 3-33 -
3-34 1
3-35 -
3-36 2
3-35 thru 3-58 -
3-59 5
3-60 thru 3-72 -
3-73 1
FAA Approved __________________________, Rev. 5 Page B-2

Table of Contents
TABLE OF CONTENTS
Page
LIST OF REVISIONS.......................................................................A-1
LIST OF EFFECTIVE PAGES .........................................................B-1
TABLE OF CONTENTS ....................................................................... i
INTRODUCTION ................................................................................iii
PART I - FAA APPROVED

SECTION
LIMITATIONS ...................................................................................... 1
NORMAL PROCEDURES .................................................................. 2
EMERGENCY AND MALFUNCTION PROCEDURES ....................... 3
PERFORMANCE DATA ...................................................................... 4
OPTIONAL EQUIPMENT SUPPLEMENTS........................................ 5
PART II - MANUFACTURER’S DATA

Page
LIST OF REVISIONS...................................................................... C-1
LIST OF EFFECTIVE PAGES ........................................................ D-1
SECTION
WEIGHT AND BALANCE ................................................................... 6
SYSTEM DESCRIPTION.................................................................... 7
HANDLING AND SERVICING ............................................................ 8
SUPPLEMENTAL PERFORMANCE INFORMATION......................... 9
FAA Approved __________________________, Rev. - Page i

Table of Contents AW119MKII G1000H RFMS
Document No. AWPC-ENG-12-065 AW119
This Page Intentionally Left Blank
Page ii FAA Approved __________________________, Rev. -

Introduction
INTRODUCTION
This Rotorcraft Flight Manual Supplement has been formated to

include Sections 1, 2 and 3, reprinted here, of the current AW119MKII
RFM:
Rotorcraft Flight Manual for AW119MKII
Document No. 109G0040A017
Issue 1, dated 22 October 2007
Revision 9 dated 1 February 2013
(EASA Approved on behalf of FAA)
The wording show in italic text in this document is from the above
referenced RFM and is unchanged. The changes to the RFM content
are incorporated using block text. Together this document provides
new Limitations, Normal Procedures and Emergency and Malfunction
Procedures Sections that are complete.
The intent of this RFMS formatting was to provide the pilot with a
single source of information for these three Sections. This RFMS
does not replace the RFM but may be used in place of the RFM
(applicable only the revision identified above) for instructions found in
Sections 1, 2 and 3.
Section 4 of this document shows a single change to the RFM Section
4, Performance Data, otherwise see the RFM for all performance
information.
Section 5, 6, 8 and 9 of the RFM are unchanged.
Section 7, System Description, is non-FAA approved manufacturers
information, refer to Section 7 for a description of this RFMS content
with respect to the RFM content.
FAA Approved __________________________, Rev. - Page iii

Introduction AW119MKII G1000H RFMS
GENERAL
It is responsibility of the flight crew to be familiar with the contents of
this manual.
REVISIONS (REISSUES)
This manual is subject to revisions (reissues) which will be automati-
cally distributed to all holders of the manual. It is the responsibility of
the operator to assure that the revisions (reissues) are incorporated
into the manual upon receipt.
At the beginning of the manual there is the “List of Revisions” table
that shows all pages of the manual which have been revised as well
as number and approval reference of each revision.
REVISION SYMBOL
Revised text is indicated by a black vertical line on the outer margin of
the page, adjacent to the affected text and the revision is printed at the
bottom of the page. The revision symbol identifies the addition of new
information, a change of procedure, the correction of an error, or a
rewording of the previous information.
TEMPORARY REVISIONS
No Temporary Revisions will be issued for this document.
Page iv FAA Approved __________________________, Rev. -

Introduction
TERMINOLOGY
WARNINGS, CAUTIONS AND NOTES
WARNING
An operating procedure, practice, etc., which, if not cor-
rectly followed, could result in personal injury or loss of life.
CAUTION
An operating procedure, practice, etc., which, if not strictly

observed, could result in damage to, or destruction of,
equipment.
Note
An operating procedure, condition, etc., which is essential
to highlight.
USE OF PROCEDURAL WORDS

The concept of procedural word usage and intended meaning which
has been adhered to in preparing this RFMS is as follows:
“Shall” or “Must” have been used only when application of a
procedure is mandatory.
“Should” has been used only when application of a procedure is
recommended.
“May” has been used only when application of a procedure is optional.
“Will” has been used only to indicate futurity, never to indicate a
mandatory procedure.
“Condition” has been used to determine if the item under examination
presents external damage which could jeopardize its safe operation.
“Secured” has been used to determine if the item under examination
is correctly locked; mainly referred to doors and disconnectable items.
“Security” has been used to determine if the item under examination
is correctly positioned and installed.
FAA Approved __________________________, Rev. - Page v

ABBREVIATION
The use of capitol letters in the text, apart from normal grammatical
usage indicates the actual wording or marking of indicators, controls
or control positions on the helicopters.
Abbreviations and acronyms used throughout this RFMS are defined
as follows:
— A/C : AirCraft
— a.c. / AC : Alternating current
— ADC : AirData Computer (Pitot-Static computer)
— ADI : Attitude Data Indicator
— AGL : Above Ground Level
— AHRS : Attitude Heading Reference System
— AMU : Audio Management Unit
— AWG : Aural Warning Generator
— A/F : Airframe
— CCW : CounterClockWise
— CG : Center of Gravity
— CW : ClockWise
— d.c. / DC : Direct current
— EDU : Electronic Display Unit
— EEC : Engine Electronic Control
— ELT : Emergency Locator Transmitter
— EMM : Engine Maintenance Manuall
— EMS : Emergency Medical System(s)
— GDC : Garmin airData Computer
— GDL : Garmin Data Link receiver
— GDU : Garmin Display Unit
— GEA : Garmin Engine/Airframe unit
— GIA : Garmin Integrated Avionics unit
Page vi FAA Approved __________________________, Rev. -

Introduction
— GMU : Garmin Magnetometer Unit

— GSC : Garmin Signal Conditioner unit
— GTS : Garmin Traffic avoidance System
— GTX : Garmin Transponder
— GW : Gross Weight
— Hd : Density altitude
— Hp : Pressure Altitude
— HSI : Horizontal Situation Indicator
— IAS : Indicated AirSpeed
— IBF : Inlet Barrier Filter
— ICS : InterCommunication System
— I.D.S. : Integrated Display System
— IGE : In Ground Effect
— IND : INDicator
— ISA : International Standard Atmosphere
— ITT : Inter-Turbine Temperature
— KCAS : Knots Calibrated AirSpeed
— KIAS : Knots Indicated AirSpeed
— LH : Left hand
— MAN : MANual override system
— MCL : Master Caution Light
— MCP : Maximum Continuous Power
— MEC : MEChanical
— MFD : MultiFunction Display
— MFR : ManuFactureR
— MGB : Main Gear Box
— MWL : Master Warning Light
— N1 : Gas generator speed
— N2 : Power turbine speed
— NR : Rotor speed
FAA Approved __________________________, Rev. - Page vii

— OAT : Outside Air Temperature
— OGE : Out of Ground Effect
— PFD : Primary Flight Display
— PLA : Power Lever Angle (throttle)
— QTY : QuantiTY
— RFM : Rotorcraft Flight Manual
— RFMS : Rotorcraft Flight Manual Supplement
— RH : Right Hand
— RMI : Radio Magnetic Indicator
— ROC : Rate Of Climb in ft/min
— RPM : Revolutions Per Minute
— SAS : Stabilization Augmentation System
— STBY : STandBY
— TAS : True AirSpeed in knots
— TAS : Traffic Avoidance System
— TOP : Take-Off Power
— TQ : Engine TorQue
— TRNG : TRainiNG
— VFR : Visual Flight Rules
— VHF : Very High Frequency
— VNE : Velocity Never Exceed
— VSI : Vertical Speed Indicator
— VY : Best rate of climb speed
— Xfer : Transfer
— XPDR : Transponder
— WCA : Warning Caution Advisory
— WX : Weather
Page viii FAA Approved __________________________, Rev. -

Introduction
Figure 1. Helicopter - Three views
FAA Approved __________________________, Rev. - Page ix

Page x FAA Approved __________________________, Rev. -

Part I
PART I
FAA APPROVED
Section 1
Limitations
SECTION 1
LIMITATIONS
TABLE OF CONTENTS
Page
GENERAL ....................................................................................... 1-1

BASIS OF CERTIFICATION ........................................................... 1-1
TYPE OF OPERATION ................................................................... 1-1
FLIGHT CREW ................................................................................ 1-1
NUMBER OF SEATS ...................................................................... 1-1
AIRSPEED LIMITATIONS (IAS) ..................................................... 1-2
FLIGHT WITH PASSENGER CABIN DOORS OPEN OR RE-
MOVED....................................................................................... 1-2
GROUND SPEED LIMITATIONS .................................................... 1-2
G1000H DISPLAY SYSTEM LIMITATIONS.................................... 1-3
SYSTEM SOFTWARE................................................................ 1-3
PILOT’S GUIDE .......................................................................... 1-3
EQUIPMENT............................................................................... 1-3
HTAWS LIMITATIONS..................................................................... 1-4
TRAFFIC AVOIDANCE SYSTEM (TAS) LIMITATIONS.................. 1-4
DATALINK (XM) WEATHER LIMITATIONS ................................... 1-4
SLOPE TAKE-OFF AND LANDING LIMITATIONS........................ 1-7
WEIGHT LIMITATIONS................................................................... 1-7
CENTER OF GRAVITY LIMITATIONS ........................................... 1-7
FAA Approved _________________________, Rev. - Page 1-i

Section 1
Limitations
AW119MKII G1000H RFMS
ALTITUDE LIMITATIONS..............................................................1-12
AMBIENT AIR TEMPERATURE LIMITATIONS ...........................1-12
POWER PLANT LIMITATIONS.....................................................1-13
GAS GENERATOR SPEED (N1)..............................................1-13
POWER TURBINE SPEED (N2)...............................................1-13
INTER-TURBINE TEMPERATURE (ITT) .................................1-14
ENGINE TORQUE (TQ)............................................................1-14
ROTOR LIMITATIONS (NR)..........................................................1-15
POWER-ON ..............................................................................1-15
POWER-OFF ............................................................................1-15
FUEL SYSTEM LIMITATIONS ......................................................1-16
FUEL PRESSURE ....................................................................1-16
ENGINE LUBRICATION SYSTEM LIMITATIONS ........................1-17
OIL PRESSURE........................................................................1-17
OIL TEMPERATURE ................................................................1-17
MAIN TRANSMISSION LUBRICATION SYSTEM LIMITATIONS 1-19
OIL PRESSURE........................................................................1-19
OIL TEMPERATURE ................................................................1-19
TAIL ROTOR GEARBOX LUBRICANT LIMITATIONS.............1-20
ENGINE STARTER LIMITATIONS................................................1-21
GENERATOR LOAD LIMITATIONS .............................................1-21
HYDRAULIC SYSTEM LIMITATIONS ..........................................1-22
FLUID PRESSURE ...................................................................1-22
APPROVED FLUIDS ................................................................1-22
MISCELLANEOUS LIMITATIONS ................................................1-23
ENGINE CONTROL SYSTEM LIMITATIONS ..........................1-23
BAGGAGE COMPARTMENT LIMITATIONS ...........................1-23
INSTRUMENT MARKINGS ...........................................................1-24
Page 1-ii FAA Approved _________________________, Rev. -

Section 1
Limitations
FLIGHT DISPLAY ......................................................................... 1-25

PRIMARY FLIGHT DISPLAY (PFD) ......................................... 1-25
MULTI FUNCTION DISPLAY (MFD) ........................................ 1-27
PLACARDS ................................................................................... 1-41
FAA Approved _________________________, Rev. - Page 1-iii

Section 1
Limitations
LIST OF FIGURES
Page
1.1 Airspeed Limitation - VNE (power on/off) ............................1-5

1.2 Weight and Longitudinal CG Envelope
(metric units) .......................................................................1-8
1-3 Weight and Longitudinal CG Envelope
(imperial units) ....................................................................1-9
1-4 Weight and Lateral CG Envelope
(metric units) .....................................................................1-10
1-5 Weight and Lateral CG Envelope
(imperial units) ..................................................................1-11
1-6 Primary Flight Display .......................................................1-26
1-7 Multi Function Display (Map Format) ................................1-28
1-8 Multi Function Display (EIS - ENGINE PAGE Format) .....1-29
1-9 Airspeed indicator ..............................................................1-30
1-10 Power Turbine Speed (N2) ...............................................1-31
1-11 Rotor Speed (NR) .............................................................1-32
1-12 Torque (TRQ) ....................................................................1-33
1-13 Inter Turbine Temperature (ITT) .......................................1-34
1-14 Gas Generator Speed (N1) ...............................................1-35
1-15 Engine oil (pressure and temperature) ..............................1-36
1-16 Transmission oil (pressure and temperature) ...................1-37
1-17 Hydraulic pressure ............................................................1-38
1-18 Ammeter/Voltmeter ...........................................................1-39
1-19 Fuel pressure ....................................................................1-40
1-20 Placards in Clear View of the Pilot ....................................1-41
Page 1-iv FAA Approved _________________________, Rev. -

Section 1
Limitations
LIST OF TABLES
Page
1-1. Approved fuel..................................................................... 1-16

1-2. Approved lubricating oils.................................................... 1-18
FAA Approved _________________________, Rev. - Page 1-v

Section 1
Limitations
Page 1-vi FAA Approved _________________________, Rev. -

Section 1
Limitations
SECTION 1
LIMITATIONS
GENERAL
Compliance with the operating limitations in section 1 of this manual is
mandatory.
The helicopter must also be operated in accordance with the appropri-
ate operating rules.
BASIS OF CERTIFICATION
The helicopter is certified under JAR 27 Small Rotorcraft Category,
with the exemption of a limited number of paragraphs for which com-
pliance has been demonstrated with CS 27 and FAR part 27.
TYPE OF OPERATION
This helicopter is approved for day and night VFR operation, in non-
icing condition.
No aerobatic maneuvers are permitted.
FLIGHT CREW
The minimum flight crew consists of one pilot who shall operate the
helicopter from the right crew seat.
NUMBER OF SEATS
Eight (pilot included).
FAA Approved _________________________, Rev. - Page 1-1

Section 1
Limitations
AIRSPEED LIMITATIONS (IAS)
VNE (Power-ON/OFF).................................................. : See Figure 1-1
Minimum airspeed in autorotation

(without close external references) ........................................: 60 KIAS
Maximum airspeed with torque between

100 and 108.5% (take-off power range).................................: 75 KIAS
FLIGHT WITH PASSENGER CABIN DOORS OPEN OR REMOVED
VNE with one or both doors open or removed ........................: 85 KIAS
VNE during doors opening and closing operation...................: 70 KIAS
Note
When passenger cabin doors are open or removed check
the Weight and Balance of the helicopter.
GROUND SPEED LIMITATIONS
Maximum forward speed at touchdown

after engine failure..................................................................... : 50 kts
Page 1-2 FAA Approved _________________________, Rev. -

Section 1
Limitations
G1000H DISPLAY SYSTEM LIMITATIONS
SYSTEM SOFTWARE
The G1000H system must incorporate System Software Version

1705.10, or later approved revision. Software version is displayed in
upper right corner on MFD power up splash screen and on the MFD
AUX System Status page.
PILOT’S GUIDE
G1000H Integrated Flight Deck Pilot’s Guide for the AgustaWestland

AW119, P/N 190-01514-01 Rev. A, must be immediately available to
the flight crew.
EQUIPMENT
PFD and MFD must be operating prior to dispatch.

(The use of the Training Mode, TRNG MODE switch to ON, is allowed
for pilot training only, for all other flight operations the switch is to be
OFF.)
Â£Þ pÞhÞ W8GbÞ

FAA Approved _________________________, Rev. 1 Page 1-3
Section 1
Limitations
HTAWS LIMITATIONS
Maneuvers based on HTAWS display or warnings are prohibited,
visual contact with the ground and obstructions is required. The
HTAWS is an aid to terrain and obstacle awareness only.
TRAFFIC AVOIDANCE SYSTEM (TAS) LIMITATIONS

This is an optional feature.
Maneuvers based on traffic display are prohibited, visual contact with
the traffic is required. The TAS is an aid to the see and avoid method.
DATALINK (XM) WEATHER LIMITATIONS

This is an optional feature.
Datalink (XM) weather is for supplemental use only.
ADS-B OUT LIMITATIONS

The ADS-B Out system has been shown to meet the equipment
requirements of 14 CFR 91.227.
Page 1-4 FAA Approved _________________________, Rev. 4

Document no. AWPC-ENG-12-065
Section 1
Limitations
20000
18000
00
16000 150
00
1 0
4
14000 00
1 0
3
00
120
12000
OA
00
110
TL
00
100
IM
10000 0
900
IT
DENSITY ALTITUDE - FEET
0
8000 800
0
700
0
6000 600
0
500
OAT LIMIT
0
4000 4 0
0
0
300
0
2000 200
0
100
0 0
T
FEE
E-
-2000 TITUD -10
00
L
EA
UR
ESS
-4000 PR
-6000
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120
-30 -20 -10 0 10 20 30 40 50 100 110 120 130 140 150 160
OUTSIDE AIR TEMPERATURE - °C INDICATED AIRSPEED - KNOTS
109G0290T149/2 ISSUE A ICN-19-A-151000-G-A0126-00003-A-01-1
Figure 1-1. Airspeed Limitation - VNE (power on/off)

FAA Approved __________________________, Rev. 1 Page 1-5
Section 1
Limitations

Page 1-6 FAA Approved _________________________________, Rev. 1
Section 1
Limitations
SLOPE TAKE-OFF AND LANDING LIMITATIONS
Nose-up operations.................................................................. : 12 deg
Side-up operations................................................................... : 10 deg
Nose-down operations ............................................................... : 2 deg
WEIGHT LIMITATIONS
Maximum Gross Weight......................................... : 2850 kg (6283 lb).
Minimum Gross Weight for flight ............................ : 1725 kg (3803 lb).
CENTER OF GRAVITY LIMITATIONS
Longitudinal CG limits .................................. : See Figures 1-2 and 1-3
Lateral CG limits .......................................... : See Figures 1-4 and 1-5
Note
In some loading conditions the longitudinal limitation (aft
limit) can be exceeded. Refer to Section 6 for loading
instructions.
42

Section 1
Limitations
3200
3000 3392
2850
2800
2600
2531
2400
2200
2160
2000 3284
1812
1800 Minimum
1725 flying
weight
3457
1600 3528 3580
1400
3200 3300 3400 3500 3600 3700
Note
Longitudinal Station ”0” is 1785 mm forward of the front
jack point.
Figure 1-2. Weight and Longitudinal CG Envelope

(metric units)

Section 1
Limitations
7000
133.5 140.9
6500
6283
6000 129.3
5580
5500
5000
4762
4500
4000 3995
Minimum
3803 flying
weight
136.1
3500
138.9
3000
127 129 131 133 135 137 139 141 143 145
Note
Longitudinal Station “0” is 70.2 in forward of the front jack
point.
Figure 1-3. Weight and Longitudinal CG Envelope

(imperial units) 42

Section 1
Limitations
3200
3000 -53 53
2850
2800
2600
2450 2450
2400
2200
2000
1800 Minimum
1725 1725 flying
weight
1600
-60 60
1400
-100 -80 -60 -40 -20 0 20 40 60 80 100
Note
Lateral Station “0” is 450 mm inboard from each main jack
point and coincides with the helicopter longitudinal plane
of symmetry.
Figure 1-4. Weight and Lateral CG Envelope

(metric units)

Section 1
Limitations
7000
-2.1 2.1
6500
6283
6000
5500
5401 5401
5000
4500
4000
Minimum
3803 3803 flying
weight
3500 -2.4 2.4
3000
-4 -3 -2 -1 0 1 2 3 4
Note
Lateral Station “0” is 17.7 in inboard from each main jack
point and coincides with the helicopter longitudinal plane
of symmetry.
Figure 1-5. Weight and Lateral CG Envelope

(imperial units) 42

Section 1
Limitations
ALTITUDE LIMITATIONS
Maximum operating altitude ......................... : 15000 ft (4572 m) Hp1-7
AMBIENT AIR TEMPERATURE LIMITATIONS
Refer to Figure 1-1.

Section 1
Limitations
POWER PLANT LIMITATIONS

The helicopter is powered by a Pratt & Whitney Canada PT6B-37A
Build Specification 1242 turboshaft engine.
GAS GENERATOR SPEED (N1)
Minimum ...................................................................................... : 51%
Cautionary (autorotation only)............................................. : 51 to 60%
Continuous operation..................................................... : 60 to 100.1%
Take-off (5 minutes) .................................................. : 100.1 to 103.2%
Maximum take-off (5 minutes) ................................................ : 103.2%
Transient (30 seconds) ........................................................... : 103.8%
Note
Transient must not be used intentionally.
POWER TURBINE SPEED (N2)
Minimum ...................................................................................... : 95%
Cautionary......................................................................... : 95 to 101%
Continuous operation...................................................... : 101 to 103%
Maximum ................................................................................... : 103%
Transient (10 seconds) .............................................................. : 108%
Note
42

Section 1
Limitations
INTER-TURBINE TEMPERATURE (ITT)
Maximum continuous ............................................................... : 755 °C
Take-off (5 minutes) ...................................................... : 755 to 810 °C
Maximum take-off (5 minutes).................................................. : 810 °C
Transient (5 seconds)............................................................... : 860 °C
Maximum unlimited at starting ................................................. : 870 °C
Transient at starting................................................................ : 1090 °C

two seconds between 980 °C and 1090 °C.
Note
A linear variation applies above 870 °C, ten seconds,
and 980 °C, two seconds.
Note
ENGINE TORQUE (TQ)
Maximum continuous .................................................................: 100%
Take-off (5 minutes) .....................................................: 100 to 108.5%
Maximum take-off (5 minutes).................................................: 108.5%
Transient (6 seconds)................................................................. : 115%
Note

Section 1
Limitations
ROTOR LIMITATIONS (NR)
POWER-ON
Minimum ...................................................................................... : 95%
Cautionary......................................................................... : 95 to 101%
Continuous operation...................................................... : 101 to 103%
Maximum ................................................................................... : 103%
Transient (10 seconds) .............................................................. : 108%
Note
POWER-OFF
Transient (10 seconds) ................................................................ : 80%
Minimum ...................................................................................... : 90%
Continuous operation........................................................ : 90 to 110%
Maximum ................................................................................... : 110%
42

Section 1
Limitations
FUEL SYSTEM LIMITATIONS
FUEL PRESSURE
Cautionary............................................................................ : 0 to 7 psi
Continuous operation ......................................................... : 7 to 25 psi
Maximum................................................................................... : 25 psi
Table 1-1. Approved fuel
Type Specification
JET A ASTM D1655
JET A-1 ASTM D1655
JP-5 (*) MIL-T-5624
JP-8 (*) MIL-T-83133
(*) Contains fuel system icing inhibitor (FSII) (for JP-8, MIL-T-83133C
allows two grades. The grade meeting NATO code F-34 has FSII while
the grade meeting code F-35 has no FSII without prior agreement).
Note
Any mixture of approved fuels may be used.
Note
For operation below 4 °C the use of anti-ice additive is
authorized but not mandatory since the engine oil system
is provided with an oil-to-fuel heater where, depending
upon the temperature of the fuel, the engine oil is utilized
to preheat the fuel. For additive requirements and blending
procedures refer to EMM.

Section 1
Limitations
ENGINE LUBRICATION SYSTEM LIMITATIONS
OIL PRESSURE
Minimum ....................................................................................: 40 psi
Cautionary (with N1 < 72%) ..............................................: 40 to 80 psi
Continuous operation...................................................... : 80 to 110 psi
Maximum ................................................................................. : 110 psi
Note
During cold starting conditions the oil pressure can tempo-
rarily exceed 110 psi; it reduces as oil temperature
increases.
OIL TEMPERATURE
Minimum OAT for starting ........................................... : See Figure 1-1
Continuous operation...................................................... : 10 to 115 °C
Maximum ................................................................................. : 115 °C
Transient (5 minutes with N1 at 61 ± 1%) ................................ : 127 °C
42

Section 1
Limitations
Table 1-2. Approved lubricating oils
Designation Specification
BP Turbo Oil 2380 MIL-PRF-23699
Mobil Oil Jet II MIL-PRF-23699
Aeroshell Turbine Oil 500 MIL-PRF-23699
Turbonycoil 525-2A PWA 521
Royco Turbine Oil 500 MIL-PRF-23699
Castrol 5000 MIL-PRF-23699
Oils limited to ambient temperature above -40 °C (-40 °F).
Note
Mixing of oils of different brands, types and manufacturers
is prohibited.

Section 1
Limitations
MAIN TRANSMISSION LUBRICATION SYSTEM

LIMITATIONS
OIL PRESSURE
Minimum ....................................................................................: 30 psi
Continuous operation........................................................: 30 to 55 psi
Cautionary.........................................................................: 55 to 70 psi
Maximum ...................................................................................: 70 psi
OIL TEMPERATURE
Minimum OAT for starting ........................................... : See Figure 1-1
Continuous operation........................................................ : 0 to 115 °C
Maximum ................................................................................. : 115 °C
Mobil Oil Jet 254 MIL-PRF-23699
Aeroshell Turbine Oil 555 DOD-L-85734
Oils limited to ambient temperature above -40 °C (-40 °F)
Note
is prohibited.
42

Section 1
Limitations
TAIL ROTOR GEARBOX LUBRICANT LIMITATIONS
Mobil Oil Jet 254 MIL-PRF-23699
Aeroshell Turbine Oil 555 DOD-L-85734
Oils limited to ambient temperature above -40 °C (-40 °F)
Note
is prohibited.

Section 1
Limitations
ENGINE STARTER LIMITATIONS

The engine starter duty cycle is the following:
On battery
— 40 seconds on, 60 seconds off
— 40 seconds on, 30 MINUTES off
With external power

— 25 seconds on, 30 MINUTES off
GENERATOR LOAD LIMITATIONS
Continuous operation..........................................................: 0 to 200 A
Maximum ...................................................................................: 200 A
Transient (5 seconds) ................................................................: 300 A
42

Section 1
Limitations
HYDRAULIC SYSTEM LIMITATIONS
FLUID PRESSURE
Minimum................................................................................ : 1200 psi
Cautionary................................................................ : 1200 to 1400 psi
Continuous operation ............................................... : 1400 to 1600 psi
Maximum............................................................................... : 1600 psi
APPROVED FLUIDS
The following hydraulic fluids are approved:
MIL-PRF-5606
MIL-PRF-83282.
Note
Mixing of fluids of different types is prohibited.
When changing type of oil, the hydraulic system
must be drained and completely flushed.

Section 1
Limitations
MISCELLANEOUS LIMITATIONS
ENGINE CONTROL SYSTEM LIMITATIONS
The primary mode of operation of the engine control system is the

electronic engine control (EEC).
The mechanical mode of operation (MEC) is to be used only in emer-
gency when the EEC is failed or for training purposes.
BAGGAGE COMPARTMENT LIMITATIONS
Maximum load............................................................. : 150 kg (330 lb)
Note
Refer to Section 6, Weight and Balance, for load distribu-
tion.
Maximum unit load........................................ : 500 kg/m2 (102 lb/sq ft)
42

Section 1
Limitations
INSTRUMENT MARKINGS
Instruments are marked as follows:
Maximum/Minimum operating limits ............................. : Red radial line
Safe operating range........................................................... : Green arc
Take-off and cautionary range.............................................: Yellow arc
Transient limit ..........................................................................: Red “T”

Section 1
Limitations
FLIGHT DISPLAY
PRIMARY FLIGHT DISPLAY (PFD)
The only display mode is:

— PFD format
The PFD format presents the following information
(refer to Figure 1-6):
— Artificial horizon (pitch and roll attitude)
— Heading (HSI / RMI)
— Airspeed
— Barometric altitude
— Vertical speed
— CAS list
— Radar altimeter height AGL
— NR / N2 (EIS strip)
— TRQ (EIS strip)
— ITT (EIS strip)
— N1 (EIS strip, digital readout only)
— Fuel quantity (EIS strip, digital readout only)
— COMM / NAV information
— Minimap inset
— OAT, G/S, Time windows
42

Section 1
Limitations
Figure 1-6. Primary Flight Display
Note
The color logic of needles, labels and digital readouts for
the dial instruments depends on the color of marking band
pointed to by the needle:
- White, when pointing at a green band;
- Amber, when pointing at an amber band;
- Red, when pointing at a red band.

Section 1
Limitations
MULTI FUNCTION DISPLAY (MFD)
The display modes are:

— MAP format
— EIS / ENGINE PAGE format
— NAVIGATION / FMS formats
— REVERSIONARY format.
The MFD format (default) presents the following information
(refer to Figure 1-7):
— Engine oil pressure and temperature (EIS strip)
— Transmission oil pressure and temperature (EIS strip)
— Hydraulic pressures (EIS strip)
— Fuel pressure (EIS strip, digital readout only)
— DC ammeter (EIS strip, digital readout only)
— DC voltmeter (EIS strip, digital readout only)
— COMM / NAV / GPS information
— Navigation information.
The EIS / ENGINE PAGE format (displayed at engine starting and,
automatically, in autorotation) presents the full set of engine instru-
ments and airframe systems instruments with dial layout (refer to Fig-
ures 1-8). During the start sequence “START” advisory is display on
N1 gauge and “IGN” is displayed on ITT gauge, these are duplicates
of the advisories shown in the CAS window on the PFD (refer to Fig-
ure 1-8A).
This format is also accessible in hands-on condition using the ENG
PAGE button on the cyclic grip.
The NAVIGATION/FMS format presents information relevant to navi-
gation and flight planning tasks.
The REVERSIONARY format, only available (automatically) when the
Primary Flight Display fails, or is turned off, is the same as the PFD
format.
42

Section 1
Limitations
Figure 1-7. Multi Function Display (Map Format)

Section 1
Limitations
Figure 1-8. Multi Function Display (EIS - ENGINE PAGE Format)
Figure 1-8A. Engine Page ITT and N1 during start

44

Section 1
Limitations
Figure 1-9. Airspeed indicator
Note
VNE red line is adaptive and changes with altitude and tem-
perature according to airspeed limitations chart. (Fig. 1-1)

Section 1
Limitations
Figure 1-10. Power Turbine Speed (N2)
42

Section 1
Limitations
Figure 1-11. Rotor Speed (NR)

Section 1
Limitations
Figure 1-12. Torque (TRQ)
42

Section 1
Limitations
Figure 1-13. Inter Turbine Temperature (ITT)

Section 1
Limitations
Figure 1-14. Gas Generator Speed (N1)
42

Section 1
Limitations
Figure 1-15. Engine oil (pressure and temperature)

Section 1
Limitations
Figure 1-16. Transmission oil (pressure and temperature)
42

Section 1
Limitations
Figure 1-17. Hydraulic pressure

Section 1
Limitations
Figure 1-18. Ammeter/Voltmeter
42

Section 1
Limitations
Figure 1-19. Fuel pressure

Section 1
Limitations
PLACARDS
Figure 1-20. (sheet 1 of 2). Placards in Clear View of the Pilot 42

Section 1
Limitations
Figure 1-20. (sheet 2 of 2). Placards in Clear View of the Pilot

Section 2
Normal Procedures
SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
INTRODUCTION ............................................................................. 2-1

FLIGHT PLANNING ........................................................................ 2-2
COLD WEATHER OPERATIONS................................................... 2-2
PRE-FLIGHT CHECK...................................................................... 2-2
PILOT’S DAILY PRE-FLIGHT CHECK ....................................... 2-4
PILOT’S PRE-FLIGHT CHECK ................................................ 2-11
ENGINE PRE-START CHECK ...................................................... 2-13
STARTING PROCEDURE............................................................. 2-20
ENGINE START ....................................................................... 2-20
DRY MOTORING RUN............................................................. 2-24
SYSTEMS CHECK ........................................................................ 2-25
HYDRAULIC SYSTEMS ........................................................... 2-25
FUEL SYSTEM ......................................................................... 2-26
ELECTRICAL A.C. SYSTEM .................................................... 2-27
MISCELLANEOUS ................................................................... 2-28
HELIPILOT SYSTEM................................................................ 2-30
BEFORE TAKE-OFF ..................................................................... 2-31
TAKE-OFF AND CLIMB ................................................................ 2-32
IN FLIGHT ..................................................................................... 2-33
ADVERSE WEATHER CONDITIONS ...................................... 2-34
FAA Approved __________________________, Rev. - Page 2-i

Section 2
Normal Procedures
Page
APPROACH AND LANDING ........................................................2-35

SHUTDOWN ..................................................................................2-36
POST FLIGHT CHECK..................................................................2-37
ADVISORIES .................................................................................2-38
ADVISORY MESSAGES ..........................................................2-39
HTAWS ALERTS (ADVISORY ONLY) .....................................2-40
HTAWS STATUS ANNUNCIATIONS ......................................2-41
LIST OF FIGURES
Page
2-1. Pre-flight Check Sequence ..................................................2-3
LIST OF TABLES
Page
2-1. Table of CAS Advisory messages (green).........................2-39

2-2. Table of HTAWS Advisory and Status Alerts.....................2-40
Page 2-ii FAA Approved __________________________, Rev. -

Section 2
Normal Procedures
SECTION 2
NORMAL PROCEDURES
INTRODUCTION
This section contains instructions and procedures for operating the
helicopter from the planning stage, through actual flight conditions, to
securing the helicopter after landing.
Normal and standard conditions are assumed in these procedures.
Pertinent data in other sections is referenced when applicable.
The instructions and procedures contained herein are written for the
purpose of standardization and are not applicable to all situations.
The minimum and maximum limits, and the normal and cautionary
operating ranges for the helicopter and its subsystems are indicated
by instrument markings and placards. Refer to Section 1 for a detailed
explanation of each operating limitation.
Each time an operating limitation is exceeded, a malfunction or an
emergency occurs, an appropriate entry shall be made in the logbook
(helicopter, engine, etc.). The entry shall state which limit was
exceeded, the duration of time, the extreme value attained, and any
additional information essential in determining the maintenance action
required.
FAA Approved __________________________, Rev. - Page 2-1

Section 2
Normal Procedures
FLIGHT PLANNING
Each flight should be adequately planned to ensure safe operations
and to provide the pilot with the data to be used during flight.
Essential data, and performance information should be compiled as
follows:
— check type of mission to be performed and destination;
— select appropriate performance charts to be used from Section 4;
— review the appropriate Appendices of this Rotorcraft Flight Manual
for the optional equipment(s) installed.
Ascertain proper weight and balance of the helicopter as follows:
— consult Section 6 - Weight and Balance;
— ascertain weight of fuel, oil, payload, etc;
— compute take-off and anticipated landing gross weights;
— check helicopter center of gravity (CG) locations;
— check that the weight and CG limitations in Section 1 are not
exceeded.
COLD WEATHER OPERATIONS

The battery should be stored in a warm place during prolonged
helicopter inactivity. Engine starting with a cold, fully charged battery
was demonstrated down to an OAT of -10 °C.
PRE-FLIGHT CHECK
Pre-flight checks are intended as those checks to be performed by the
pilot in order to ascertain that the helicopter is flightworthy and
adequately equipped.
They are therefore not meant as detailed mechanical inspections, but
as a guide to check the condition of the helicopter.
Passengers should be briefed on relevant operational procedures and
associated hazards.
Page 2-2 FAA Approved __________________________, Rev. -

Section 2
Normal Procedures
2 5
7
6
1
ICN-19-A-152000-G-A0126-00001-A-01-1
AREA N°1: Helicopter nose

AREA N°2: Fuselage - RH side
AREA N°3: Tail boom - RH side
AREA N°4: Fins, 90° gearbox, tail rotor, tail skid
AREA N°5: Tail boom - LH side
AREA N°6: Fuselage - LH side
AREA N°7: Cabin interior
Figure 2-1. Pre-flight Check Sequence

Section 2
Normal Procedures
PILOT’S DAILY PRE-FLIGHT CHECK
(First flight of the day)

The following procedure outlines the pilot walk-around and interior
checks (see figure 2-1).
Main and tail rotor tie-downs (if :- Removed.

present)
Area N°1 (Helicopter Nose)

Nose exterior :- Condition.
Landing lights :- Condition.
Nose compartment access door :- Open.
Battery :- Secured; connectors secured.
Electrical/avionic equipment :- Secured.
Nose compartment access door :- Secured; fastener security pin

out.
Area N°2 (Fuselage - RH side)

Lateral panel, windshield and roof :- Condition and cleanliness.
transparent panel
Windshield wiper :- Condition.
(if installed)
External power receptacle :- Door secured.
OAT probe :- Condition.
Pilot door, window and, if :- Condition, cleanliness, security

installed, sliding window. and correct operation of locking
mechanism.
Sliding window closed.
Pitot tube/static ports :- Cover removed; condition and
obstructions.

Section 2
Normal Procedures
Fuselage exterior :- Condition.
Ventilation air intake :- Free of obstructions.
Passenger door, window and, if :- Condition, cleanliness and

installed, sliding window. security. Sliding window
closed.
Passenger door lock :- Check.
Passenger door jettison window :- Security of window and seal

retainer.
Check red strap secured.
Drain and vent lines :- Leaks.
Landing gear skid and attach- :- Condition.

ments
Fuel filler cap :- Secured.
Servo hydraulic system valves :- Leaks and bypass indication

and filters group (red button out: filter clogged).
Door secured.
Hydraulic system reservoirs :- Correct oil level, filler caps
secured.
Quick-disconnect return lines
secured. Door secured.
Main rotor head and blades :- Condition.
In cold weather check for the
removal of snow, frost or ice.
Turn the rotor by hand at least
once before start-up.
Main rotor dampers :- Check for correct fluid level.
Main rotor pitch change links :- Condition and security.
Upper anticollision light :- Condition.
Servo actuator :- Condition and leaks.
Main transmission and accesso- :- Condition and leaks.

ries (visible area)

Section 2
Normal Procedures
Transmission external oil filter :- Bypass indication (red button
out: filter clogged).
Door secured.
Engine upper and RH air intake :- Covers removed; foreign mat-
screens and plenum chamber ter and condition.
Engine oil :- Correct level and cap secured.
Engine area :- Leaks of fuel and/or oil.
Engine to transmission drive shaft :- Condition.

Engine cowling :- Condition; secured.
Engine exhaust duct :- Cover removed; condition.
Cowlings and fairings :- Condition and secured.
Access doors :- Secured.
Area N°3 (Tailboom - RH side)

Tail boom exterior :- Condition.
Lower anti-collision light :- Condition.
Antenna(s) :- Condition.
Stabilizer and protective fairing :- Condition and security.
Navigation light :- Condition.

Section 2
Normal Procedures
Area N°4 (Fins, 90° gearbox, tail rotor and tail skid)
Exterior :- Condition.
Tail skid :- Condition and security.
Tail rotor (90°) gearbox :- Check oil level.

Check for leaks.
Filler cap secured.
Tail navigation light :- Condition.
Tail rotor hub and blades :- Condition, security and free-

dom of flapping.
Tail rotor pitch change mecha- :- Condition and secured.
nism
Area N°5 (Tail boom - LH side)

Tail boom exterior :- Condition.
Stabilizer and protective fairing :- Condition and security.
Navigation light :- Condition.
Antenna(s) (if installed) :- Condition.
Tail rotor drive shaft bearing :- Condition.
Tail rotor drive shaft dampers :- Condition.
Tail rotor drive fairing :- Secured.

Section 2
Normal Procedures
Area N°6 (Fuselage - LH side)
Tail rotor servo actuator (inside :- Condition and leaks.
baggage compartment)
Baggage compartment :- Cargo properly secured.
Door secured.
Fuselage exterior :- Condition.
Drain and vent lines :- Leaks.
Oil cooler rear end :- Foreign matter.
Transmission to fan shaft :- Condition and security.
Engine area :- Leaks of fuel and/or oil.
Engine oil filter :- Check for bypass indication
(button out: filter clogged).
Engine cowling :- Condition; secured.
Engine exhaust duct :- Cover removed; condition.
Main rotor head and blades :- Condition.
Main rotor dampers :- Check for correct fluid level.
Main rotor pitch change links :- Condition and security.
Main rotor servo actuators :- Condition and leaks.
Door secured.
Main transmission and accesso- :- Condition and leaks.
ries (visible area)
Transmission :- Filler cap secured.
Transmission oil :- Correct level.
Door secured.
Engine LH air intake screen and :- Cover removed; foreign matter,
plenum chamber and condition.

Section 2
Normal Procedures
Cowlings and fairings :- Condition and secured.
Landing gear skid and attach- :- Condition and security.

ments
LH and RH fuel sumps or (if :- Drain.
installed and d.c. power con-
nected) fuel drain valve #1 (#2)
switch
Roof transparent panel, wind- :- Condition and cleanliness.
shield and lateral panel
Windshield wiper (if installed) :- Condition.
Passenger door, window and, if :- Condition, cleanliness and

installed, sliding window. security. Sliding window
closed.
Passenger door lock :- Check.
Passenger jettison window :- Security of window and seal

retainer.
Check red strap secured.
Co-pilot door, window and, if :- Condition, cleanliness, security
mechanism.
Check following systems for correct operation (connect d.c. electrical
power supply):
- navigation and anticollision lights;
- landing lights.
Disconnect the d.c. electrical power supply.

Section 2
Normal Procedures
Area N° 7 (Cabin interior)
Cabin interior :- Security of equipment and
cargo.
Note
Operation with passenger sliding doors open or removed
requires the removal or securing of all cabin equipment.
First aid kit (if installed) :- Security and contents on
board.
Cabin fire extinguisher (if :- Security.
installed)
Co-pilot door jettison handle and :- Correct position.
safety latch
Co-pilot safety belt and inertia :- Condition and belt fastened if
reel seat is unoccupied.
Pilot door jettison handle and :- Correct position.

safety latch
Pilot safety belt and inertia reel :- Condition.
Relay box circuit breakers :- IN.
Pilot flight controls :- Condition and security.
Cockpit display system (PFD, :- Check configuration SD cards

MFD) properly engaged.
Pilot door, window and, if :- Condition, cleanliness, security

mechanism.

Section 2
Normal Procedures
PILOT’S PRE-FLIGHT CHECK
(Every flight)
Main and tail rotors tie-downs :- Removed.

Nose compartment access door :- Condition; latched.
RH side, windshield and roof :- Condition and cleanliness.
transparencies
Pitot tube/static ports :- Cover removed free of obstruc-
tions.
RH side crew/passenger doors :- Condition, hinges and latches.
Sliding windows (if installed)
closed.
RH forward fuselage :- Condition.
RH landing gear skid assembly :- Condition.
Fuel filler cap :- Secured.
Main rotor blades :- Condition and cleanliness.
Main rotor dampers :- Correct fluid level.
RH engine air intake :- Cover removed free of obstruc-
tions.
RH engine exhaust :- Cover removed.
RH side access panels :- Closed and secured.
RH aft fuselage :- Condition.
RH horizontal stabilizer/fairing :- Condition and security.
Vertical fins/tail skid :- Condition and security.
Tail rotor gearbox :- Correct oil level.
Tail rotor blades and hub :- Condition, cleanliness and
security.
LH horizontal stabilizer/fairing :- Condition and security.

Section 2
Normal Procedures
Tail rotor drive shaft cover :- Closed and latches secured.
LH aft fuselage :- Condition.
Antenna(s) (if installed) :- Condition.
Baggage compartment :- Baggage secured; door
latched.
LH engine exhaust :- Cover removed.
LH engine air intake :- Cover removed; free of
obstructions.
Transmission oil :- Correct level.
LH landing gear skid :- Condition.
assembly
LH side access panels :- Closed and secured.
LH side crew/passenger doors :- Condition, hinges and latches.
Sliding windows (if installed)
closed.
LH forward fuselage :- Condition.
LH side, windshield and roof :- Condition and cleanliness.
transparencies
Cabin interior :- Loose items secured.
Seat belts/shoulder :- Unoccupied belts/harnesses
harnesses secured.

Section 2
Normal Procedures
ENGINE PRE-START CHECK

All switches :- OFF or CLOSED.
Pedals and seats :- Adjust.
Seat belt :- Fasten and adjust.
Cyclic stick :- Centered (or positioned to

counter wind) and friction
adjusted.
Collective lever :- Fully down and friction
adjusted.
Circuit breakers :- IN.
Engine throttle :- OFF. Check IDLE and FLT

positions; move MAN/NOR
selector to MAN and rotate the
throttle full open up to MAX
then back to FLT.
:- Return the MAN/NOR selector
to NOR and up (locked) posi-
tion.
:- Rotate the throttle to IDLE.
Release the IDLE stop until
throttle returns to the OFF posi-
tion.
Note
After prolonged exposure on ground to very low tempera-
ture (below -20°C), the force required to rotate the engine
throttle may slightly increase
STATIC source switch :- NORM and protected.
BAT switch :- ON.
PFD/MFD power pushbuttons :- Check ON.

Section 2
Normal Procedures
Note
The PFD and MFD are automatically activated when the
helicopter is electrically powered.
Each display has an automatic built-in test function; the
test starts automatically at display power up.
MFD initial page (flash screen) :- Check System Software for
applicable limitations, if any.
- Verify Database validity and
expiration dates.
- Press ENTER or furthest right
soft key on MFD to continue.
Cyclic control :- Press MASTER RESET switch
to reset MCL/MWL
:- Press the ENG PAGE switch to
bring up the ENGINE page on
the MFD.
BUS switch :- ON.
MFD :- Check voltmeter at least 24.
External power (if used) :- Connect.
Note
Be sure that external power source supplies at least 28 V
IGN switch :- AUTO.
POS lights switch :- As required.
A-COLL lights switch :- ON.
ENG HTR switch :- ON.
SERVO switch :- NORM.
AWG switch - Aural Warning Gen- :- Momentarily press the AWG

erator (first test) switch to TEST:
:- Verify that “Aural Warning OK”
aural alert is heard.
Page 2-14
FAA Approved __________________________, Rev. 1
Section 2
Normal Procedures
AWG switch - Aural Warning Gen- :- Set and hold (about 5 seconds)
erator (second test) the AWG switch to TEST:
(Note: the first AWG test occurs :- Verify that AWG FAIL caution
while holding the switch and then message activates on the PFD
the second test starts about 5
:- Verify the following aural alert
seconds after the first test fin-
sequence:
ishes.)
“ROTOR LOW”
“ENGINE OUT”
“ENGINE FIRE”
“WARNING”
“ROTOR HIGH”
“ONE HUNDRED FIFTY FEET”
TEST switch (LAMP) :- Press TEST switch to LAMP
position, hold as required. Ver-
ify that the following annuncia-
tors on the instrument panel
illuminate:
:- RADIO MASTER ON/OFF
:- PFD ON/OFF
:- MFD ON/OFF
:- (Annunciators for optional
installations may also test at
this time, refer to separate
RFMS as needed.)
TEST switch (FCU/FIRE first test) :- Momentarily press TEST
switch to FCU/FIRE position.
Verify that the following
sequences occurs:

Section 2
Normal Procedures
- PFD CAS and aural alerts :- AVN FAN FAIL and FUEL LOW
caution messages appear
(caution message tones will be
heard but may be delayed by
warning message audio), ENG
FIRE warning message
appears
:- Aural two-tone alert followed by
“Engine Fire” warning is heard.
:- Aural two-tone alert followed by
“Engine Fire” is heard a second
time.
:- AVN FAN FAIL caution mes-
sage and ENG FIRE warning
message extinguish.
- Test ends with FUEL LOW cau-
tion extinguishing.
Note
During the test, the MASTER WARNING/ CAUTION
lights are activated; they will be automatically reset at the
end of the test sequence.
Note
If a failure occurs with the Engine Fire detector, the FIRE
DET caution message will appear on the PFD and remain
after the end of the test.
If a failure is detected with the Fuel Low detector, the cau-
tion messages F LOW FAIL will appear on the PFD and
remain after the end of the test.
In either of the above cases the MCL will not be reset
automatically at the end of the test.

Section 2
Normal Procedures
TEST switch (FCU/FIRE second :- Momentarily press TEST

test) switch to FCU/FIRE position.
Verify that the following
sequences occurs:
- PFD EIS strip and MFD. :- LH fuel indication changes from
white text on black back-
ground to black text on yellow
background.
:- Both fuel quantity indications
drop to “0” (less than 10kg is
acceptable). A reading below
“0” is a failure.
:- RH fuel quantity indication cov-
ered by a yellow “X” as soon as
the indicated quantity
decreases below 120 kg.
:- Fuel quantity returns to normal
readings at the end of test.
- PFD and MFD :- At the end of the test automati-
cally return to previous for-
mats.
F-TRIM switch :- ON
PFD/MFD :- Check fuel quantity.
FUEL VALVE switch :- OPEN and associated light illu-

minated.
FUEL XFER PUMP switch :- XFER.
PFD :- XFER PUMP caution message
out.
FUEL PUMP 1 switch :- ON.
PFD :- FUEL PUMP 1 caution mes-
sage out.
MFD :- Check fuel pressure.

Section 2
Normal Procedures
FUEL PUMP 1 switch :- OFF.
PFD :- FUEL PUMP 2 caution mes-
sage out.
MFD :- Check fuel pressure.
EEC/MEC switch :- Accomplish EEC self-test by
cycling the switch (MEC -
EEC): check that EEC FAIL,
EEC DEGRADED and MEC
OPN caution messages illumi-
nate sequentially.
:- A successful self-test is indi-
cated by the MEC OPN caution
message remaining displayed
at the end of the test sequence.
Note
With NR below 30%, the MEC OPN caution message is
displayed regardless of the EEC/MEC switch position
PFD :- Check system message win-
dow.
:- If GIA1 (GIA2) COOLING -
TEMPERATURE TOO LOW
message is present, allow time
for warm-up until the message
extinguishes.

Section 2
Normal Procedures
PFD (cont.) :- If any of the following are pres-

ent, correct the problem before
starting the engine:
GIA1 (GIA2) COOLING -
OVER TEMPERATURE
GIA1 (GIA2) SERVICE
PFD1 (MFD1) COOLING
PFD1 (MFD1) SERVICE
XTALK ERROR

Section 2
Normal Procedures
STARTING PROCEDURE
Collective control :- Flat pitch, check.
PFD :- Verify valid attitude, heading,

airspeed, altitude, vertical
speed and OAT displays.
MFD :- Check ENGINE page is dis-
played.
Rotor Brake (if installed) :- Release.
ENGINE START
START pushbutton :- Press and release.

(on collective lever)
- PFD :- ENG START and IGNITER ON
advisory messages displayed .
Note
Observe starter limitations in Section 1.
Note
The ENG START and IGNITER ON advisory messages
may not be displayed in the CAS window if the number of
messages exceeds 12, requiring to scroll down the list
with the CAS softkey of the PFD.
Engine throttle (with N1 > 12% :- IDLE.
and residual ITT < 100°C)
- Gas generator (N1) :- Note increasing.
- Engine temperature (ITT) :- Note increasing.
CAUTION
Maximum ITT transient during starting is 1090 °C, not to

exceed two seconds above 980 °C. A linear variation
applies above 870 °C, ten seconds, and 980 °C, two sec-
onds. Consult EMM if ITT limits are exceeded.

Section 2
Normal Procedures
CAUTION
Monitor engine start and if lightup is not obtained within

10 seconds after the throttle has been set to IDLE, shut-
down the engine by returning the throttle to OFF and
press and release again the START switch.
Following an aborted start perform the following proce-
dure before restarting:
— after N1 has come to a complete stop, allow a 30 seconds
fuel drain period;
— perform a 15 seconds DRY MOTORING RUN.
Refer to Section 1 for engine starter limitations and to DRY
MOTORING RUN procedure in this section.
Engine oil pressure :- Check.
Note
During cold starting conditions, the engine oil pressure
can temporarily exceed 110 psi; it reduces as oil tempera-
ture increases.
Engine starter :- Automatically deactivated when
N1 reaches approximately
43%.
- PFD :- ENG START and IGNITER ON
advisory message out.
- Hydraulic systems :- When main rotor begins to
rotate, check rise in hydraulic
pressure.
- MFD :- Check ITT gauge automatically
switches to Cruise format.
Note
ITT gauge changes from Start format to Cruise format 5
seconds after N1 reaches 51%. With N1 decreasing the
change occurs when reaching 51% without 5 second
delay.

Section 2
Normal Procedures
Pedals :- Paired.
Note
Avoid any cyclic movement below 85% NR except to pre-
vent hitting blade stops.
Gas generator (N1) :- Stabilized at 61 ±1%, check.
Note
During cold starting, low IDLE N1 speed may occur. Pro-
vided the N1 is not less than 51%, a warm-up period of 3
minutes should restore the correct N1 IDLE setting. If not,
an additional 3 minutes warm-up period should be accom-
plished. At the end, if the N1 IDLE setting is still below 61
±1%, shut down the engine and consult the EMM.
Engine and transmission oil :- Check pressures and tempera-
tures.
Note
On ground, in IDLE condition, the transmission oil pres-
sure indication can be below the green arc. No corrective
action is required provided that the oil temperature indica-
tion is in the green arc.
BAT switch :- Check ON.
External power :- Disconnect (if used);
external power door secured.
- PFD :- EXT PWR ON caution message
out.
GEN switch :- ON, check DC GEN caution
message out.
INV 1 and 2 switches :- ON, check INV 1 (2) OFF cau-
tion messages out.
RADIO MASTER switch :- ON.
- Ammeter :- Check AMP within limits.

Section 2
Normal Procedures
Note
With engine oil temperature below 10 °C, leave the
engine throttle at IDLE until the engine oil temperature
reaches 10 °C. Then, if transmission oil temperature is
still at 0 °C, the engine throttle should be rotated to FLT
position smoothly to prevent exceedance of the transmis-
sion oil pressure maximum limit.
Engine throttle :- Rotate to FLT position.
Note
During engine throttle increase, if the transmission oil
pressure is still below the green arc the XMSN OIL
PRESS warning messages activates. No corrective
action is required provided that the oil temperature is in
the green arc.
- PFD :- PLA POS caution message out.
- NR :- 102%.
EEC/MEC switch :- MEC.
(first flight of the day only)
- PFD :- MEC OPN caution message
displayed.
Note
A small power and NR change is to be expected when
switching from EEC to MEC and viceversa.
- NR :- Check at 97% (adjust, if
needed, using NR TRIM
switch).
EEC/MEC switch :- EEC, check MEC OPN caution
message out.
Note
With the EEC mode engaged the NR TRIM switch is inop-
erative.
- NR :- 102%.

Section 2
Normal Procedures
Proceed to “SYSTEMS CHECK”.
DRY MOTORING RUN
The following procedure is used to clear the engine of internally

trapped fuel and vapour or if there is evidence of fire within the engine.
Engine throttle :- OFF.

IGN switch :- OFF.
FUEL VALVE switch :- CLOSED.
FUEL PUMP 1 and 2 switches :- OFF.
START pushbutton :- Push and hold as necessary.
Note
START pushbutton :- Release.
IGN switch :- AUTO.

Section 2
Normal Procedures
SYSTEMS CHECK
Engine and transmission oil :- Pressure and temperature
within limits.
HYDRAULIC SYSTEMS
Note
During very cold temperature conditions, the longitudinal
cyclic control force may increase up to 2 kg maximum.
SERVO switch :- NORM, check. Make small
clockwise cyclic movements
and collective and pedal move-
ments. Pressure drops must be
equal for both n.1 and n.2 sys-
tems and should not exceed 70
psi.
- Set 2 OFF; SERVO 2 caution
message displayed on PFD.
Check operation of system N°1
with same cyclic, collective and
pedal movements.
- Pressure drop should not
exceed 70 psi and there should
be no force increase, disconti-
nuity or cyclic/collective cou-
pling.
- Repeat check with switch set to
1 OFF to check system N°2,
then set to NORM.
Note
Tail rotor boost pressure is supplied by system N°1.
When system N°2 is being checked, it is normal for the
pedals to be unboosted.

Section 2
Normal Procedures
FUEL SYSTEM
FUEL XFER PUMP switch :- OFF.
- PFD :- XFER PUMP caution mes-
sage displayed.
- MFD :- Note fuel pressure fall.
- PFD :- FUEL PUMP 1 and 2 caution
messages displayed.
- Engine driven fuel pump :- Check operation.
- MFD :- Fuel pressure within limits.
- PFD :- FUEL PUMP 1caution mes-
sage out.
FUEL PUMP 1 switch :- OFF.
Repeat the check on fuel pump 2 following the procedure shown for
fuel pump 1 in the two previous steps; check that associated FUEL
PUMP caution message is out.
FUEL PUMP 1 and 2 switches :- ON.
messages out.
- MFD :- Fuel pressure within limits.
FUEL XFER PUMP switch :- XFER.
sage out.

Section 2
Normal Procedures
ELECTRICAL A.C. SYSTEM

INV 1 switch :- OFF.
- PFD :- INV 1 OFF caution message
appears.
:- Check VG 1 caution message
is out, it may appear briefly and
then extinguish.
INV 1 switch :- ON.
out.
INV 2 switch :- OFF.
appears.
:- Check VG 2 caution message
is out, it may appear briefly and
then extinguish.
INV 2 switch :- ON.
out.

Section 2
Normal Procedures
MISCELLANEOUS
PITOT heat switch :- ON.
Check current peak on amme-
ter and PITOT HEAT advisory
message displayed on PFD;
then OFF.
Cyclic stick :- Friction fully unlocked, free-
dom of movement.
MFD :- Set to Navigation Map Page (if
required).
- Engine Instrument Strip :- Verify valid instrument data.
PFD :- Check all failure flags retracted.
- Attitude Indicator :- Check correct alignment.
- Altimeter :- Set barometric pressure as
required.
- VSI :- Check zero indication.
- HSI :- Set desired heading reference.
- CDI :- As desired.
- DH :- Set as desired.
- Clock :- Check and set as required.
- Engine Instrument Strip :- Verify valid instrument data.
- ADS-B Out :- Press XPDR softkey.
:- Verify “ADS-B TX” softkey has
black text on gray backgound
indicating ADS-B Out is On.
Page 2-28 FAA Approved __________________________, Rev. 4

Section 2
Normal Procedures
- Message window :- If any of the following are pres-

ent they must be corrected
before take-off:
GIA1 (GIA2) COOLING -
OVER TEMPERATURE
GIA1 (GIA2) SERVICE
PFD1 (MFD1) COOLING
PFD1 (MFD1) SERVICE
:- See G1000H pilot’s guide for
other messages.
Standby Indicator :- Check all failure flags retracted.
- Attitude Indicator :- Check correct alignment.
- Altimeter :- Set barometric pressure as
required.
Pilot audio control panel :- Set NORM/BK-UP/EMER
switch to EMER. Verify trans-
mit and receive with COM 2
and received audio from NAV 2
Copilot audio control panel (as :- Set NORM/BK-UP/EMER
required) switch to EMER. Verify trans-
mit and receive with COM 1
and received audio from NAV 1
:- Verify keyed ICS between pilot
and copilot.
Pilot and Co-pilot audio control :- Set NORM/BK-UP/EMER
panels switch to NORM.

Section 2
Normal Procedures
HELIPILOT SYSTEM
SAS 1 switch :- SAS 1.
- PFD :- SAS 1 caution message out.
ATTD HOLD switch :- OFF.
- PFD :- ATT OFF caution message dis-
played.
Cyclic stick :- Motion will cause PITCH and
ROLL HELIPILOT indicators
motion.
Pedals :- Motion will cause YAW HELIPI-
LOT indicator motion.
SAS 1 switch :- OFF.
- PFD :- SAS 1 caution message dis-
played.
Cyclic stick :- Motion will cause PITCH and
ROLL HELIPILOT indicator
motion.
SAS 2 switch :- OFF.
- PFD :- SAS 2 OFF caution message
displayed.
- ATTD HOLD switch :- Automatically trips to ATTD
HOLD.
- PFD :- ATT OFF caution message out.
- PFD :- SAS 1caution message out.

Section 2
Normal Procedures
BEFORE TAKE-OFF
Communication and navigation :- Set as required.
frequencies
MFD :- Set as required.
Voltmeter :- Within limits.
Ammeter :- Within limits.
Cockpit lights :- As required.
External lights :- Check and leave as required.
CAUTION
Landing lights operation shall be limited to the time nec-

essary to carry out take-off and landing manoeuvers in
order to avoid overheating.
Caution and Warning messages :- Check none.

Section 2
Normal Procedures
TAKE-OFF AND CLIMB
Collective :- Increase slowly and bring the
helicopter to a 3 ft AGL hover.
Pedals :- Apply as necessary to main-
tain direction.
Flight instruments :- Check.
Engine parameters :- Within limits.
Hydraulic systems instruments :- Within limits.
Cyclic and collective :- Rotate the nose down approxi-
mately 10° from the hover da-
tum.
- While accelerating increase
slightly the torque to avoid loss
of altitude.
- At 30 KIAS increase torque by
approximately 15% and adjust
cyclic to obtain 0° attitude.
- Continue acceleration to VY.
- At VY increase torque as re-
quired by the desired flight
path.
Note
Do not exceed TQ and ITT limits (refer to Section 1).
Force trim pushbutton :- Trim as desired for attitude ref-
(on cyclic stick) erence changes during hover
and climb out.

Section 2
Normal Procedures
IN FLIGHT
Collective :- Adjust as necessary to keep
engine parameters within lim-
its.
Airspeed :- Maintain within limits shown on
VNE placards.
Landing lights :- OFF, if used.

PFD :- LANDING LT ON advisory
message out.
PITOT heat :- As required.
CAUTION
Turn Pitot heat on for flight in visible moisture and in rain

regardless of ambient temperature.
Altitude :- As required.
CAUTION
Refer to applicable operating rules for high altitude oxy-

gen requirements.
Note
Above 7000 ft Hp NR/N2 needle split in autorotation may
occur above 103% N2. In this case, in accordance with
N2 limitations reduce N2 within the limit of 103% using
engine throttle.
If transient limit is exceeded consult EMM.
Note
In case of intentional selection of EEC/MEC switch to
MEC position, reduce engine power below 50% TQ
before re-selecting the switch to EEC position to minimize
torque transients.

Section 2
Normal Procedures
HELIPILOT indicators :- Monitor and re-center by de-
pressing the FTR pushbutton
switch on cyclic grip.
Note
During very cold temperature conditions, the longitudinal
cyclic control force may increase up to 2 kg maximum.
ADVERSE WEATHER CONDITIONS
If adverse weather conditions are expected during flight, with possible

risk of engine flame out, perform the following:
IGN switch :- CONT.

- PFD :- IGNITER ON advisory mes-
sage displayed.
Note
When the IGN switch is set to CONT the engine auto-
matic starter feature is armed and permits automatic
starting of the engine in case of flame out.

Section 2
Normal Procedures
APPROACH AND LANDING

Engine parameters :- Within limits.
External lights :- As required.
Landing lights :- As required.
CAUTION
Landing lights operation shall be limited to the time nec-

essary to carry out takeoff and landing manoeuvres in
order
T to avoid overheating.
Approach path :- Perform the approach at

75 KIAS.
- Reduce the airspeed gradually
with the cyclic. At 70 ft make a
flare and apply collective as
required to bring the helicopter
to a 3 ft AGL hover.
- After reaching a hover descend
slowly to the ground surface.
CAUTION
Additional care must be taken during nose-down slope

operations in order not to touch the ground with tail.

Section 2
Normal Procedures
SHUTDOWN
Collective lever :- Check fully down.
Cyclic stick and pedals :- Centered and trimmed.
Pedals :- Centered.
Note
Do not apply collective in this phase and during rotor
deceleration, particularly in windy conditions.
Below 85% NR, avoid any cyclic movement except to
prevent hitting blade stops.
Engine throttle :- IDLE for at least 30 seconds to
allow ITT to stabilize.
- PFD :- PLA POS caution message dis-
played.
Engine throttle :- OFF.
CAUTION
During shutdown check that the N1 speed decelerates

freely. Note any abnormal noise or rapid rundown. In this
event perform corrective maintenance action as per
EMM.
messages displayed.
FUEL VALVE switch :- CLOSED.
- Associated light :- Out.
FUEL XFER PUMP switch :- OFF.
sage displayed.
PITOT heat :- OFF, if used.

Section 2
Normal Procedures
ENG HTR switch :- OFF.

Cockpit lights :- OFF.
External lights :- OFF.
Landing lights :- OFF, if used.
RADIO MASTER switch :- OFF.
Miscellaneous switches :- OFF.
INV 1 and INV 2 switches :- OFF.
GEN switch :- OFF.
BAT switch :- OFF.
POST FLIGHT CHECK

If conditions require, perform the following:
Pitot, intake and exhaust covers :- Installed.
CAUTION
Wait at least 5 minutes after pitot heat has

been switched off before installing pitot-
static tube covers.
Wait at least 30 minutes after engine shut-
down before installing engine exhaust
ducts covers.
Refer to the A119/AW119MKII Maintenance
Manual for additional information.

Section 2
Normal Procedures
ADVISORIES

Section 2
Normal Procedures
ADVISORY MESSAGES
Note
All advisory messages are displayed with no audio alert.
Table 2-1. Table of CAS Advisory messages (green)
CAS Caption Condition Comment

ENG START Engine start is in prog- This advisory is controlled
ress. by the Generator Control
Unit and is lit whenever the
GCU is in start mode.
FT OFF Force Trim is turned Off. Reflects the Force Trim

switch position and lights
when the switch is OFF.
This is not a detector of
Force Trim operation.
HEATER ON Heater switch is in the See heater RFMS.
(Optional kit) ON position.
HOIST ON Hoist Power switch is in See external hoist RFMS.
the ON position.
IGNITER ON Engine igniter is acti-
vated.
LANDING LT ON Taxi or Landing light acti- May also be driven by other

vated. installations such as search
light or pulsed landing light,
refer to other RFMS.
OXYGEN OPEN Oxygen manual shut-off See oxygen system RFMS.

(Optional kit.) knob is out (open).
PITOT HEAT Pitot heater is activated.

VENT ON Ventilation system is acti-
vated.

Section 2
Normal Procedures
HTAWS ALERTS (ADVISORY ONLY)
Table 2-2. Table of HTAWS Advisory and Status Alerts
Alert on PFD/ Aural

Meaning
HTAWS page message
“Warning, ter- Reduced Required Terrain Clear-
rain terrain” ance (RTC)
TERRAIN
or
Imminent Terrain Impact (ITI).
“Warning, Reduced Required Obstacle Clear-

obstacle ance (ROC)
OBSTACLE
obstacle” or
Imminent Obstacle Impact (IOI).
“Caution, ter- Reduced Required Terrain Clear-

rain terrain” ance (RTC)
TERRAIN
or
Imminent Terrain Impact (ITI).
“Caution, Reduced Required Obstacle Clear-

obstacle ance (ROC)
OBSTACLE
obstacle” or
Imminent Obstacle Impact (IOI).

Section 2
Normal Procedures
Table 2-2. Table of HTAWS Advisory and Status Alerts
HTAWS STATUS ANNUNCIATIONS
Annunciation
Aural
on PFD/HTAWS Meaning
message
page
HTAWS TEST None System test in progress.
HTAWS system failure

or
“HTAWS Terrain or Obstacle database
HTAWS FAIL
failure” unavailable or invalid on all dis-
plays, invalid software configura-
tion, HTAWS audio fault.
HTAWS not available

or
No GPS position
“HTAWS not
or
HTAWS N/A available”
GPS signal excessively degraded
or
Helicopter out of database cover-
age area.
Note
“HTAWS available” aural message is generated as the GPS
signal returns or is sufficient, and HTAWS system is not inhib-
ited.
Note
“HTAWS available” aural message is generated as the heli-
copter enters database coverage area, and HTAWS system is
not inhibited.
HTAWS INH None HTAWS FLTA alerting inhibited.
RP MODE None Reduced protection mode enabled.

Section 2
Normal Procedures
ADS-B OUT MESSAGE
The status of the ADS-B Out transmission is reported in the G1000H

message window when the ADS-B Out message is “not” being
transmitted, there is no message during normal operation when ADS-
B Out message is being transmitted.
The ADS-B Out message is:
“XPDR ADS-B FAIL – XPDR1

unable to transmit ADS-B message”
In the event that this message appears, contact ATC to report ADS-B
Out messages are not being transmitted and refer to the applicable
operating procedures.
Note
The ADS-B FAIL message will occur at power up and will
remain until the GPS has completed satellite acquisition
and has entered a navigation mode.
If the ADS-B Transmission should restart the pilot will get a MSG
annunciation and the ADS-B Fail message will show in gray indicating
that the message has been removed.
ADS-B OUT AIRCRAFT IDENTIFICATION
The ADS-B Out transmits the aircraft flight identification code. The
default G1000H transponder configuration is set to “SAME AS TAIL”,
and the transponder will transmit the ICAO code which will match what
is shown on the aircraft registration. With “SAME AS TAIL”
configuration the Flight ID output configuration cannot be changed by
the pilot.
The Instructions for Countinued Airwirthiness (ICA) report No. AWPC-
ENG-12-066/1 section 2.10 provides for the mainteneance technician
instructions for configuring the transponder configuration for “PFD
ENTRY”. “PFD ENTRY” allows the flight crew to enter the Flight ID at
startup. The Flight ID is retained until it is updated again.

Section 2
Normal Procedures

Section 3
Emergency and
Malfunction Procedures
SECTION 3
EMERGENCY AND MALFUNCTION

PROCEDRUES
TABLE OF CONTENTS
Page
INTRODUCTION ............................................................................. 3-1

DEFINITIONS .................................................................................. 3-1
WARNING SYSTEM........................................................................ 3-2
CREW ALERTING SYSTEM (CAS) ........................................... 3-2
CAS MESSAGE PRIORITIZATION ............................................ 3-3
CAS MESSAGE ACKNOWLEDGEMENT .................................. 3-3
G1000H SYSTEM ALERTS........................................................ 3-4
MASTER WARNING AND MASTER CAUTION LIGHT ............. 3-6
EMERGENCY PROCEDURES ....................................................... 3-7

WARNING MESSAGES ............................................................. 3-8
FIRE............................................................................................... 3-10
ENGINE FIRE ON GROUND.................................................... 3-10
ENGINE FIRE DURING FLIGHT .............................................. 3-11
ENGINE FAILURES ...................................................................... 3-12
FAILURE OF ENGINE .............................................................. 3-12
AUTOROTATIVE LANDING ..................................................... 3-15
ENGINE RESTART IN FLIGHT ................................................ 3-16
ENGINE RESTART IN FLIGHT WITH MANUAL OVERRIDE
SYSTEM (MAN)........................................................................ 3-18
ENGINE OIL PRESSURE BELOW NORMAL RANGE ............ 3-21
FAA Approved ______________________, Rev. - Page 3-i

Section 3
Emergency and
TAIL ROTOR FAILURES...............................................................3-22
COMPLETE LOSS OF TAIL ROTOR CONTROL.....................3-22
JAMMING OF TAIL ROTOR PITCH .........................................3-25
SMOKE IN CABIN, TOXIC FUMES, ETC. ....................................3-27
FLIGHT IN THUNDERSTORMS – LIGHTNING ............................3-28
MALFUNCTION PROCEDURES ..................................................3-29

MALFUNCTION FAULT LOCATOR .........................................3-30
CAUTION MESSAGES.............................................................3-32
ENGINE MALFUNCTIONS............................................................3-40
ENGINE COMPRESSOR STALL .............................................3-40
ENGINE HOT START ...............................................................3-41
ENGINE DROOP COMPENSATION BINDING ........................3-42
THROTTLE POSITION (PLA POS) CAUTION .........................3-43
MALFUNCTION OF THE FUEL CONTROL SYSTEM .............3-44
ELECTRONIC ENGINE CONTROL (EEC) MALFUNCTIONS .3-46
ENGINE OPERATION IN MECHANICAL MODE (MEC)..........3-48
SYSTEM FAILURES......................................................................3-49
HYDRAULIC SYSTEM MALFUNCTION...................................3-49
JAMMING OF A SERVO VALVE ..............................................3-51
STATIC PORT OBSTRUCTION ...............................................3-52
ELECTRICAL POWER FAILURE .............................................3-53
HELIPILOT SYSTEM MALFUNCTION .....................................3-59
INTERCOMMUNICATION SYSTEM FAILURE ........................3-61
COCKPIT DISPLAY SYSTEM (PFD/MFD) FAILURE..............3-62
MISCOMPARE-P CAUTION (MISCMP-P) ...............................3-64
G1000H LRU FAILURES ..............................................................3-65
AIRDATA COMPUTER FAILURE.............................................3-65
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
FAILURE ...................................................................................3-67
MAGNETIC REFERENCE UNIT (GMU) FAILURE...................3-68
GEA 1 - ENGINE AIRFRAME UNIT 1 - FAILURE ....................3-69
GEA 2 - ENGINE AIRFRAME UNIT 2 - FAILURE ....................3-70
GIA 1 - INTEGRATED AVIONIC UNIT 1 - FAILURE ................3-71
Page 3-ii FAA Approved ______________________, Rev. -

Section 3
Emergency and
GIA 2 - INTEGRATED AVIONIC UNIT 2 - FAILURE................ 3-72

GSC 1 - SIGNAL CONDITIONER - FAILURE .......................... 3-73
GSC 2 - SIGNAL CONDITIONER - FAILURE .......................... 3-73
LIST OF FIGURES
Page
3-1. Warning System .................................................................. 3-5

3-2. CAS, MWL and MCL Locations ........................................... 3-6
FAA Approved ______________________, Rev. - Page 3-iii

Section 3
Emergency and
Page 3-iv FAA Approved ______________________, Rev. -

Section 3
Emergency and
SECTION 3
EMERGENCY AND MALFUNCTION

PROCEDURES
INTRODUCTION
The following procedures contain the indications of equipment or
system failure or malfunction, the use of emergency features of
primary and backup systems, and appropriate cautions, warnings and
explanatory notes.
All corrective action procedures listed herein assume the pilot gives
first priority to aircraft control and a safe flight path.
DEFINITIONS
The following items indicate the degree of urgency in landing the
helicopter.
LAND IMMEDIATELY : The urgency of the landing is

paramount.
The primary consideration is to
assure the survival of the
occupants.
LAND AS SOON AS POSSIBLE : Land without delay at the

nearest suitable area (i.e., open
field) at which a safe approach
and landing is reasonably
assured.
LAND AS SOON AS PRACTICABLE: The duration of the flight and

landing site are at the discretion
of the pilot.
Extended flight beyond the
nearest approved landing area
is not recommended.
FAA Approved ______________________, Rev. - Page 3-1

Section 3
Emergency and
WARNING SYSTEM
(Figure 3-1)
Many of the malfunctions described in this Section are indicated
through the display of red warning messages or yellow caution
messages shown on the PFD. Aircrew attention is drawn to the
warnings/cautions by flashing MASTER WARNING/CAUTION lights.
Green Advisory messages are also presented. These visual
indications presented to the pilot are referred to as the Crew Alerting
System, or CAS.
Additionally, the pilot (and copilot) will hear an aural alert to draw his
attention to the warning or caution being displayed on the PFD,
advisory messages do not generate an aural alert. The yellow
cautions are accompanied by a single aural alert tone and the red
warnings are accompanied by an aural alert tone followed by a
specific aural alert message for the particular warning that has
occurred.
CREW ALERTING SYSTEM (CAS)
The CAS is integral to the G1000H system and all visual and aural
alerts are displayed on, or generated by, the G1000H system. The
G1000H uses several aircraft sensors, detectors, switches, etc. for
CAS generation but it also uses internal signal processing to create
some alerts, and/or to suppress other alerts.
A CAS message window is presented on the PFD (and on the MFD
when the MFD is in reversionary mode) as shown in Figure 3-1. A
scrollable list of messages can be held in the CAS window with any 10
being available for display at one time. There are CAS up arrow and
CAS down arrows softkeys located on the left end of the PFD row of
softkeys. When only 12 messages are present the softkeys are
disabled and all available messages are displayed in the CAS window.
When more than 12 messages are present the CAS up arrow and
down arrow softkeys are enabled to allow the pilot to move up or down
through the CAS message list.
Page 3-2 FAA Approved ______________________, Rev. -

Section 3
Emergency and
CAS MESSAGE PRIORITIZATION
The messages are grouped in the CAS list acording to their color with
the most important group of messages at the top of the list and the
least important at the bottom of the list. The order of priority of the
messages is:
Priority Messages Color
1 WARNING red
2 CAUTION yellow
3 ADVISORY green
The messages are displayed, within each color group, in the order
they appeared with the most recent being at the top of each group.
When a new message occurs it will appear at the top of the associated
color group in the CAS list and new messages will always appear in
reverse video, until acknowledged. When a new message occurs the
existing messages, of that color and any lower priority color, will be
moved down the list. Once 12 messages are present the message at
the bottom of the list drops out of view and the CAS scroll sofkeys are
used to view them.
Because the advisory messages appear at the bottom of the list it is
possible for a new advisory to occur but not be shown in the list, it will
not displace a warning or caution message. When this happens the
pilot is alerted to the new advisory by the CAS down arrow softkey
flashing.
CAS MESSAGE ACKNOWLEDGEMENT
Whenever a warning/caution message activates, appropriate actions

should be taken to deal with the indicated malfunction, after which the
associated warning/caution message should be acknowledged either
by pressing the MASTER RESET pushbutton on the cyclic stick or by
pressing the MWL/MCL light(s) on the instrument panel.

Section 3
Emergency and
Resetting the MWL/MCL will cause the warning/caution message on
the PFD to change from inverse video to normal video and will also
suppress the associated aural alert while the message remains
displayed.
The ROTOR LOW warning is an exception as the visual message and
Master Warning Light can not be reset, remaining active until the
causative condition no longer exists. Pressing Reset with Rotor Low
present will will stop the “Rotor Low” audio in the headset but will not
stop the rotor low horn audio or the visual messages.
G1000H SYSTEM ALERTS
The G1000H system internally generated alerts and messages appear

in a window below the CAS window, see Figure 3-1. These alerts and
messages are not warnings or cautions and are not associated with
any audio.

Section 3
Emergency and
CAS
messages
G1000H
alerts and
annunciations
Figure 3-1. WARNING SYSTEM

Section 3
Emergency and
MASTER WARNING AND MASTER CAUTION LIGHT
Panel wording Fault condition Corrective action

MASTER WARNING See warning mes- Press to reset/acknowledge
sage list in Emer- after appropriate action to
gency Section. message.
MASTER CAUTION See caution mes- Reset after malfunction

sage list in Malfunc- acknowledgement and
tion Section. relative action.
MASTER MASTER
WARNING CAUTION
PUSH TO RESET PUSH TO RESET
Figure 3-2. CAS, MWL and MCL Locations

Section 3
Emergency and
EMERGENCY PROCEDURES

Section 3
Emergency and
WARNING MESSAGES
Table 3-1. Table of CAS Warning Messages (red)

Aural
CAS Caption Failure/Corrective Action
Warning
Battery temperature exceeding limits.
Switch battery OFF.
900Hz tone,
BATTERY HOT (This will cause BATTERY OFF warn-
“WARNING”
ing message to activate.)
Land as soon as possible.
Battery disconnected.
Check battery switch position. If the
900Hz tone,
BATTERY OFF switch is ON, land as soon as practi-
“WARNING”
cable.
Correct trouble before next flight.
2700Hz-900Hz Fire in engine compartment.

ENG FIRE tone, “ENGINE Perform autorotative landing.
FIRE” See page 3-10
Engine oil temperature high (>115
°C).
Reduce power by lowering collective.
900Hz tone,
ENG OIL HOT Check Engine Oil Temperature gauge
“WARNING”
on MFD and if the temperature is ris-
ing above maximum, land as soon as
possible.
Engine oil pressure low (< 40 psi).
Reduce power by lowering collective.
900Hz tone,
ENG OIL PRESS Check Engine Oil Pressure gauge on
“WARNING”
MFD.

Section 3
Emergency and
Aural
CAS Caption Failure/Corrective Action
Warning
N1 RPM abnormally low (below 51%).
Engine power failure.
700Hz-1700Hz Reduce collective immediately to
ENG OUT tone, “ENGINE autorotate.
OUT” If altitude permits investigate failure
and attempt engine restart.
See page 3-12
Note
With ENG OUT warning message illuminated, a cabin
acoustic signal is activated.
900Hz tone, Rotor RPM high.
ROTOR HIGH “ROTOR Rotor RPM above 108%.
HIGH” Use collective to adjust RPM
2700Hz tone, Rotor RPM low.

ROTOR LOW “ROTOR Rotor RPM between 80 and 96%.
LOW” Use collective to adjust RPM
Note
With rotor RPM between 80 and 96%, a cabin
acoustic signal is activated.
RTR BRK ON 900Hz tone, Rotor brake in operation.
(Optional kit.) “WARNING” SEE ROTOR BRAKE RFMS.
Transmission oil temperature above
maximum limit (115 °C).
900Hz tone,
XMSN OIL HOT Check gauge on MFD.
“WARNING”
Reduce power,
land as soon as possible.
Transmission oil pressure below mini-
mum limit (30 psi).
900Hz Tone,
XMSN OIL PRESS Check gauge on MFD.
“WARNING”
Reduce power,
land as soon as possible.

Section 3
Emergency and
FIRE
ENGINE FIRE ON GROUND
INDICATIONS
PFD : ENG FIRE warning message

displayed and “ENGINE FIRE”
audio warning message
activated.
Engine area : Smoke, fumes and fire.
PROCEDURE
Shutdown the engine as follows:
Engine throttle : OFF.
FUEL VALVE switch : CLOSED.
FUEL PUMP 1 and 2 switches : OFF.
Xfer PUMP switch : OFF.
GEN switch : OFF.
BAT switch : OFF.
Evacuate the helicopter as soon as possible.

Section 3
Emergency and
ENGINE FIRE DURING FLIGHT
INDICATIONS
PFD : ENG FIRE warning message

displayed and ENGINE FIRE
audio message activated.
Engine area : Smoke, fumes and fire.
PROCEDURE
Collective : Immediately reduce as required

to maintain NR between 90 and
110%.
Cyclic : Adjust to obtain desired

autorotative airspeed.
Note
Airspeed for minimum rate of descent is 70 KIAS.
Airspeed for maximum glide distance is 100 KIAS.
Shutdown the engine as follows:
GEN switch : OFF.
Execute an autorotative descent and landing (refer to ”Autorotative

landing” procedure).
After landing:
BAT switch : OFF.
Evacuate the helicopter as soon as possible.
FAA Approved ______________________, Rev. 3 Page 3-11

Section 3
Emergency and
ENGINE FAILURES
FAILURE OF ENGINE
INDICATIONS
Helicopter : Left yaw.
Audio signal : Present.
PFD : ROTOR LOW warning message

displayed and “ROTOR LOW”
aural warning activated.
ENG OUT warning message
displayed and “ENGINE OUT”
aural warning activated when
N1 below 51% and decreasing.
Gas generator (N1) : Rapidly decreasing.
NR : Rapidly decreasing.
ITT : Rapidly decreasing.
Torque : Rapidly decreasing.
Note
The MFD “ENGINE” page is automatically displayed when
N1 decays below 51%.
PROCEDURE - HOVER IGE and TAKE-OFF (up to 30 KIAS)
Pedals : Control yaw rate.
Collective : Maintain initially then increase

to cushion the touchdown.
Cyclic : Adjust as required to obtain a

level attitude touchdown
(landing skid parallel to the
ground).

Section 3
Emergency and
PROCEDURE - HOVER OGE
Collective : Lower immediately to stop the

NR decay.
Cyclic : Forward to obtain approximately

25 deg nose down. Increase
airspeed up to 70 KIAS.
Perform an autorotative landing (refer to ”Autorotative landing”

procedure).
PROCEDURE - TAKE-OFF ABOVE 30 KIAS

NR decay.
Cyclic : Flare as required to increase

NR above 100%.
Collective : Apply at the end of the flare,

before touchdown, to reduce
the rate of descent.
Cyclic : Forward to obtain a level

attitude (landing skid parallel to
the ground).
Collective : Continue application to cushion

the touchdown.
Pedals : Maintain direction.
Note
In case of ground contact on the aft portion of the landing
skid, avoid counteracting the pitch down with cyclic.

Section 3
Emergency and
PROCEDURE - CRUISE

NR decay. Then maintain the
NR between 90 and 110%.

Note
If altitude permits, attempt to restart the engine (see ”Engine restart

in flight” procedure).
CAUTION
When the cause of engine failure is suspected to be of a

mechanical nature, do not attempt a restart.
If the engine cannot be restarted:
GEN switch : OFF.

procedure).
After landing:
BAT switch : OFF.
Page 3-14 FAA Approved ______________________, Rev. 3

Section 3
Emergency and
AUTOROTATIVE LANDING
Cyclic : At approximately 150 ft AGL,

initiate a flare and hold the flare
to reduce the forward speed.
Collective : Apply at the end of the flare,

before touchdown, to reduce
the rate of descent.
Cyclic : Forward to obtain a level

attitude (landing skid parallel to
the ground).
Collective : Continue application to cushion

the touchdown.
Pedals : Maintain direction.
Note
In case of ground contact on the aft portion of the landing
skid, avoid counteracting the pitch down with cyclic.

Section 3
Emergency and
ENGINE RESTART IN FLIGHT
Note
Engine restart in flight has not been demonstrated.
If altitude permits and a restart is attempted, proceed as follows:
CAUTION
When the cause of an engine failure is suspected to be of

a mechanical nature, do not attempt a restart.
Collective : Adjust to maintain NR between

90 and 110%.

Note
GEN switch : OFF.
FUEL VALVE switch : Check OPEN.
Associated light : Illuminated.
FUEL PUMP 1 and 2 switches : Check ON.
Fuel pressure : Check.
START pushbutton (on collective lever):Press and release.
PFD : ENG START and IGNITER ON

advisory messages displayed.
Note
messages exceeds 12, scroll down the list to see them.

Section 3
Emergency and
Engine throttle
(N1 between 10 and 20%) : IDLE
Note
A lightup should be obtained within 10 seconds. If this is
not the case, engine restart may be attempted with the
manual override system. (See ”Engine restart in flight
with manual override system (MAN)”procedure).
Gas generator N1 : Note increasing to 61±1%.
ITT : Note increasing.
Engine oil pressure : Check positive indication.
Engine starter : Automatically deactivated when

N1 reaches approximately 43%.

advisory messages out, check.
Gas generator N1 : Stabilized at 61±1%.
Engine throttle : FLT.
PFD : PLA POS caution messages

out, check
GEN switch : ON.
Engine oil : Pressure and temperature

in green arc.
Xfer PUMP switch : Check XFER.

Section 3
Emergency and
ENGINE RESTART IN FLIGHT WITH MANUAL OVERRIDE
SYSTEM (MAN)
Note
Engine restart in flight has not been demonstrated.
If engine restart fails or automatic fuel control system failure causes
engine shutdown, engine restart may be attempted when altitude
permits by using the MAN.
Collective : Adjust to maintain NR between

90 and 110%.

Note
GEN switch : OFF.
FUEL VALVE switch : Check OPEN.
Associated light : Illuminated.
FUEL PUMP 1 and 2 switches : Check ON.
Fuel pressure : Check.
MAN/NOR selector (on collective) : MAN.
START pushbutton (on collective

lever) : Press and release.

advisory messages displayed.
Note
messages exceeds 12, scroll down the list to see them.

Section 3
Emergency and
Engine throttle (N1 between 10

and 20%) : Slowly rotate until engine
lightup.
Note
During a start using the MAN, a dead band (no engine
response) may occur between the OFF and the IDLE posi-
tions and extend beyond the FLT position of the throttle.
N1 and ITT : Note increasing.
Engine throttle : Continue rotating towards MAX

until N1 is 61±1%.
Engine starter : Automatically deactivated when

N1 reaches approximately 43%.

advisory messages out, check.
WARNING
When operating using the MAN, the engine response is
directly related to the rate at which the engine throttle is
rotated. Additional care is required during engine accelera-
tion.
WARNING
If N1 is below 60%, extreme caution is required when
rotating the throttle towards MAX as engine surge or over-
temperature is possible.
N1 should not remain below 60% for more than 40 sec-
onds.
Gas generator (N1) : Stabilized at 61±1%, check.
Engine throttle : Slowly rotate towards MAX to

increase power.

Section 3
Emergency and
CAUTION
When operating using the MAN, monitor cockpit indicators

closely to avoid the possibility of overtemperature, over-
torque, overspeed or engine surge.
GEN switch : ON.

If restart is unsuccessful, abort the engine start as follows:
GEN switch : OFF.

procedure).
After landing:
BAT switch : OFF.

Section 3
Emergency and
ENGINE OIL PRESSURE BELOW NORMAL RANGE
INDICATIONS
PFD : ENG OIL PRESS caution

message displayed.
PROCEDURE
If N1 is above 72% and engine oil pressure is between 40 and 80 psi
(yellow arc).
Cyclic : As required to obtain level

attitude.
Collective : Reduce power by lowering.
Airspeed : 60 to 70 KIAS level flight.
When N1 is below 72% proceed as follow:
Engine oil pressure : Check:
– if stable between 40 and 80

psi (yellow arc) land as soon
as practicable.
– if below 40 psi (ENG OIL
PRESS warning message
activated) or between 40 and
80 psi (yellow arc) and
decreasing land as soon as
possible .

Section 3
Emergency and
TAIL ROTOR FAILURES
Tail rotor failures may typically result in a complete loss of tail rotor
control or in a jamming of the tail rotor pitch.
COMPLETE LOSS OF TAIL ROTOR CONTROL
A tail rotor drive failure results in a loss of yaw control with a

consequent yaw to the right, which increases in rapidity at low forward
speeds and high torque levels.
A tail rotor drive failure may be accompanied by noise, vibration or
oscillation in the tail section.
The vertical fin produces an antitorque component which is a function
of the forward speed and which assists in controlling the helicopter in
low torque conditions.
The action to be taken depends upon whether the helicopter is in
hover or in forward flight. In both cases, the landing should be made at
the lowest possible power or even with the engine out.
While a tail rotor drive failure in hovering is immediately detected, the
same failure may be less evident in cruise.
If trouble in the tail rotor is suspected when flying at cruise speed,
proceed as follows:
Altitude : Maintain the cruise altitude.
Airspeed and pedal control : Reduce gradually to 60 KIAS

and meanwhile check the
helicopter response to pedal
control displacement and the
appearance of any anomalous
vibrations and/or noise.
If the check confirms the tail rotor failure, proceed as per paragraph
”Complete loss of tail rotor control in cruise”, otherwise accomplish
the following further check:
Airspeed : Maintain 60 KIAS.

Section 3
Emergency and
Collective : Slowly raise, to increase the

antitorque demand, as close as
possible to maximum
continuous power and let the
helicopter climb.
Pedals : Check the pedals effectiveness

in controlling the yaw and any
anomalous vibration and/or
noise.
If the pedals are not effective in controlling the yaw, proceed as per
paragraph ”Complete loss of tail rotor control in cruise”.
If on the contrary nothing seems to confirm a tail rotor failure, proceed
with flight.
Complete loss of tail rotor control in hovering
PROCEDURE
Engine throttle : Chop to IDLE.
Collective : As necessary to cushion the

touchdown.
Note
A slight rotation can be expected at touchdown.

Section 3
Emergency and
Complete loss of tail rotor control in cruise
PROCEDURE
If a suitable landing site is not available:
Collective : Lower as necessary to eliminate

yaw to the right.
Airspeed/power : As necessary in order to reach

a suitable landing site.
Note
Power may be increased if necessary; however an
increase in power necessitates an increase in speed to
prevent the helicopter from turning.
On reaching the point of intended landing:
Collective : Decrease and enter

autorotation.
GEN switch : OFF.
Perform an autorotative landing, into wind, maintaining forward speed

(35 KIAS) (refer to ”Autorotative landing”procedure).
After landing:
BAT switch : OFF.

Section 3
Emergency and
JAMMING OF TAIL ROTOR PITCH
This condition produces an inability to change tail rotor thrust with

pedals.
INDICATIONS
Helicopter response : No yaw response when pedals

are moved.
OR
Pedals : Locked.
CAUTION
If the pedals cannot be moved with a moderate amount of

force, do not apply excessive force since a more serious
malfunction could result.
Note
If helicopter is in a trimmed flight condition when malfunc-
tion occurs, TQ and airspeed should be noted and helicop-
ter flown to a suitable landing area. Combinations of
torque and airspeed will correct yaw attitude and these
should be adjusted to land the helicopter.
PROCEDURE
HOVERING
Do not close engine throttle unless a severe right yaw occurs. If

pedals lock in any position during hovering, landing can be
accomplished with greater safety under power-controlled flight rather
than closing engine throttle and entering autorotation.

Section 3
Emergency and
IN FLIGHT - HIGH POWER CONDITION
In a high power condition, helicopter will yaw to the left when the
power is reduced. If airspeed is increased, vertical fin will become
more effective and left yaw will increase.
To accomplish landing proceed as follows:
Collective : Reduce to establish a power-on

approach.
Airspeed : Reduce to ensure an

acceptable sideslip.
At about 3 ft above touchdown area:
Collective : Apply to stop the rate of

descent, left yaw will be
reduced.
Airspeed : Zero.
Land.
IN FLIGHT - LOW POWER CONDITION

In a low power cruise flight or descent condition, helicopter will yaw to
the right when power is increased.
A low power run-on type landing will be necessary:
Airspeed : Approach at 60 to 70 KIAS.
At about 50 feet AGL : Reduce airspeed to arrive at the

intended landing point at about
30 KIAS.
At 2 to 5 feet AGL : Apply collective to cushion

landing and simultaneously
gradually reduce engine throttle
to maintain heading. If right yaw
becomes excessive, rotate
engine throttle to IDLE.

Section 3
Emergency and
SMOKE IN CABIN, TOXIC FUMES, ETC.

INDICATIONS
Cabin : Smoke, toxic fumes.
PROCEDURE
VENT switch : ON.
Sliding windows (if installed) and

vents : OPEN.
Note
If the altitude permits and the source is suspected to be of
an electrical origin, attempt to isolate the source by switch-
ing OFF electrical circuits.

Section 3
Emergency and
FLIGHT IN THUNDERSTORMS – LIGHTNING
When flying in thunderstorms, the helicopter may be struck by
lightning.
If it is suspected that the helicopter has been struck by lightning
proceed as follows:
Airspeed : Reduce (VNE 80 KIAS)
CAUTION
Avoid extreme manoeuvers.

Section 3
Emergency and
MALFUNCTION PROCEDURES

Section 3
Emergency and
MALFUNCTION FAULT LOCATOR
Due to the level of integration of G1000H system the cause of a
malfunction may not be readily identifiable. The following table is a
guide to assist the pilot in identifying what failure has occurred and
where to look for malfunction procedure.
Table 3-2. Malfunction Fault Locator
Fault Possible cause(s)

Airspeed, barometric altitude, verti- Airdata failure, see page 3-65
cal speed and OAT - red X over dis-
plays.
Attitude display and heading - red X AHRS failure, see page 3-67
over display
Heading display - red X over HDG Magnetic reference unit failure, see
display (attitude still valid) page 3-68
Loss of NR and fuel quantity indica- Emergency DC bus failure, see page
tions. 3-55
Instrument panel annunciator lights
extinguished.
INV 1 OFF caution.
MISCMP-P Caution. GSC 1 failure, see page 3-73
Loss of NR but no other indications
lost.
MISCMP-P Caution. GSC 2 failure, see page 3-73

Loss of N1 and N2 but no other indi-
cations lost.
Loss of ENG OIL pressure indication GEA 1 failure, see page 3-69
Loss of XMSN OIL temp indication
Loss if HYD 1 pressure indication

Section 3
Emergency and
Fault Possible cause(s)

Loss of FUEL pressure indication GEA 2 failure, see page 3-70
Loss of XMSN OIL pressure ind.
Loss of HYD 2 pressure indication
Loss of volts and amp indications.
COM 1 and NAV 1 - red X over fre- GIA 1 failure, see page 3-71
quency displays An MFD fault will also cause this to
appear on the PFD.
COM 2 and NAV 2 - red X over fre- GIA 2 failure, see page 3-72
quency displays An PFD fault will also cause this to
appear on the MFD.

Section 3
Emergency and
CAUTION MESSAGES
Note
All CAS caution messages are displayed accompanied by
an audio alert (single chime).
Table 3-3. Table of CAS Caution Messages (yellow)
Message Condition Corrective Action

ATT OFF No pitch and roll attitude Check ATTD HOLD switch.
retention. Probable Proceed with flight.
switch failure. Correct malfunction before
next flight.
AVN FAN FAIL Cooling fan for the instru- Proceed with flight.
ment panel area has Correct trouble before next
failed or is operating at flight.
reduced performance.
AWG FAIL Aural Warning Generator Proceed with flight under-

failure. standing visual alerts are all
that is present.
Correct trouble before next
flight.
BATT DISCH Battery discharging Monitor situation. Battery
(Optional kit) will not be available for
emergency operation in the
event of a generator failure.
CARGO HOOK Switch guard on the See cargo hook RFMS.
ARM Cargo Hook switch on
(Optional kit) the pilot cyclic is lifted
and the cargo hook
release is armed.
CARGO HOOK The cargo hook is in the See cargo hook RFMS.
OPEN open position.
(Optional kit)
DC GEN Failure of the generator See page 3-53. FAILURE

and d.c. bus. OF THE GENERATOR AND
DC BUS.

Section 3
Emergency and

DOORS OPEN The door(s) of pilot and/ Close doors correctly if
or passenger and/or bag- before flight.
gage compartments is If in flight, reduce speed to
(are) not correctly closed. 70 KIAS and check that
door(s) are closed.
If light stays on maintain
speed below 70 KIAS and
land as soon as practaca-
ble.
EAPS PRESS NOT USED. NOT USED.
EEC DEGRADED Electronic engine control See page 3-47. ELEC-

(EEC) degraded. TRONIC ENGINE CON-
TROL (EEC)
MALFUNCTIONS
EEC FAIL Electronic engine control See page 3-46. ELEC-
(EEC) failure. TRONIC ENGINE CON-
TROL (EEC)
MALFUNCTIONS
ENG AGB CHIPS Metallic particles in Reduce power by lowering

engine accessory gear- collective.
box lubricating oil. Land as soon as possible.
ENG OIL PRESS Engine oil pressure low See page 3-21. ENGINE
(in yellow arc). OIL PRESSURE BELOW
NORMAL RANGE.
ENG RGB CHIPS Metallic particles in Reduce power by lowering
engine reduction gearbox collective.
lubricating oil. Land as soon as possible.
EXT PWR ON External power recepta- Close door before flight.
cle door not closed.
FLOATS ARMED NOT USED. Refer to separate RFMS for
emergency floats system.
F LOW FAIL Fuel low sensor failure. Keep fuel quantity level
No FUEL LOW indica- under control and proceed
tion. with flight.

Section 3
Emergency and
FIRE DET Engine fire detection sys- Land as soon as practicable
tem inoperative. Correct trouble before next
flight.
FUEL DRAIN 1 (2) Fuel drain valve 1(2) (if Close the valve before refu-
installed) open. eling and/or taking off.
FUEL FILTER Engine fuel filter partially Land as soon as practicable

clogged. Correct malfunction before
next flight.
FUEL LOW Fuel quantity is low. Verify fuel quantity in tank 1.

Land as soon as practica-
ble. (10 min. of flight remain
at MCP.)
Note
Avoid sideways flight an hovering in crosswind when the indi-
cated fuel quantity is less than 10 kg.
FUEL PRESS Fuel pressure low, 0-7 psi If caution remains, land as
range (yellow band). soon as practicable.
If caution extinguishes con-
tinue flight.
FUEL PUMP 1 (2) Fuel pump n.1 (n.2) in Affected fuel pump OFF.
tank 1 failed. Land as soon as practical.
GEN CONTR Generator relay box cir- Correct malfunction before

cuit breaker tripped out. operating the engine starter.
HOIST CABLE A cable foul has occurred See external hoist RFMS.
LKD with the hoist cable.
(Optional kit)
HOIST CUT The switch guard on the See external hoist RFMS.
ARMD cable cut switch on the
(Optional kit) pilot cyclic is lifted and
the hoist cable cut func-
tion is armed.
HOOK UTIL ARM Overhead switch HOOK See instructions for the Util-
(Optional kit) UTIL is armed. ity connected to the Cargo
Hook.
Page 3-34
FAA Approved ______________________, Rev. 1
Section 3
Emergency and

HYD OIL PRESS Hydraulic oil pressure of Monitor Hydraulic pressure
1(2) system 1 (2) low (in the on MFD gauge.
yellow band) for more See page 3-49 in the event
than 3 seconds. that the pressure continues
to drop.
INV 1 (2) OFF Failure of inverter n.1 See page 3-58. FAILURE
(n.2). OF AN INVERTER.
MISCMP-P Miscompare of Primary See page 3-64, Miscom-

data. pare-P Caution.
The G1000H has redun-
dant signal inputs for N1,
N2, NR and ITT and if the
redundant inputs do not
match a Miscompare-P
occurs.
MEC OPN EEC mechanical (MEC) See page 3-48. ENGINE
mode of operation follow- OPERATION IN MECHANI-
ing an EEC failure. CAL MODE (MEC).
PITOT HTR FAIL Failure of the Pitot During night flight land as
heater. soon as practicable.
PLA POS Engine throttle out of FLT Check throttle position.
position. See page 3-43. THROT-
TLE POSITION (PLA POS)
CAUTION.
ROTOR BRK This caution indicates a Rotor brake should not be
(Optional kit.) degraded state of the used, see rotor brake
rotor brake warning sys- RFMS.
tem.
SAFETY HOOK Switch guard on the See dual cargo hook RFMS.
ARM Cargo Hook switch on
(Optional kit.) the pilot cyclic is lifted
and the safety hook
release is armed.
SAFETY HOOK The safety hook is in the See dual cargo hook RFMS.
OPEN open position.
(Optional kit.)

Section 3
Emergency and
SAS 1 (2) No power to SAS1 See page 3-59. FAILURE
(SAS2) system. OF ONE HELIPILOT.
SERVO 1 (2) Failure of the hydraulic See page 3-49. HYDRAU-

system n.1 (n.2). LIC SYSTEM MALFUNC-
TION.
T/R BOX CHIPS Metallic particles in the Reduce power by lowering

90 deg. tail rotor gearbox collective.
lubricating oil. Land as soon as possible.
UTIL DOOR Utility door for optional See oxygen system RFM.
(Optional kit.) oxygen bottle socket is May be used by other sys-
not correctly closed. tems that utilize an external
utility door.
VG 1 (2) Gyro n.1 (n.2) not Check breaker.

erected, loss of power to Check SAS 1 (2) engage
gyro. switch and SAS 1 (2) cau-
tion message.
Proceed with flight.
(See page 3-59. FAILURE
OF ONE HELIPILOT.)
XFER PUMP Fuel tank 2 empty or, if Set XFER PUMP switch to
fuel quantity in tank 2 is OFF.
not zero, fuel transfer
pump failed.
Note
In the event the transfer pump is switched off, or fails, and the
fuel quantity in tank 2 is less than 120 kg, the right fuel quantity
indication will be covered by a yellow “X” to indicate that the
remaining fuel in tank 2 is not usable.
XMSN OIL CHIPS Metallic particles in the Reduce power by lowering
main transmission oil. collective.
XMSN OIL PRESS Transmission oil pressure May trigger at start up, allow
in cautionary band time for oil to warm and
between 55 and 70 PSI. pressure to drop. If it
remains high report to main-
tenance.

Section 3
Emergency and
Note
G1000H Alerts and Annunciations are not accompanied by
any audio.
Table 3-4. G1000H Alerts and Annunciations
The following advisories are G1000H System related messages

and are displayed in the PFD Message Window below the CAS
Window. For a complete listing of messages generated by the
system, refer to the G1000H Pilot’s Guide.
Message Condition/Corrective Action
COM1 (COM2) has detected a transmission

longer than 35 seconds and recognizes a
COM1 (COM2) PTT stuck PTT key and the transmitter has been
COM1 (COM2) push-to- shut down.
talk key is stuck.
Continue flight using other COM.
Correct before next flight.
COM1 (COM2) The system has detected a failure in COM1

SERVICE (COM2). COM1 (COM2) may still be usable.
COM1 (COM2) needs
service. Correct before next flight.
The system has detected an over temperature

COM1 (COM2) TEMP condition in COM1 (COM2). The transmitter is
COM1 (COM2) over operating at reduced power.
temp. Reducing
Continue flight using other COM.
transmitted power.
GIA1 has exceeded it operating temperature

GIA1 COOLING range.
GIA1 temperature too
ON GROUND: Correct trouble before take-off.
high.
IN FLIGHT: See page 3-71, GIA1 FAILURE,

Section 3
Emergency and
GIA1 self-test has detected a problem in the
unit.
GIA1 SERVICE
GIA1 needs service. ON GROUND: Correct trouble before take-off.
GIA2 has exceeded it operating temperature

GIA2 COOLING range.
GIA2 temperature too
high.
GIA2 self-test has detected a problem in the

unit.
GIA2 SERVICE
GIA2 needs service. ON GROUND: Correct trouble before take-off.
A fault has occurred in the GMU. Heading is

HDG FAULT-AHRS1 flagged as invalid.
magnetometer fault has
occurred. See page 3-68 MAGNETIC REFERNCE
UNIT (MU) FAILURE
MFD is overheating and is reducing power

consumption by dimming the display.
MFD1 COOLING
MFD1 has poor cooling. IN FLIGHT: Continue flight using the unit. If
Reducing power usage. the unit fails follow procedure for Multi-
Function Display (MFD) Failure. See page 3-
63.
The MFD self-test has detected a problem.

MFD1 SERVICE ON GROUND: Correct trouble before take-off.
PFD1 (MFD1) needs
IN FLIGHT: Follow procedure for Multi-
service.
Function Display (MFD) Failure. See page 3-
63.

Section 3
Emergency and
PFD is overheating and is reducing power

consumption by dimming the display.
PFD1 COOLING ON GROUND: Correct trouble before take-off.

PFD1 has poor cooling. IN FLIGHT: Continue flight using the unit. If
Reducing power usage. the unit fails follow procedure for Primary
Flight Display (PFD) Failure. See page 3-62.
PFD1 (MFD1) KEYSTK- A key is stuck on PFD (MFD) bezel. Attempt to

PFD1 (MFD1) (key free the stuck key by pressing it several times.
name) key is stuck. Continue flight. Correct before next flight
The PFD self-test has detected a problem.

PFD1 SERVICE
PFD1 (MFD1) needs
service. IN FLIGHT: Follow procedure for Primary
Flight Display (PFD) Failure. See page 3-62.
There is no communication with transponder

XPDR1 FAIL and there is no transponder capability.
XPDR1 is inoperative.
The system has detected a failure in the

transponder.
XPDR1 SERVICE
XPDR1 needs service. The transponder may still be usable.

Section 3
Emergency and
ENGINE MALFUNCTIONS
ENGINE COMPRESSOR STALL
A compressor stall is normally recognized by an audible bang or pop

accompanied by a possible increase in ITT and fluctuating NG and
TQ. The compressor stall may be transient or steady.
The degree of compressor stall may be indicated by one or all of the
following:
INDICATIONS
Engine : ”Popping”sounds.
ITT : Abnormally increasing.
N1 : Decreasing.
PROCEDURE
Collective : Reduce power by lowering.
Airspeed : 60 to 70 KIAS, level flight.
ITT and N1 : Check for normal indications.
Note
The consequences of a compressor stall may vary
depending upon its severity.
Avoid the condition that resulted in compressor stall.
Land as soon as practicable.

Section 3
Emergency and
ENGINE HOT START
A hot start is caused by an accumulation of fuel in the combustion

chamber, and/or delay in light-up, causing flames to be emitted from
the exhausts and/or an overtemperature.
INDICATIONS
ITT : Increasing beyond transient

starting limits.
CAUTION
Maximum ITT transient during starting is 1090 °C, not to

exceed two seconds above 980 °C. A linear variation
applies between 870°C, ten seconds, and 980 °C, two
seconds.
Engine exhausts : Visible smoke, flames or fire.
PROCEDURE
Abort engine start as follows:
IGN switch : OFF.
Engine starter : Continue to operate.
CAUTION
Refer to EMM for inspection requirements.

Section 3
Emergency and
ENGINE DROOP COMPENSATION BINDING
The mechanical engine droop compensator is connected to the

collective lever through a linkage incorporating a shear section.
If engine droop compensator linkage binding occurs, an increased
collective force of 4 kg (8.8 pounds) maximum will be necessary to cut
the shear section.
When the section has been cut, the collective force will return to
normal level but the mechanical droop compensator (MEC) will be
inoperative.
The EEC mode of operation will not be affected.
PROCEDURE
EEC/MEC switch : EEC, check.

Section 3
Emergency and
THROTTLE POSITION (PLA POS) CAUTION
INDICATIONS
PFD : PLA POS caution message

displayed.
PROCEDURE - ON GROUND
Engine throttle : FLIGHT.
MAN/NOR Selector : NOR and up (locked).

IF PLA POS caution still present:
Shut down the engine.
Refer to A119/AW119MKII Maintenance Manual for proper action to be taken.
PROCEDURE - IN FLIGHT
Engine throttle : FLIGHT.
MAN/NOR Selector : NOR and up (locked).

IF PLA POS caution still present:
EEC/MEC switch : MEC.

See page 3-48. ENGINE OPERATION IN MECHANICAL MODE (MEC).
Correct trouble before next flight.

Section 3
Emergency and
MALFUNCTION OF THE FUEL CONTROL SYSTEM
INDICATIONS
PFD : N1 and/or ITT unstable.
Engine power : Uncommanded change.
PROCEDURE
If an automatic fuel control system malfunction arises in flight, the
manual override system (MAN) can be used. The MAN overrides
automatic control features associated with normal operation of the
engine. The pilot will have to compensate for collective and pedal
movements by rotating the engine throttle.
WARNING
When using the MAN, the engine response is directly
related to the rate at which the engine throttle is rotated.
Additional care is required during engine acceleration.
Monitor cockpit indicators closely to avoid the possibility of
overtemperature, overtorque, overspeed or engine surge.
Note
An initial dead band (no engine response) may occur while
operating in MAN.
If the fuel control system malfunction causes an increase in power:
Engine throttle : Slowly rotate towards IDLE.
If the fuel control system malfunction causes a decrease in power:
Collective : Adjust.
MAN/NOR selector (on collective) : MAN.
Engine throttle : Slowly rotate towards MAX.

Section 3
Emergency and
WARNING
Monitor N1 closely. Do not allow N1 to decrease below
minimum speed (51%).
WARNING
If N1 is below 60%, extreme caution is required when
rotating the throttle towards MAX as engine surge or over-
temperature is possible.

Section 3
Emergency and
ELECTRONIC ENGINE CONTROL (EEC) MALFUNCTIONS
There are two levels of electronic engine control (EEC) malfunctions:

— EEC failed;
— EEC degraded.
EEC FAILED MALFUNCTIONS
INDICATIONS
PFD : EEC FAIL caution message

displayed.
Engine mode of operation : Automatic reversion from EEC

to MEC.
PFD : MEC OPN caution message

displayed.
PROCEDURE
EEC/MEC switch : MEC.
Proceed with flight. Refer to paragraph ”Engine operation in

mechanical mode (MEC)”in this section.
— Refer to the A119/AW119MKII Maintenance Manual for the proper
action to be taken.

Section 3
Emergency and
EEC DEGRADED MALFUNCTIONS

”EEC degraded”malfunctions have no impact on engine performance.
The EEC DEGRADED caution message is only displayed on ground
(at NR < 20%), for maintenance purposes.
INDICATIONS
On ground (at NR < 20%)
PFD : EEC DEGRADED caution

message displayed.
PROCEDURE
On ground, ”EEC degraded” malfunctions may be cleared by cycling
the EEC/MEC switch from EEC to MEC and back to EEC.
EEC/MEC switch : MEC then EEC.
If the EEC DEGRADED caution message is still illuminated:

— Refer to the A119/AW119MKII Maintenance Manual for the proper
action to be taken.

Section 3
Emergency and
ENGINE OPERATION IN MECHANICAL MODE (MEC)
Note
MEC mode is to be used only in case of EEC failure or for
training purposes.
The mechanical mode is an automatic mode of operation which is
accomplished through a mechanical N2 governor connected to the
collective control by a mechanical linkage. A droop compensator,
connected to the collective, maintains the NR at approximately 102%
as collective pitch is raised. A rotor speed beep trim allows fine
adjustment to maintain NR within limits (refer to Section 1 for NR/N2
limitations).
Note
In MEC mode it may not be possible to obtain NR/N2 nee-
dle split in autorotation without retarding the throttle to
IDLE. Therefore autorotation practice is not recommended
in MEC mode.
ENGINE OPERATION IN MECHANICAL MODE (MEC) IN FLIGHT
N2/NR : Maintain at 102% (using NR

TRIM switch, as required)

Section 3
Emergency and
SYSTEM FAILURES
HYDRAULIC SYSTEM MALFUNCTION
The helicopter is equipped with two independent hydraulic systems for

cyclic and collective pitch control.
Either system can deliver adequate power to control the helicopter.
The tail rotor pedals are boosted by system n.1 only.
PRESSURE LOSS IS SYSTEM N.1
INDICATIONS
PFD : SERVO 1 caution message

displayed.
MFD : N.1 HYD system pressure

below minimum.
Pedals : In hover and in high power

condition tendency to move
slowly to the tail rotor traction
zero position. In all other flight
conditions tendency to maintain
the initial position.
Cyclic and collective : No change in control force.
PROCEDURE
Airspeed : Reduce gradually avoiding pull

up manoeuvers; recommended
maximum 90 KIAS and 25 deg
bank angle in order to maintain
acceptable control loads.
Flight controls : Avoid rapid movements.
Failed hydraulic system : OFF.

Section 3
Emergency and
PRESSURE LOSS IN SYSTEM N.2
INDICATIONS
PFD : SERVO 2 caution message

displayed.
MFD : N.2 HYD system pressure

below minimum.
Cyclic, pedals and collective : No change in control force.
PROCEDURE
Proceed as per failure of hydraulic system n.1.

Section 3
Emergency and
JAMMING OF A SERVO VALVE
The helicopter is equipped with three hydraulic servo actuators, dual

body type, on main rotor controls (cyclic and collective) and with one
hydraulic servo actuator, single body type, on tail rotor control
(pedals).
INDICATIONS
The jamming of a servo valve of main rotor servo actuators can be
detected only during the system check on ground before take-off (refer
to Section 2) when hydraulic systems are alternatively deactivated.
PROCEDURE
Airspeed : Reduce gradually avoiding pull

up manoeuvers; maximum 90
KIAS and 25 deg bank angle.
WARNING
Following the loss of tail rotor servo actuator avoid landing
and/or operating in conditions which require a high degree
of manoeuverability (i.e. avoid operating in enclosed
areas, avoid operation with sideward winds, in particular
with wind from the right).

Section 3
Emergency and
STATIC PORT OBSTRUCTION
When operating in adverse weather conditions, if erratic readings from

the airspeed indicator and altimeter occur, with the STATIC source
switch in NORM position, proceed as follows:
Doors, vents and, if installed,

sliding windows : Closed.
STATIC source switch : Remove the guard and select

ALTERNATE.
This procedure selects an alternate static source utilizing cabin air.

CAUTION
When the alternate static source is used decrease the

altimeter readings by 250 ft.
Note
The airspeed indications obtained through the alternate
static source is slightly higher than the actual value in all
the speed range.

Section 3
Emergency and
ELECTRICAL POWER FAILURE
FAILURE OF GENERATOR AND DC BUS
INDICATIONS
PFD : DC GEN caution message

displayed.
Following the generator and d.c. bus failure the caution message
listed below will also be illuminated:
— INV 2 OFF;
— SAS 2;
— FUEL PUMP 2.
PROCEDURE
GEN switch : RESET, then ON.

If DC GEN caution message is
still illuminated, set the switch to
OFF.
GEN BUS switch : If ON, set to OFF (loss of d.c.

bus).
Pilot and copilot audio panel)

NORM/BK-UP/EMER switch : BK-UP
WARNING
After the generator and d.c. bus failure, the battery is
capable of supplying power for approximately 30 minutes.
In this condition the engine is fed by the fuel pump no. 1
only.
Land as soon as practicable and before battery discharge (within max.
30 minutes).

Section 3
Emergency and
Note
In the event of a Generator and DC Bus failure the follow-
ing are all INOPERATIVE:
— Inverter no. 2
— SAS 2
— Fuel Pump 2
— Radio Master defaults to ON state
— Audio system primary power
— Cabin intercom
— COM 1
— Radio Altimeter
— TAS (traffic advisory)
— XM Weather
— Cockpit vent
— Copilot map light
— Overhead and console lighting
— Heater
— Engine Heater
— Copilot wiper (if installed)
— Position lights
— Search light (aft location- factory installation, if installed)
— Chip burner (if installed)
— SkyConnect (if installed)
— FM Communications (if installed)
— Tail flood lights (if installed)

Section 3
Emergency and
FAILURE OF EMERGENCY DC BUS
INDICATIONS
The failure is indicated by a combination of coincidental failures that
direct the crew to conclude that the emergency bus has failed.
The coincidental failures are:
— Loss of NR indication (N2 and N1 remain);
— Loss of fuel quantity indication;
— Loss of Force Trim without a FT OFF advisory;
— Loss of lighting in the annunciators in the instrument panel.
— Loss of instrument lighting (if at night)
The following caution messages appear on PFD:
— INV 1 OFF;
— SAS 1;
— FUEL LOW;
PROCEDURE
EMER BUS breaker (overhead) : If tripped, RESET
CAUTION
When the emergency bus power is reset a false Rotor Low

warning may occur and then stop. Monitor NR.
If bus resets, continue with flight and monitor for another failure.
If bus does not reset:
NR Indication :Refer to N2 indication
Power Setting :Reduce ITT limits by 30oC

Section 3
Emergency and
Fly manually and avoid flight in visible moisture or rain. Flight in
autorotation is prohibited.
Selecting MEC mode is prohibited.
CAUTION
Fuel in the right tank, less than 120 kg, is no longer usable.
CAUTION
Force Trim is not operational but the FT OFF Advisory is

not present in the CAS window.
Note
In the event of an Emergency DC Bus failure the following
systems are all INOPERATIVE:
— Master Caution and Master Warning annunciation/reset
— annunciator lighting;
— low rotor horn;
— NR indication (N2 still available);
— ITT compensation;
— fuel quantity indication;
— fuel transfer pump;
— fuel valve;
— inverter no. 1;
— SAS 1;
— Force Trim (with no FT OFF advisory)

Section 3
Emergency and
— hydraulic 1 and 2 servos can not be turned OFF;

— Governor Control (MEC NR Trim inop);
— instrument panel lighting;
— fixed landing/taxi lights;
— anti-collision lights
— avionics fan (but no AVN FAN FAIL caution);
— pitot heat;
— pilot wiper if installed;
— IBF (if installed);
RADIO MASTER SWITCH FAILURE

In the case of a RADIO MASTER switch failure to the OFF position,
disengage the RADIO MASTER circuit breaker; then use the radio
equipment as desired.

Section 3
Emergency and
FAILURE OF AN INVERTER
In the event of an inverter failure (#1 or #2) the remaining inverter will
automatically power the 115 V and 26 V busses of the failed inverter.
INDICATIONS
PFD : INV 1 (2) OFF caution message

displayed.
SAS 1 (2) caution message
displayed.
PROCEDURE
INV 1 (2) switch : Attempt reset.

If INV 1 (2) OFF caution
message is still illuminated set
failed inverter switch to OFF.
SAS 1 (2) switch : ON.
PFD : SAS 1 (2) caution message out.

Correct malfunction before next flight.

Section 3
Emergency and
HELIPILOT SYSTEM MALFUNCTION
During operation of the Helipilot system, malfunctions may occur

which require pilot intervention.
These malfunctions are treated in detail in the following paragraphs.
Note
The Helipilot indicators normally refer to Helipilot 1. Turn-
ing SAS 1 off, the Helipilot indicators will automatically
switch to SAS 2.
Note
Following one of the two Helipilot failures, attitude beep
trim on the cyclic is inoperative.
Failure of one Helipilot
PROCEDURE
Cyclic and collective : Hands on.
Max. airspeed : Reduce VNE by 30 KIAS.
Max. ROC : 750 ft/min.

Section 3
Emergency and
Repeated disturbances during pitch, roll or yaw operation
PROCEDURE
Retrim the helicopter; failed Helipilot system can be identified by
observing the Helipilot indicators. Disengage the failed system and
proceed as per ”Failure of one Helipilot”procedure.
Note
SAS 2 pitch and roll linear actuator positions may be
observed by pressing the SAS 2 PUSH pushbutton on the
Helipilot control panel.
Oscillatory malfunction during pitch, roll or yaw operation
PROCEDURE
Identify affected axis; isolate SAS 1 or SAS 2 by observing Helipilot
indicators, or switch SAS 1 off.
If SAS 1 disengagement eliminates the oscillation, disengage the
failed system and proceed as per ”Failure of one Helipilot”
procedure.
If oscillations persist, re-engage SAS 1 and switch SAS 2 off.
If oscillations occur in yaw, disengage Helipilot 1 by switching SAS 1
off and proceed as per ”Failure of one Helipilot” procedure leaving
SAS 2 on.
WARNING
Landing should not be attempted while an oscillatory mal-
function exists.
Note
SAS 2 pitch and roll linear actuator positions may be
observed by pressing the SAS 2 PUSH pushbutton on the
Helipilot control panel.

Section 3
Emergency and
INTERCOMMUNICATION SYSTEM FAILURE
In the event of a failure that causes the loss of audio control

functionality:
PROCEDURE
Pilot audio panel

EMER / BK-UP / NORM switch :- BK-UP.
Note
Cockpit communications with the cabin is lost when the
BK-UP mode is selected.
If audio problem persists:
Pilot audio panel

EMER / BK-UP / NORM switch :- EMER.
Copilot audio panel

EMER / BK-UP / NORM switch :- EMER.
Note
When in EMER mode the pilot is connected direct to
COM2 and NAV2 and the copilot is connected direct to
COM1 and NAV1. Pilot and copilot have intercom using
the cyclic ICS keys (no VOX or Hot Mic ICS).

Correct malfunction before next flight.

Section 3
Emergency and
COCKPIT DISPLAY SYSTEM (PFD/MFD) FAILURE
PRIMARY FLIGHT DISPLAY (PFD) FAILURE
INDICATIONS
PFD :- Blank or unusable.
MFD :- REVERSIONARY format

automatically displayed within
6 seconds.
- COM 2 and NAV 2 windows

blank with large red “X”
superimposed;
Note
COM 2 automatically tuned to emergency frequency 121.5
MHz, this cannot be displayed. The radio is usable on this
frequency only, the radio cannot be directly tuned.
PROCEDURE
PFD ON/OFF pushbutton :- OFF.
Use the MFD in the PFD mode and land as soon as practicable.
Loss of the PFD disables GIA 2 interface. See page 3-72, GIA 2 -
INTEGRATED AVIONICS UNIT 2 - FAILURE
CAUTION
- Helicopter systems instruments, normally shown in strip

on MFD, are no longer available, warnings and cautions
for those instruments are still available.;
- MFD ENGINE Page format not selectable.

Section 3
Emergency and
MULTI-FUNCTION DISPLAY (MFD) FAILURE
INDICATIONS
MFD :- Blank or unusable;
PFD : - COM 1 and NAV 1 windows

blank with large red “X”
superimposed;
:- Radar altimeter is flagged.
Note
COM 1 automatically tuned to emergency frequency 121.5
MHz, this cannot be displayed. The radio is usable on this
frequency only, the radio cannot be directly tuned.
PROCEDURE
MFD ON/OFF pushbutton :- OFF.
Use PFD and land as soon as practicable.
Loss of the MFD disables GIA 1 interface. See page 3-71, GIA 1 -
INTEGRATED AVIONICS UNIT 1 - FAILURE
CAUTION
- Helicopter systems instruments, normally shown in strip

on MFD, are no longer available, warnings and cautions
for those instruments are still available.;
- MFD ENGINE Page format not selectable;
- MASTER RESET button on cyclic grip inoperative.

Section 3
Emergency and
MISCOMPARE-P CAUTION (MISCMP-P)
INDICATIONS
PFD : MISCMP-P caution message

displayed.
Discrepancy detected between dual sensor system inputs feeding N1

or N2 or NR or ITT information.
PROCEDURE
Reduce power to reduce risk of exceeding limits.
Autorotation prohibit due to NR indication uncertainty.
PFD : Check Torque, N1, N2, NR and

ITT for indications within normal
operating range.
If indications are stable and within normal ranges proceed with flight
while monitoring N1, N2, NR and ITT indications.
If indications are anomalous, land as soon as practicable.
Note
One set of sensors is displayed and the second set are
used for backup. A split between the sensor being dis-
played and the backup sensor will produce a MISCMP-P.

Section 3
Emergency and
G1000H LRU FAILURES
AIRDATA COMPUTER FAILURE
Total Failure of Airdata
INDICATIONS
PFD :- Airspeed display blank with

large red X superimposed and
“AIRSPEED FAIL” message;
:- Barometric Altitude display

blank with large X
superimposed and “ALTITUDE
FAIL” message.
:- Vertical Speed display blank

with large X superimposed and
“VERT SPEED FAIL” message.
:- Numerical OAT indication

replaced with word “OAT” and
a superimposed red X;
- “AHRS1 TAS” message

displayed in the G1000H
annunciations window.
PROCEDURE
Standby Indicator :- Refer to for Airspeed and

barometric altitude indication
and estimation of vertical
speed;

Section 3
Emergency and
Airspeed :- Do not exceed the lowest value
of Vne for the applicable
pressure altitude as displayed
on the Airspeed Placard,
Section 1 (LIMITATIONS);
Flight :- Avoid flight in visible moisture;

if flight in visible moisture
cannot be avoided:
—set PITOT HEAT to ON.

Section 3
Emergency and
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)

FAILURE
Total Failure of AHRS
INDICATIONS
PFD :- Numerical heading indication

replaced with word “HDG” and a
superimposed red X;
- Attitude sphere blanked with

large X superimposed and
“ATTITUDE FAIL” message.
PROCEDURE
Standby Indicator :- Refer to for Attitude and

Heading indication;
Note
The loss of AHRS will affect vertical speed display where a
sudden change of direction, dive or climb, could result in a
vertical speed reversal, initially reading in the wrong direc-
tion before correcting.

Section 3
Emergency and
MAGNETIC REFERENCE UNIT (GMU) FAILURE
INDICATIONS
PFD :- Numerical heading indication

replaced with word “HDG” and a
superimposed red X;
- “HDG FAULT” message

displayed in the G1000H
annunciations window
PROCEDURE
Standby Indicator :- Refer to for Heading indication;
Note
If the magnetic unit should once again become operational
and the “HDG FAULT” message goes away the heading
will not automatically be restored. Turn the HPM function
on and off to reset the heading reference and the heading
will again become valid using the magnetic unit.

Section 3
Emergency and
GEA 1 - ENGINE AIRFRAME UNIT 1 - FAILURE
The GEA 1 provides interface to engine and airframe sensors along

with various CAS input signals that display on PFD.
INDICATIONS
MFD :- The following indications are

no longer available (blank with
large red ‘X’ superimposed:
— ENG OIL Pressure;
— XMSN OIL Temperature;
— HYD Pressure 1.
— TAS indicates STANDBY
PFD :- Transponder indicates GND

mode.
PROCEDURE
Land as soon as practicable. If ENG OIL PRESS Caution appears on
PFD land as soon as possible.
WARNING
ENG OIL PRESS warning is no longer available.
CAUTION
The following CAS Caution messages are no longer available:
HYD OIL PRESS 1 AVN FAN FAIL

FUEL PUMP 1 CARGO HOOK OPEN
FUEL PUMP 2 EXT PWR ON
XFER PUMP UTIL DOOR
Note
Use normal transponder and TAS control to select an
operating mode for each to override forced standby.

Section 3
Emergency and
GEA 2 - ENGINE AIRFRAME UNIT 2 - FAILURE
The GEA 2 provides interface to engine and airframe sensors along

INDICATIONS
MFD :- The following indications are

no longer available (blank with
large red ‘X’ superimposed:
— ENG OIL Temperature;
— XMSN OIL Pressure;
— HYD Pressure 2;
— FUEL Pressure;
— DC Voltmeter
— DC Ammeter
PROCEDURE
WARNING
ENG OIL HOT warning is no longer available.
CAUTION
ROTOR LOW horn no longer available
HYD OIL PRESS 2 FLOATS ARMED

FUEL PRESS HOIST CUT ARMD
XSMN OIL PRESS SAFETY HOOK ARM
SFTY HOOK OPEN

Section 3
Emergency and
GIA 1 - INTEGRATED AVIONIC UNIT 1 - FAILURE
The GIA 1 unit incorporates Com 1, Nav 1, and GPS 1 radios along
INDICATIONS
PFD :- COM1/NAV1 windows blank

with large red ‘X’ superimposed;
:- Radar Altimeter flagged
:- G1000H message “Traffic

Failed”.
MFD :- COM1/NAV1 windows blank

PROCEDURE
Continue flight using COM2/NAV2. Land as soon as practicable.
CAUTION
ATT OFF SAS 1

FIRE DET SAS 2
HOIST CABLE LKD VG 1
INV 1 OFF VG 2
INV 2 OFF
Note
The following CAS Advisory messages are no longer available:
ENG START IGNITER ON
FT OFF OXYGEN OPEN

Section 3
Emergency and
GIA 2 - INTEGRATED AVIONIC UNIT 2 - FAILURE
The GIA 2 unit incorporates Com 2, Nav 2, and GPS 2 radios along
INDICATIONS
PFD :- COM2/NAV2 windows blank

MFD :- COM2/NAV2 windows blank

PROCEDURE
Continue flight using COM1/NAV1.
CAUTION
FLOATS ARMED
CARGO HOOK ARMED
Note
Cyclic ENG PAGE select switches are inoperative.
AWG TEST and AWG REGRADE mode are inoperative.
FCU/FIRE TEST is inoperative.
Note
The following CAS Advisory messages are no longer avail-
able:
ECS ON LANDING LT ON
HEATER ON VENT ON

Section 3
Emergency and
GSC 1 - SIGNAL CONDITIONER - FAILURE
INDICATIONS
PFD/MFD :- MISCMP-P caution
:- Loss or NR indication, N1 and

N2 still valid.
:- Momentary Engine Out light

and aural warning.
PROCEDURE
NR indication :- Refer to N2 indication;
Land as soon as practicable avoiding autorotation flight conditions.
GSC 2 - SIGNAL CONDITIONER - FAILURE
INDICATIONS
PFD/MFD :- MISCMP-P caution
:- Loss of N1 and N2 indications,

NR still valid.
:- Momentary Engine Out light

and aural warning.
PROCEDURE
N2 indication :- Refer to NR indication;

Section 3
Emergency and

Section 4
Performance Data
SECTION 4
PERFORMANCE DATA
TABLE OF CONTENTS
Page
INTRODUCTION ............................................................................. 4-1
LIST OF FIGURES
Page
4-3A. Airspeed Calibration Curve - G1000H PFD ......................... 4-2

4-3B. Airspeed Calibration Curve - Standby Indicator................... 4-3
4-24A. Autorotation Glide Distance ................................................. 4-4
FAA Approved __________________________, Rev.3 Page 4-i

Section 4
Performance Data
Page 4-ii FAA Approved __________________________, Rev. -

Section 4
Performance Data
SECTION 4
PERFORMANCE DATA
INTRODUCTION
There are two changes to Section 4 of the RFM.
First change is the Airspeed Calibration Curve, shown in Figure 4-3 of
the RFM, is not valid for the new airspeed indications on the G1000H
PFD or the Standby Indicator. Therefore new Airspeed Calibration
Curve charts are inserted for the new indications.
The new Airspeed Calibration Curve charts are identified as Figure 4-
3A for the G1000H PFD airspeed display and Figure 4-3B for the
Standby Indicator airspeed display. RFM Figure 4-3 is no longer
applicable.
Statics Source Error Correction (SSEC) has been added to the
G1000H display of airspeed. There is no SSEC for the Standby
Indicator, therefore the Standby Indicator indicates approximately 5
KIAS lower than the G1000H, refer to airspeed calibration charts. The
following appears on the VNE Placard:
“STBY IND Vne REDUCE Vne BY 5 KIAS”
The second change affects the Autorotation Glide Distance charts

shown in Figure 4-24. Due to correction of the airspeed indication the
“Minimum Rate of Descent” is changed from 80 KIAS to 70 KIAS and
the “Maximum Glide Distance Airspeed” is changed from 110 KIAS to
100 KIAS. The corrected chart is now identified as Figure 4-24A.
All other data in Section 4 of the RFM is unchanged.

Section 4
Performance Data
Figure 4-3A. Airspeed Calibration Curve - G1000H PFD
Page 4-2
FAA Approved __________________________, Rev. 1
Section 4
Performance Data
Figure 4-3B. Airspeed Calibration Curve - Standby Indicator

Section 4
Performance Data
Figure 4-24A. Autorotation Glide Distance

Section 5
Optional Equip.
Supplements
SECTION 5
OPTIONAL EQUIPMENT SUPPLEMENTS
There are no changes to this Section.
Note: The Optional Equipment Supplements (OES) provided with the

Rotorcraft Flight Manual are written for aircraft with IDS Electronic Dis-
play Units (EDU’s). The EDU’s are replaced by the G1000H PFD and
MFD and therefore the references to EDU (#1 or #2) are no longer
valid. Where the OES directs the pilot to an EDU for displayed infor-
mation the pilot is now directed to the PFD/MFD for the displayed
information. Refer to the G1000H Pilot’s Guide, as required, for the
location of various displayed data.

Section 5
Optional Equip.
Supplements

Part II
PART II
MANUFACTURER’S DATA
Part II - List of
Revisions
LIST OF REVISIONS
REV.
SUBJECT Date
NO.
- Initial Issue 5-23-13
Revise pages C-1, D-1, 7-15, 7-17 and 7-

1 8-25-14
30. Insert pages 7-12A and 7-12B.
2 Revise pages C-1, D-1, 7-16 and 7-27. 9-18-15
3 No changes. N/A
4 Revise pages C-1, D-1, 7-36. 11-02-17
Page D-1, revised revisions of effected

5
pages for C-1 and D-1 To: 4.
______________________, Rev. 5 Page C-1

Part II - List of
Effective Pages
PART II - LIST OF EFFECTIVE PAGES

Note
Revised text is indicated by a black vertical
line in the outer margin of the page and the
approval revision number printed at the bot-
tom of the page.
Title page -
C-1 4
C-2 -
D-1 4
D-2 -
PART II - Manufacturers Data 7-18 thru 7-26 -
6-1 thru 6-2 - 7-27 2
7-28 thru 7-29 -

7-i thru 7-iv - 7-30 1
7-1 thru 7-12 - 7-31 thru 7-35 -
7-12A thru 7-12B 1 7-36 4

7-13 thru 7-14 -
7-15 1 8-1 thru 8-2 -
7-16 2
7-17 1 9-1 thru 9-2 -
____________________, Rev. 5 Page D-1

Section 6
Weight and
Balance
SECTION 6
WEIGHT AND BALANCE
___________________________, Rev. - Page 6-1

Section 6
Weight and
Balance
Page 6-2 ___________________________, Rev. -

Section 7
System
Description
SECTION 7
SYSTEM DESCRIPTION
TABLE OF CONTENTS
Page
INTRODUCTION ............................................................................. 7-1

HELICOPTER DESCRIPTION ........................................................ 7-2
MAJOR ZONES............................................................................... 7-3
INSTRUMENT PANEL AND CONSOLES....................................... 7-4
INTEGRATED DISPLAY SYSTEM.................................................. 7-7
ADVISORY MESSAGES AND STATUS INDICATIONS ............ 7-7
POWER PLANT .............................................................................. 7-7
ENGINE OIL SYSTEM .................................................................... 7-9
ENGINE MONITORING SYSTEM ................................................. 7-11
FUEL SYSTEM.............................................................................. 7-11
FLIGHT CONTROL SYSTEMS ..................................................... 7-13
HYDRAULIC POWER ................................................................... 7-16
N.1 HYDRAULIC SYSTEM....................................................... 7-16
N.2 HYDRAULIC SYSTEM....................................................... 7-16
ELECTRICAL POWER.................................................................. 7-18
DC ELECTRICAL SYSTEM...................................................... 7-18
BATTERY ................................................................................. 7-19
EXTERNAL POWER ................................................................ 7-19
STARTER-GENERATOR ......................................................... 7-19
AC ELECTRICAL SYSTEM ...................................................... 7-19
_________________________, Rev. - Page 7-i

Section 7
System
Description
HELIPILOT SYSTEM.....................................................................7-21
LIGHTING SYSTEMS....................................................................7-23
EMERGENCY EQUIPMENT..........................................................7-25
FIRST AID KIT (IF INSTALLED) ...............................................7-25
PORTABLE FIRE EXTINGUISHER (IF INSTALLED)...............7-25
G1000H DISPLAY SYSTEM..........................................................7-27
PILOT’S GUIDE ........................................................................7-27
SYSTEM SOFTWARE ..............................................................7-27
EQUIPMENT.............................................................................7-27
ENGINE GAUGES ....................................................................7-29
MFD ENGINE PAGE.................................................................7-30
TRAINING (TRNG) MODE........................................................7-32
AUDIO WARNING GENERATOR (AWG).................................7-33
MISCOMPARE CAUTION (MISCMP-P) ...................................7-34
AUDIO SYSTEM ............................................................................7-35
Page 7-ii ______________________, Rev. -

Section 7
System
Description
LIST OF FIGURES
Page
7-1 Airframe Major Zones .............................................................. 7-3

7-2A Instrument Panel (typical) ...................................................... 7-4
7-3A Slant Console (not used) ....................................................... 7-4
7-4A Central Console (typical) ....................................................... 7-5
7-5A Overhead Console ................................................................. 7-6
7-6 Pratt & Whitney Canada PT6B-37A
Build Spec. 1242 Engine .......................................................... 7-8
7-7 Engine Oil System Schematic ............................................... 7-10
7-8 Fuel System Schematic ......................................................... 7-12
7-9 Flight Controls System ........................................................... 7-13
7-10 Collective Grip Assembly (typical) ....................................... 7-14
7-11 Cyclic Grip Assembly (typical) .............................................. 7-15
7-12 Hydraulic Power Schematic ................................................. 7-17
7-13 Electrical Power Schematic ................................................. 7-20
7-14 Helipilot System Schematic ................................................. 7-22
7-15 Lighting Systems ................................................................. 7-24
7-16 Emergency Equipment ........................................................ 7-26
7-17 G1000H Primary Flight Display (PFD) Format .................... 7-28
7-18 G1000H Multi-Function Display (MFD) Format ................... 7-28
7-19 Standard Engine and Airframe Gauges ............................... 7-29
7-20 MFD ENGINE PAGE ........................................................... 7-31
_________________________, Rev. - Page 7-iii

Section 7
System
Description
Page 7-iv ______________________, Rev. -

Section 7
System
Description
SECTION 7
SYSTEM DESCRIPTION
INTRODUCTION
This Section provide a general description of the AW119MKII helicop-
ter systems.
The replacement of the standard AW119MKII cockpit equipment with
the Garmin G1000H system has effected the information in the RFM
Section 7 and the following supplemental information is provided to
address the changes.
The current RFM Section 7 has been reprinted here with information
that is no longer valid deleted or replaced with new information. At the
end of the standard RFM sub-sections is the new information being
provided that does not supplement or replace current RFM informa-
tion. Supplemental to:
Rotorcraft Flight Manual for AW119MKII
Document No. 109G0040A017
Issue 1, dated 22 October 2007
Revision 9 dated 1 February 2013
The wording show in italic text in this document is from the above
referenced RFM and is unchanged. The changes to the RFM content
are incorporated using block text. Together this document provides
new System Description data that is complete and replaces Section 7
found in the RFM.
_________________________, Rev. - Page 7-1

Section 7
System
Description
HELICOPTER DESCRIPTION
The AW119 MKII helicopter is a high-speed, high performance, multi-
purpose helicopter powered by a single Pratt & Whitney Canada
PT6B-37A Build Specification 1242 turboshaft engine, with four-
bladed fully articulated main rotor, two-bladed tail rotor and a fixed
landing gear skid.
The airframe consists of two major assemblies: the forward fuselage
and the aft fuselage (tail boom).
The forward fuselage comprises the nose section, the cabin and the
rear section. The nose section houses the electrical and electronic
equipment.
The cabin includes the crew compartment (cockpit) and the passenger
compartment. Seating is provided for the pilot (right side) and a pas-
senger (or copilot) in the cockpit, and up to six passengers in the rele-
vant compartment.
The rear section accommodates the fuel tanks, the electrical and elec-
tronic equipment compartment and the baggage compartment. The
landing gear skid is secured to the undersides of the cabin and rear
sections.
The upper deck, located above and aft of the cabin area, accommo-
dates the hydraulic system reservoirs and filter groups, the main trans-
mission, the oil cooler and the engine.
The tail boom is bolted to the forward fuselage and supports the tail
rotor and the relevant drive system. The tail boom includes the stabi-
lizers, the upper and lower vertical fins, the tail skid and the tail cone.
Page 7-2 ______________________, Rev. -

Section 7
System
Description
MAJOR ZONES
Refer to Figures 7-1 for the airframe major zones.
Figure 7-1. Airframe Major Zones
_________________________, Rev. - Page 7-3

Section 7
System
Description
INSTRUMENT PANEL AND CONSOLES
Figures 7-2 through 7-5 found in the RFM are no longer applicable.
They are replaced here with Figures 7-2A, 7-4A and 7-5A. The equip-
ment in the slant console (Figure 7-3 in RFM) is removed by the
G1000H installation. The slant console is now used for optional instal-
lations, there is no Figure shown here.
Figure 7-2A. Instrument Panel (typical)
Figure 7-3A. Slant Console (not used)
Page 7-4 ______________________, Rev. -

Section 7
System
Description
1. Helipilot control panel

2. Miscellaneous switch panel
3. Fuel management control panel
Figure 7-4A. Central Console (typical)
_________________________, Rev. - Page 7-5

Section 7
System
Description
Figure 7-5A. Overhead Console
Page 7-6 ______________________, Rev. -

Section 7
System
Description
INTEGRATED DISPLAY SYSTEM

Disregard RFM information, the EDU system has been removed. See
new sub-section in this RFMS for G1000H System.
ADVISORY MESSAGES AND STATUS INDICATIONS
Disregard RFM information. Advisory message and status information

is located in Section 2 of this RFMS.
POWER PLANT
Figures 7-6
The AW119 MKII helicopter is powered by a single Pratt & Whitney
Canada PT6B-37A Build Specification 1242 turboshaft engine.
The engine is a free turbine turboshaft propulsion engine incorporating
a compressor consisting of 3 axial stages and 1 centrifugal impeller
driven by a single-stage compressor turbine. Metered fuel from the
fuel control unit is sprayed into an annular combustion chamber by
fourteen (14) individual fuel nozzles mounted around the gas genera-
tor case.
The engine is separated into two modules:
— power section module;
— reduction gearbox module.
The power section module incorporates the cold section and the hot
section, whilst the reduction gearbox module reduces turbine speed to
a range suitable for the main and tail rotor drive.
Power is managed by an electronic-hydro pneumatic control system.
The mode select torque motor is used to select the mode of govern-
ing. It is actuated by an EEC/MEC mode select switch located in the
cockpit. In case of emergency the EEC is by-passed and mechanical
Nf governing starts.
The manual override system enables the pilot to manually modulate
fuel low directly with the PLA twist grip on the collective lever.
_________________________, Rev. - Page 7-7

Section 7
System
Description
Figure 7-6. Pratt & Whitney Canada PT6B-37A Build Spec. 1242 Engine
Page 7-8 ______________________, Rev. -

Section 7
System
Description
ENGINE OIL SYSTEM

See Figures 7-7
The engine oil system consists of a pressure system, a scavange sys-
tem and breather system. The oil tank is integrated in the engine air
inlet case and incorporates a drain plug to permit oil drainage.
Two chip detectors, one located in the accessory gearbox and the
other in the reduction gearbox detect ferrous metal particles and warn
pilot of metal contamination. The chip detectors are wired to both the
G1000H GIA units and provide ENG AGB CHIPS and/or ENG RGB
CHIPS cautions.
An engine oil temperature transmitter is connected to the pressure line
and is wired to the G1000H GEA #2. The temperature is displayed on
the MFD ENG OIL gauge and if the temperature exceeds 115o C for
more than 2 seconds, the system generates an ENG OIL HOT warn-
ing in the CAS window of the PFD.
An engine oil pressure transmitter is connected to the pressure line
and is wired to the G1000H GEA #1. The pressure is displayed on the
MFD ENG OIL gauge.
An engine oil low pressure switch is installed in the pressure line and
is wired to both of the G1000H GIA units. When oil pressure drops
below 80 PSI the switch makes and this will generate an ENG OIL
PRESS caution, in the CAS window of the PFD. The G1000H system
monitors the pressure indication and if the indicated pressure drops to
below 40 PSI the system will generate an ENG OIL PRESS warning in
the CAS window of the PFD.
(Note: When the MFD is in the reversionary PFD mode there is no
ENG OIL gauge display available but the caution and warnings are
still provided.)
The operation of the oil system is fully automatic and therefore no
action is required from the pilot except for monitoring of the system
indicator and relative caution lights.
_________________________, Rev. - Page 7-9

Section 7
System
Description
Figure 7-7. Engine Oil System Schematic
Page 7-10 ______________________, Rev. -

Section 7
System
Description
ENGINE MONITORING SYSTEM

ADAS is not provided on AW119MKII with the G1000H Configuration.
Compatibility of the two systems has not been established.
FUEL SYSTEM
The fuel system consists of the following sub-systems:
— the storage system
— the distribution system
— the indication system.
The storage system consists of two main lower tanks, the left (n.1) that
feeds the engine and the right (n.2) that transfers fuel to the left tank,
and one main upper tank, connected to both lower tanks.
The distribution system comprises two fuel pumps on the LH (n.1)
lower tank, a transfer pump on the RH (n.2) lower tank, three pressure
switches, a shut-off valve and a pressure transducer.
Fuel probes in the tanks are wired into a Fuel Computer Unit which
provides a fuel quantity signal to both of the G1000H GIA units. Digital
fuel quantity readouts, of left, right and total fuel, are provided at the
top of the PFD engine indication strip. The fuel gauge display is only
presented on the ENGINE PAGE of the MFD. A fuel low level sensor
is installed and provide a FUEL LOW caution when fuel in the LH tank
is low.
A fuel pressure transmitter sends a signal to the G1000H GEA #2 and
fuel pressure is displayed in a digital format in the MFD engine indicat-
ing strip. A fuel pressure gauge display is provided on the ENGINE
PAGE of the MFD. The system monitors the indicated fuel pressure
and if the pressure drops into the cautionary band 0-7 PSI the system
will generate a FUEL PRESS caution.
A differential switch is installed across the fuel filter to detect a clogged
filter. The switch is wired to both G1000H GIA units and provides
FUEL FILTER caution when a clog is detected.
_________________________, Rev. - Page 7-11

Section 7
System
Description
Figure 7-8. Fuel System Schematic
Page 7-12 ______________________, Rev. -

Section 7
System
Description
FUEL QTY KG
298
/()76,'(
7$1.6
5,*+76,'(
7$1.6 153 145
FUEL
KG
298
153 145
$8;0$5.,1*.J
/()7$8;7$1. 5,*+7$8;7$1.
$8; $8;
0$,10$5.,1*.J
0$,1 0$,1
/()70$,17$1. 5,*+70$,17$1.
Figure 7-8A. Fuel Quantity

_________________________, Rev. 1 Page 7-12A
Section 7
System
Description
Page 7-12B
______________________, Rev. 1
Section 7
System
Description
FLIGHT CONTROL SYSTEMS

See Figures 7-9
The flight control systems provide the correct control responses when
the pilot makes control selections, giving him positive control of the
attitude, speed and altitude of the helicopter. The helicopter is pro-
vided with conventional flight controls: collective pitch lever, cyclic
stick and tail rotor pedals. A mixing unit in the collective/cyclic control
systems integrates the control inputs from both systems and provides
a common output to collective/cyclic actuators. Refer to Figures 7-10
for the collective grip assembly and to Figures 7-11 for the cyclic grip
assembly.
Figure 7-9. Flight Controls System
_________________________, Rev. - Page 7-13

Section 7
System
Description
Figure 7-10. Collective Grip Assembly (typical)
Page 7-14 ______________________, Rev. -

Section 7
System
Description
Standard Grip
Alternate grip “ENG PAGE” switch loc.
1. Master reset pushbutton switch

2. Force trim pushbutton switch
3. Microphone/ICS trigger switch
4. Beeper trim selectorswitfc
5. Wiper selection switch
6. Cargo hook pushbutton switch (if installed)
7. Hoist switch (if installed)
8. Hoist cable cut pushbutton switch (if installed
9. Engine Page select pushbutton (for MFD display)
Figure 7-11. Cyclic Grip Assembly (typical)

_________________________, Rev. 1 Page 7-15
Section 7
System
Description
HYDRAULIC POWER
See Figures 7-12
Two independent systems supply the power to operate the flight con-
trol system and are used to provide the hydraulic power for operation
of the main rotor servo actuators (both systems) and the tail rotor
servo actuator (n.1 system only).
The hydraulic power consists of the following sub-systems:
— N.1 hydraulic system;
— N.2 hydraulic system.
N.1 HYDRAULIC SYSTEM
This system, which operates at a maximum pressure of 1600 psi, con-

sists of a suction circuit, a pressure circuit, a return circuit and a
bypass circuit. The hydraulic fluid is contained in the reservoir located
on the right side of the cabin roof. The fluid is sucked by a pump,
driven by the main transmission, and is supplied to the servo actuators
through the filter group and the accumulator. The system is controlled
by the SERVO switch located on the central console. The system
comprises ground test fittings, a pressure monitoring circuit and a low
pressure monitoring circuit.
The system supplies the main rotor servo actuators and the tail rotor
servo actuator.
N.2 HYDRAULIC SYSTEM
This system operates as the n.1 system, but it does not boost the tail
rotor servo actuator.
Pressure transmitters are interfaced to the G1000H GEA units for the
display of Hydraulic Pressure on the MFD. The system will monitor
the pressure and will generate HYD OIL PRESS 1, or 2, caution if the
hydraulic pressure is indicating in the cautionary yellow band.
Page 7-16 ______________________, Rev. 2

Section 7
System
Description
Figure 7-12. Hydraulic Power Schematic

_________________________, Rev. 1 Page 7-17
Section 7
System
Description
ELECTRICAL POWER
See Figures 7-13
The electrical and electronics systems are powered by a single wire
circuit with common ground return through the helicopter structure.
The helicopter power supplies are:
— 28 V d.c.
— 115 V a.c. 400 Hz single phase
— 26 V a.c. 400 Hz single phase.
A generator, a battery and for ground handling, an external power
receptacle are the dc power main sources.
Two static inverters, powered by dc voltage, are the ac sources.
Both dc and ac power supplies are distributed through a bus bar sys-
tem and operated by control switches located on the overhead con-
sole.
The electrical system is interfaced with the G1000H to display volts
and amps on the MFD and to display cautions and warning in the PFD
CAS window.
DC ELECTRICAL SYSTEM
The d.c. electrical system is a 28 V direct current single conductor

system, using the helicopter structure as a negative ground.
The main components of the system are:
— starter generator
— d.c. control box
— battery
— external power receptacle; d.c. relay box.
Page 7-18 ______________________, Rev. -

Section 7
System
Description
BATTERY
The helicopter is equipped with a 24 V, 27 Ah nickel-cadmium battery

located in the nose compartment. (Lead acid battery is a STC installa-
tion, see the STC RFMS for information.)
A temperature switch, inside of the battery and connected to the warn-
ing indication system, detects the internal temperature of the battery,
giving a BATT HOT warning message on PFD display in case of bat-
tery overtemperature. (Not applicable for lead acid battery.)
EXTERNAL POWER
The helicopter is provided with an external power receptacle on the

right side of the fuselage. A microswitch, activated by the receptacle
door, gives the EXT PWR ON caution message on PFD display when
the door is in the open condition.
STARTER-GENERATOR
A starter-generator, installed on the engine accessory gearbox, pro-

vides the power required to start the engine when operated as an
electric starter motor. After engine start the starter-generator, driven by
the engine, reverts into a d.c. generator providing the necessary 28 V
d.c. power.
AC ELECTRICAL SYSTEM
The alternating current is supplied by two 250 VA single phase static

inverters via two sensor relays. The inverters require 28 V d.c. input
supplied by the d.c. bus bar. The a.c. supply is controlled through the
INV 1 and 2 switches located on the overhead panel.
Each inverter supplies 115 V a.c. and 26 V a.c. to respective 115 V
a.c. and 26 V a.c. distribution busses to which the helicopter a.c. loads
are connected. In the event of an inverter failure, the relative sensing
relay de-energizes, connecting the failed inverter loads to the other
operating inverter.
There is no voltage indication for a.c. power.
_________________________, Rev. - Page 7-19
Section 7
System
Description
Figure 7-13. Electrical Power Schematic
Page 7-20 ______________________, Rev. -

Section 7
System
Description
HELIPILOT SYSTEM
See Figures 7-14
The system consists of two independent sub-systems controlled by a
common control panel. Each sub-system consists of a computer, two
linear actuators and two position synchro-transmitters (roll and pitch
axes). The linear actuator is inserted in the cyclic pitch control linkage.
The n.1 system, in addition, is provided with a linear actuator and a
position synchro-transmitter for the yaw axis. The linear actuator is
inserted in the tail rotor control linkage. The n.1 computer processes
attitude and yaw rate signals from the vertical and rate gyroscopes
and position signals from the cyclic stick and rudder pedals position
synchro-transmitters and develops the appropriate control signals for
the linear actuators.
The n.2 computer operates in the same manner as the n.1 computer,
but is not provided with the yaw (tail rotor) channel.
The Helipilot system has two modes of operation: stability augmenta-
tion (SAS) and attitude hold (ATTD HOLD).
In the SAS mode, the automatic stabilization system provides a damp-
ening effect to stabilize the helicopter with respect to external forces
(such as air turbulence, etc.). In this mode, operation of the Helipilot
system does not interfere with attitude changes controlled by the pilot.
In the ATTD HOLD mode, the Helipilot system is capable of maintain-
ing the attitude of the helicopter, providing the pilot with limited hands-
off flying capabilities. The pilot has the possibility of trimming the heli-
copter by operating the beeper trim selector switch on the cyclic stick
grip.
Helipilot system caution annunciations are provided in the CAS win-
dow of the PFD, the cautions are ATT OFF (Attitude hold switch is in
OFF position), SAS 1 and 2 (the SAS # is not operational), VG 1 and 2
(the VG # is invalid).
_________________________, Rev. - Page 7-21

Section 7
System
Description
Figure 7-14. Helipilot System Schematic
Page 7-22 ______________________, Rev. -

Section 7
System
Description
LIGHTING SYSTEMS
See Figures 7-15
The lighting systems include all the lights utilized for the helicopter
interior and exterior illumination.
The exterior lights include three navigation lights, two anticollision
lights and two landing lights.The interior lights include instrument
lights, utility lights and baggage lights.
Note
The illustration in Figures 7-15 shows the tail position light
as item 7 but the standard configuration is now to have the
tail light combined with the left (item 8) and right (item 6)
position light assemblies. NVG compatible aircraft utilize
the item 7 location for the NVG compatible tail light.
Note
There are many variations to the lighting to include, NVG
compatibility, boarding lights, tail flood lights, LED landing/
taxi lights, a factory installed searchlight and STC installed
searchlights. Only the standard Type Certified lights are
addressed here.
_________________________, Rev. - Page 7-23

Section 7
System
Description
Figure 7-15. Lighting Systems
Page 7-24 ______________________, Rev. -

Section 7
System
Description
EMERGENCY EQUIPMENT
See Figures 7-16
FIRST AID KIT (IF INSTALLED)
The first aid kit consists of a medical bag secured with strips of velcro
to the vertical panel below the rear passenger seat.
PORTABLE FIRE EXTINGUISHER (IF INSTALLED)
The helicopter is equipped with a portable, manually operated fire

extinguisher installed on the central console, between the pilot’s and
copilot’s (or passenger’s) seats. The mounting bracket is of the quick-
release type, for rapid removal of the fire extinguisher.
_________________________, Rev. - Page 7-25

Section 7
System
Description
Figure 7-16. Emergency Equipment
Page 7-26 ______________________, Rev. -

Section 7
System
Description
G1000H DISPLAY SYSTEM
PILOT’S GUIDE
G1000H Integrated Flight Deck Pilot’s Guide for the AgustaWestland

AW119, P/N 190-01514-00 Rev. A, or later approved revision, pro-
vides the operating instructions for the G1000H equipment and also
provides general information related to system architecture.
The following information supplements that found in the pilot’s guide
and where different the data here supersedes the pilot’s guide infor-
mation.
SYSTEM SOFTWARE
The G1000H system software version is displayed in upper right cor-

ner on MFD power up splash screen and on the MFD AUX System
Status page. Software versions for other components in the system
may also be found on the AUX System Status page. The installed
database and expirations dates (where applicable) are also displayed
on the AUX System Status page.
EQUIPMENT
The G1000H systems consists of several remotely mounted units and

two cockpit display units through which all remote equipment is con-
trolled. The display units are the same part number but are software
configured to display as a Primary Flight Display (PFD) (see Figure 7-
17) or a Multi-Function Display (MFD) (see Figure 7-18).
In this installation the display located on the right will always be in the
PFD format and the unit on the left will be in the MFD format during
normal use but is also configured as a PFD for reversionary mode and
training mode.
The pilot’s guide explains the controls and operation of the display
units.
_________________________, Rev. 2 Page 7-27

Section 7
System
Description
Figure 7-17. G1000H Primary Flight Display (PFD) Format
Figure 7-18. G1000H Multi-Function Display (MFD) Format
Page 7-28 ______________________, Rev. -

Section 7
System
Description
ENGINE GAUGES
During normal operation the PFD and MFD (in MFD MAP mode) have
a strip of engine and airframe gauges along the left side of each dis-
play (see Figure 7-19). The MFD may also be operated in the
ENGINE PAGE mode (see Figure 7-20) with the entire display dedi-
cated to the display of engine and airframe gauges.
Figure 7-19. Standard Engine and Airframe Gauges
_________________________, Rev. - Page 7-29

Section 7 AW119MKII G1000H RFMS
System
Description
MFD ENGINE PAGE
The MFD ENGINE PAGE mode (see Figure 7-20) displays all engine
and airframe gauges together on a single screen. The gauges are
shown larger on the ENGINE PAGE and the digital displays of N1, fuel
quantity, fuel pressure, voltage and amps are all displayed on gauges.
The MFD ENGINE PAGE mode is an option to the normal MFD MAP
mode (see Figure 7-18), they can not be selected at the same time.
The MFD page Mode is selected using the ENGINE softkey, located
on the lower left of the MFD (see Figure 7-20). This softkey is used to
toggle between the MFD MAP mode and the MFD ENGINE PAGE
mode.
The ENGINE PAGE can also be selected remotely by either pilot
through the ENG PAGE switch located on his cyclic stick (see Figure
7-11 and Figure 7-20). The cyclic switch can be used to switch from
the MFD MAP mode to the MFD ENGINE PAGE mode but not back,
the ENGINE softkey on the MFD must be used to reselect the MFD
MAP mode.
There are two conditions that cause the system to automatically
switch the MFD to the ENGINE PAGE mode and they are engine start
and autorotation. The engine start is simply a sensing of the START
switch being pressed, typically the pilot will have already selected the
ENGINE PAGE but this provides a back-up in the event he did not.
The automatic switching of the MFD to ENGINE PAGE during autoro-
tation required conditions (parameters) that would not result in
improper automatic display switching and the following are the condi-
tions that are used:
NR greater than 75% and:
- if an ENG OUT occurs.
- or, if NR and N2 differ by more than 1%.
- or, if engine torque is less than 2%.
When the ENGINE PAGE is automatically switched to the pilot may
return to the MFD MAP mode using the ENGINE softkey on the MFD.

Page 7-30 ______________________, Rev. 1
Section 7
System
Description
Figure 7-20. MFD ENGINE PAGE
_________________________, Rev. - Page 7-31

Section 7
System
Description
TRAINING (TRNG) MODE
The training mode is intended for pilot training and when selected the
MFD unit (left unit) is forced into a PFD display format and will be iden-
tical to the display on the right unit. This configuration allows a pilot
sitting in the left, copilot, seat to familiarize with the G1000H using the
PFD display format.
Note
The TRNG MODE is not permitted during normal flight
operations and is to remain in the OFF position.
A switch is located in the overhead switch panel labeled TRNG ON/
OFF and this switch is used to select the training mode. The switch
has a center lock feature that requires the pilot to pull on the switch to
move it between Off and On. The training mode may be turned On or
Off at any time but a short booting time is required for the left display
unit to re-configure, the delay is typically 6-10 seconds.
When TRNG MODE switch is ON the MFD normal functionality is
interrupted and those indications displayed on the MFD are not availa-
ble. The ENGINE PAGE of the MFD is also not available so the
TRNG MODE is not be selected until after the engine is started.
The training mode forces the reversionary mode for the left display
which causes it to reconfigure as a PFD. This reversionary mode is
also the mode invoked when the pilot PFD unit fails, or is turned off.
Page 7-32 ______________________, Rev. -

Section 7
System
Description
AUDIO WARNING GENERATOR (AWG)

Aural alert audio is generated by the G1000H system and routed to
the aircraft audio system, as unswitched audio, to the pilot and copilot
headphones. The volume level of this audio is preset and cannot be
changed by the crew members.
The AWG produces both the alert tones and the alert messages.
Whenever a new caution occurs a single tone will be generated, the
same tone is used for all caution messages.
When warnings occur the AWG produces first a tone and then a
message. The standard aural alert for a warning is a 900Hz tone
followed by aural message “WARNING”.
There are no tones associated with Advisory messages or G1000H
internal system messages.
_________________________, Rev. - Page 7-33

Section 7
System
Description
MISCOMPARE CAUTION (MISCMP-P)
The primary indications for N1, N2, NR and ITT utilize dual
redundancy in that each parameter is detected by dual sensors and
supplied through separate wiring into the G1000H system. Therefore
if one of the sensors, or associated wiring, fails the parameter is still
available and displayed on the G1000H. The G1000H performs a
comparison function by monitoring each of the dual inputs for
differences outside of a preset threshold (>1% for N1, N2 and NR and
>20 oC for ITT). If a discrepancy is detected for any of the monitored
parameters the G1000H generates the MISCMP-P (Miscompare -
Primary) caution. There is no message stating which parameter was
detected with a discrepancy.
A MISCMP-P caution is to be reported for maintenance even if it only
appears momentarily.
Page 7-34 ______________________, Rev. -

Section 7
System
Description
AUDIO SYSTEM
Refer to Cobham (NAT) DACS ACP53-100 Audio Control Panel:
SM75 Installation and Operation Manual for operational details of the
audio panel.
The Cobham DACS audio system consist of a remote mounted audio
management unit (AMU) and two cockpit audio control panels
(ACP53), see Figure 7-2A.
The DACS audio system his highly customizable and the standard
installation is interfaced with the two VHF-AM communication radios
and the two VOR receivers that are part of the G1000H system. Cus-
tomization to the aircraft will expand the radios interfaced and features
utilized.
VOX and keyed intercom is provided between the pilot and copilot
position and with customization a cabin audio panel or VIP intercom
system may be incorporated.
Power to the audio system is provided through two circuit breakers
located in the cockpit overhead circuit breaker panel, see Figure 7-
5A. A circuit breaker labeled “AMU PRI” is the primary power to the
audio system and this breaker is powered by the 28V BUS. The sec-
ond circuit breaker is labeled “AMU” and is located on the 28V Battery
Bus. For normal operation the aircraft BUS switch must be On.
There are two secondary power functions for the audio system and
they are controlled by switches, labeled “EMER/BK-UP/NORM”
located on each audio controller. Typically these switch will be left in
the NORM position. When either panel selects BK-UP it causes the
system to switch to back up power, this is through the “AMU” breaker
connected to the battery bus. When in back-up mode most features
are still operational but if cabin audio is included, communication to
the cabin will be lost. The other power mode is EMER, or emergency,
mode. In this mode the pilot is connected directly to the #2 VHF com
radio and #2 VOR (turn VOR volume down to eliminate noise when
operating in this mode) and the copilot is connected directly to #1 VHF
com and #1 VOR. Each panel must select this mode. When in EMER
mode the pilot and copilot have keyed ICS communications.
_________________________, Rev. - Page 7-35

Section 7
System
Description
ADS-B OUT
Automatic Dependent Surveillance – Broadcast (ADS-B) is part of the

FAA Next Generation Air Transportation System (NextGen). ADS-B is
surveillance technology that incorporates both airborne and ground
elements to provide an enhanced and more accurate presentation of
the air traffic environment. ADS-B has both an Out Function and an In
Function with the ADS-B Out function being data transmitted from the
aircraft to be received on the ground and by other aircraft.
The ADS-B Out transmission broadcasts the aircraft identification,
position, altitude, velocity and other information. This ADS-B mes-
sage data is used by the ground equipment for aircraft traffic control
and is used by other aircraft with ADS-B In for improved situational
awareness.
The ADS-B Out function, in this aircraft, uses the 1090 Extended
Squitter (1090ES) method of ADS-B transmission (as opposed to Uni-
versal Access Transmitter, or UAT, ADS-B Out). The 1090ES ADS-B
Out function is imbedded within the aircraft transponder and the func-
tion receives aircraft position, velocity and geometric altitude informa-
tion from the G1000H GPS (either GPS1 or GPS2 whichever acquires
navigation state first will be used unless the position determination
degrades in which case the other GPS data will be used). Barometric
altitude is provided from the aircraft Air Data Computer and is the
same altitude used for normal Transponder altitude reporting.
The ADS-B function formats messages that are added to the basic
transponder data transmission (which is referred to as a squitter). The
ADS-B Out function will transmit this data regardless of the tran-
sponder operating mode, as long as the transponder is operating
properly. The ADS-B message data may be used on the ground, for
ground movement control, as well as in the air.
Page 7-36 ______________________, Rev. 4

Section 8
Handling and
Servicing
SECTION 8
HANDLING AND SERVICING
___________________________, Rev. - Page 8-1

Section 8
Handling and
Servicing
Page 8-2 ____________________________, Rev. -

Section 9
Supplemental
Performance Information
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
___________________________, Rev. - Page 9-1

Section 9
Supplemental
Performance Information
AW119
Page 9-2 _____________________________, Rev. -

STCSR032800NY RFMS Garmin G1000 Configuration

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AW119 MKII RFMS

Document No. AWPC-ENG-12-065

GARMIN G1000H CONFIGURATION

This supplement must be attached to the "FAA Approved Rotorcraft

FAA Approved: __________________________

Date: __________________________, Rev. 5

AgustaWestland Philadelphia Corp.

PART I - LIST OF REVISIONS

A-1, B-1, B-2,

A-1, B-1, B-2 Update rate of Patrick McKernan

FAA Approved __________________________, Rev. 5 Page A-1

PART I - LIST OF REVISIONS (CONT.)

FAA Approved __________________________, Rev. 5 Page A-2

PART I - LIST OF EFFECTIVE PAGES

Page Rev. No. Page Rev. No.

Title page 5 1-28 -

A-1 5 1-29 thru 1-30 1

B-2 5 1-39 thru 1-40 -

PART I - FAA Approved

1-i thru 1-vi - 2-i thru 2-ii -

1-22 2 2-18 thru 2-27 -

FAA Approved __________________________, Rev. 5 Page B-1

Page Rev. No. Page Rev. No.

3-i thru 3-iv - 4-i 3

3-1 thru 3-10 - 4-ii -

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3-21 thru 3-23 -

3-25 thru 3-33 -

3-35 thru 3-58 -

3-60 thru 3-72 -

FAA Approved __________________________, Rev. 5 Page B-2

PART I - FAA APPROVED

PART II - MANUFACTURER’S DATA

FAA Approved __________________________, Rev. - Page i

This Page Intentionally Left Blank

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This Rotorcraft Flight Manual Supplement has been formated to

FAA Approved __________________________, Rev. - Page iii

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WARNINGS, CAUTIONS AND NOTES

An operating procedure, practice, etc., which, if not strictly

USE OF PROCEDURAL WORDS

FAA Approved __________________________, Rev. - Page v

Page vi FAA Approved __________________________, Rev. -

— GMU : Garmin Magnetometer Unit

FAA Approved __________________________, Rev. - Page vii

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Figure 1. Helicopter - Three views

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GENERAL ....................................................................................... 1-1

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Page 1-ii FAA Approved _________________________, Rev. -

FLIGHT DISPLAY ......................................................................... 1-25

FAA Approved _________________________, Rev. - Page 1-iii

1.1 Airspeed Limitation - VNE (power on/off) ............................1-5

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1-1. Approved fuel..................................................................... 1-16

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