B1.3 AW189 Type Training Notes

FOR TRAINING USE ONLY
AW189
Airframe Maintenance Type Training
Course (cat. B1.3)
Student Notes
This document contains commercial in confidence information that is AgustaWestland S.p.A. (hereinafter “AW”) proprietary
and it is supplied in collaboration with AgustaWestland Ltd (hereinafter “AW”), on the express condition that it may not be
copied to, used by, disclosed to or re-produced, in whole or in part, for any third party without the AW written consent.
Any unauthorised use, disclosure, reproduction in whole or in part of the information contained in this training publication is
forbidden and prosecuted in accordance with the applicable law.
DOCUMENT NO: AW189-AF001-SN-I

ISSUE: Version 3.00
ISSUE DATE: 12 July 2013

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AW189-AF001-SN-I
AW189 Airframe Maintenance Type Training Course
Student Notes – B1.3
Table of Contents
00 Air Vehicle General Characteristics AW189-AF001-SN-I-00
04 Air Vehicle Airworthiness Limitations AW189-AF001-SN-I-04
05 Air Vehicle Time Limits, Maintenance Checks AW189-AF001-SN-I-05
06 Air Vehicle Dimensions, Areas and Station Identification AW189-AF001-SN-I-06
07 Air Vehicle Lifting, Shoring, Recovering and Transporting AW189-AF001-SN-I-07
08 Air Vehicle Levelling and Weighing AW189-AF001-SN-I-08
09 Air Vehicle Handling and Taxiing AW189-AF001-SN-I-09
10 Air Vehicle Parking, Mooring, Storing and Return to Service AW189-AF001-SN-I-10
11 Air Vehicle Placards and Markings AW189-AF001-SN-I-11
12 Air Vehicle Servicing AW189-AF001-SN-I-12
15 Air Vehicle Crew Information AW189-AF001-SN-I-15
18 Vibration and Noise Analysis and Attenuation AW189-AF001-SN-I-18
21 Environmental Control AW189-AF001-SN-I-21
22 Auto Flight AW189-AF001-SN-I-22
23 Communications AW189-AF001-SN-I-23
24 Electrical System AW189-AF001-SN-I-24
25 Equipment and Furnishing – Emergency Equipment AW189-AF001-SN-I-25
26 Fire Protection AW189-AF001-SN-I-26
28 Fuel AW189-AF001-SN-I-28
29 Hydraulic AW189-AF001-SN-I-29
30 Ice and Rain Protection AW189-AF001-SN-I-30
31 Indicating/Recording AW189-AF001-SN-I-31
32 Landing Gear AW189-AF001-SN-I-32
33 Lights AW189-AF001-SN-I-33
34 Navigation AW189-AF001-SN-I-34
45 Monitoring and Diagnostics AW189-AF001-SN-I-45
46 Integration and Display AW189-AF001-SN-I-46
49 Airborne Auxiliary Power AW189-AF001-SN-I-49
52 Doors AW189-AF001-SN-I-52
53 Airframe Structure (Helicopter) AW189-AF001-SN-I-53
56 Windows and Canopies AW189-AF001-SN-I-56
62 Main Rotors AW189-AF001-SN-I-62
63 Main Rotor Drive AW189-AF001-SN-I-63
64 Tail Rotor AW189-AF001-SN-I-64
65 Tail Rotor Drive AW189-AF001-SN-I-65
67 Rotors Flight Control AW189-AF001-SN-I-67
70 Engine Standard Practice AW189-AF001-SN-I-70
71 Power Plant AW189-AF001-SN-I-71
72 Engine AW189-AF001-SN-I-72
73 Engine Fuel and Control AW189-AF001-SN-I-73
74 Electric and Ignition AW189-AF001-SN-I-74
Issue No 3.0 2013-07-12 Page i
Use and disclosure of this document is controlled; see Title/Cover page.

AW189-AF001-SN-I
AW189 Airframe Maintenance Type Training Course
Student Notes – B1.3
75 Engine Air AW189-AF001-SN-I-75

76 Engine Control AW189-AF001-SN-I-76
77 Engine Indicating AW189-AF001-SN-I-77
78 Engine Exhaust AW189-AF001-SN-I-78
79 Engine Oil AW189-AF001-SN-I-79
80 Engine Starting AW189-AF001-SN-I-80
95 Crew Escape and Safety AW189-AF001-SN-I-95
97 Image Recording AW189-AF001-SN-I-97
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AW189 Airframe Maintenance Type

Training Course
Classroom Training Student Notes
00 - Air Vehicle General Characteristics
DOCUMENT NO: AW189-AF001-SN-I-00

ISSUE: 3.0

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AW189-AF001-SN-I-00
Classroom Training Student Notes – B1.3
Table of Contents
Air Vehicle General Characteristics Lesson .......................................................................................................1
1 AW189 Air Vehicle ...................................................................................................................................1
1.1 List of Abbreviations .......................................................................................................................1
1.1.1 Abbreviations and Acronyms ......................................................................................................1
1.2 AW189 General Overview ............................................................................................................23
1.2.1 AW189 General Overview ........................................................................................................23
1.3 Aircraft Description (1) ..................................................................................................................25
1.3.1 Length, Height, Width and Rotor Diameter ..............................................................................26
1.3.2 Cockpit Layout ..........................................................................................................................30
1.3.3 Doors and Emergency Exits .....................................................................................................31
1.3.4 Fuel System ..............................................................................................................................32
1.3.5 Hydraulic System ......................................................................................................................33
1.3.6 Landing Gear ............................................................................................................................34
1.3.7 Fixed Flight Control ..................................................................................................................35
1.4 Aircraft Description (2) ..................................................................................................................36
1.4.1 Electrical System ......................................................................................................................36
1.4.2 Dynamic Systems .....................................................................................................................37
1.4.3 Power Plant ..............................................................................................................................39
1.4.4 Fire Detection ...........................................................................................................................40
1.4.5 Avionics System Architecture ...................................................................................................41
1.4.6 Environmental Control System .................................................................................................43
1.5 Conversion Tables ........................................................................................................................44
1.5.1 Conversion Tables ....................................................................................................................44

AW189-AF001-SN-I-00

AW189-AF001-SN-I-00
Air Vehicle General Characteristics Lesson

1 AW189 Air Vehicle
1.1 List of Abbreviations
1.1.1 Abbreviations and Acronyms
AC Alternate Current
A/C Aircraft
ACP Audio Control Panel
AC PDU AC Power Distribution Unit
ACCB Air Conditioning Control Box
ACSGS AC Starter Generation and Start Converter Unit Subsystem
ACS Air Conditioning System
AC XPC AC External Power Contactor
AC XPR AC External Power Receptacle
AC XPS AC External Power Sensor
ADAHRS Air Data & Attitude Heading Reference System
ADE ADA Development Environment
ADELT Automatic Deployable Emergency Locator Transmitter
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADM Air Data Module
ADS Air Data System
ADU Air Data Unit
AEO All Engine Operative
AFCS Automatic Flight Control System
AFDX Avionic Full Duplex ethernet
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AGB Accessory Gear Box
AGC Apu Generator Contactor
AGE Aircraft Ground Equipment
Ah Ampere hour
AHRS Attitude And Heading Reference System
ALT Altitude; Barometric Altitude
ALTN Alternate
AM Amplitude Modulation
AMC Acceptable Means of Compliance
AMLCD Active Matrix Liquid Crystal Display
AMMC Aircarft & Mission Management Computer
AMMS Aircarft & Mission Management System
AMU Audio Management Unit
ANT Antenna
AOA Angle of Attack
AP Autopilot
APP Approach
APS Auxiliary Power System
APU Auxiliary Power Unit
ARINC Aeronautical Radio INCorporated
ATC Ait Traffic Control
ATP Acceptance Test Procedure
ATS Air Turbine Starter
ATT Attitude
Aux Auxillary
AVMMS Air Vehicle Management and Monitoring System
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AW Agusta Westland
AWG Aural Warning Generator
BAG Baggage
BAT Battery
BFK Basic Function Key
BIT Built in Test
BITE Built-In Test Equipment
BKUP Backup
BRG Bearing
BRU Beacon Release Unit
°C Celsius/Centigrade (degree)
CAP Captions
CAS Crew Alerting System
CAS RST Crew Alerting System Reset
CB Circuit Breaker
C/B Circuit Breaker
CBIT Continuous Built In Test
CBL Cable
CBP Circuit Breaker Panel
CCA Circuit Card Assembly
CCD Cursor Control Device
CCJ Cursor Control Joystick
CCP Cockpit Control Panel
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CCRR Closed Circuit Refuelling Receiver
CDR Critical Design Review
CDRL Customer Data Requirememnts List
CDS Cockpit Display System
CF Compact Flash, Constant Frequency
CFE Customer Furnished Equipment
CFRP Carbon Fibre Reinforced Plastic
CFUR Critical Failure (ECC)
CG Center of Gravity
CKPT Cockpit
CLPR Caliper
CLTV Collective
CM Configuration Management
CMS Centralized Maintenance System
COC Certificate of Conformity
COM Communication
COND Conditioning
CONTR PNL Control Panel
CP Control Panel
CPI Crash Position Indicator
CPLT Copilot
CRES Corrosion Resistant Steel
CRS Course
CRZ Cruise
CSCI Computer Software Configuration Item
CSL Console
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CSMM Crash Survivable Memory Module
CT Current Transformer
C/V Check Valve
CVR Cockpit Voice Recorder
CU Configuration Unit
DAFCS Digital Automatic Flight Control System
DBU Data Base Update
DC Display Controller
DC Direct Current
DCPDU DC Power Distribution Unit
DCGS DC Generation Subsystem
DCP Display Control Panel
DC XPC DC External Power Contactor
DC XPR DC External Power Receptacle
DDP Display Dimming Panel
DH Decision Height
DIM Dimming
DME Distance Measuring Equipment
DMG Digital Map Generator
DN Down
DOA Design Organization Approval
DTD Data Transfer Device
DTU Data Transfer Unit
DTS Duct Temperature Sensor
DU Display Unit
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EASA European Aviation Safety Agency
ECDU Electrical Control and Display Unit
ECS Environmental Control System
ECU Engine Control Unit
EDCU Electrical Display Control Unit
EECU Engine Electronic Control Unit
EFA Experimental Flight Approval
EFS Emergency Floatation system
EFIS Electronic Flight Instrumentation System
EGPWS Enhanced Ground Proximity Warning System
EGT Exhaust Gas Temperature
EHSV Electro Hydraulic Solenoid Valve
EIOM Electrical Input Output Module
ELT Emergency Locator Transmitter
EMC Electromagnetic Compatibility
EMC Epoxy Moulding Compound
EMER Emergency
EMI Electromagnetic interference
ENG Engine
ENAC Ente Nazionale Aviazione Civile
EP Estimated Position; Electric Pump
EPGDS Electrical Power Generation And Distribution System
EPU Estimated Position Uncertainty
EQSW Equipment Software
ESIS Electronic Stand-by Instrument System
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ESP Engine Speed Probe
ET Elapsed Time
ETA Estimated Time of Arrival
ETE Estimated Time En-route
EXTG Extinguish / Extinguisher
FADEC Full Authority Digital Engine Control
FAA Federal Aviation Administration
FAI First Article Inspection
FBW Flight By Wire
F/C Flight Control
FCA Functional Configuration Audit
FCC Flight Control Computer
FCHS Flight Control Hydraulic System
FCS Flight Control System
FD Flight Director
FDE Fault Detection & Exclusion
FDR Flight Data Recorder
FF Fuel Flow
FFC Fixed Flight Control
FFK Fixed Function Key
FH Flying Hours; Flight Hours
FK Function Key
FL Flight Level
FLTA Forward Looking Terrain Alerting
FMEA Failure Mode, Effects and Analysis
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AW189-AF001-SN-I-00
FMECA Failure Mode, Effects and Criticality Analysis
FMCW Frequency Modulated Continuous Wave
FMP Fuel Metering Pump
FMS Flight Management System
FOD Foreign Object Damage
FPGA Field Programmable Gate Array
FQGS Fuel Quantity Gauging System
FRACA Failure Reporting Analysis and Corrective Action
FSB Fasten Seat Belt
FSK Function Select Key
FSOV Fuel ShutOff Valve
ft Feet
ft/min Feer per Minute
FWD Forward
GA Go-Around
GB Giga Byte
GBSP GearBox Speed Probe
GCS Generator Control Switch
GCU Generator Control Unit
GEN Generator
GG Gas Generator
GI Ground Idle
GLC Generator Line Contactor
GND Ground
GPS Global Positioning System
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GPU Ground Power Unit
GPWS Ground Proximity Warning System
GRS General Requirements Specification
GTS Gas Turbine Starter
GVI General Visual Inspection
GW Gross Weight
H/C Helicopter
HCB Heating Control Box
HCP Hydraulic Control Panel
HDOP Horizontal Diluition of Precision
HDG Heading
HEELS Helicopter Emergency Egress Lighting System
HF High Frequency
HFOM Horizontal Figure of Merit
HGPU Hydraulics Ground Power Unit
HID High Intensity Discharge
HIL Horizontal Integrity Limit
HIRF High Intensity Radio Frequency
HMI Human Machine Interface
HON Honeywell
HOV Hover
HP High Pressure; Horse Power
HPS Hydraulic Power Supply
HRS Hardware Requirements Specifications
H/S Hydraulic System
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HSI Horizontal Situation Indicator
HSP Hydraulic Synoptic Page
HT Height
HTAWS Helicopter Terrain Awareness and Warning System
HTR Heater
HUMS Health and Usage Monitoring System
HVDCC High Voltage Direct Current Contactor
H/W Hardware
HYD Hydraulic
Hz Hertz
IAS Indicated Air Speed
IBIT Initiated Built In Test
ICD Interface Control Document
ICP Integrated Control Panel
ICS Intercommunication System
ID Inner Diameter
IDM Installation Data Module
IEL Indirect Effects of Lightning
IETP Interactive Electronic Technical Publication
IFR Instrument Flight Rules
IGB Intermediate gearbox
IGN Ignition
IHBT Inhibit
ILS Instrument Landing System
INPH Interphone
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I/O Input / Output
IOM Input Output Module
IR Infrared
ISA International Standard Atmosphere
ISIS Integrated Stand-by Instrument System
JAA Joint Aviation Authority
JAR Joint Airworthiness Regulations
KG/kg Kilogram
kPa kiloPascals
kVA Kilovolt Ampere
KTS Knots
KW Kilowatt
LAN Local Area Network
LB/lb Pounds
LCD Liquid Crystal Display
LD Locking Device
LDG Landing
LDG LTS Landing Lights
LDG PWR Landing Power
LDS Lightning Detection System
LED Light Emitting Diode
LG Landing Gear
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AW189-AF001-SN-I-00
LGCL Landing Gear Control Lever
LGCP Landing Gear Control Panel
LGCV Landing Gear Control Valve
LGS Landing Gear System
LH Left Hand
LL Low Level
LLS Low Level Sensor
LOC Localizer
LP Low Pressure
LRM Line Replaceable Module
LRU Line Replaceable Unit
LSK Line Select Key
LT Light
MAG Magnetic
MAN Manual
MAU Modular Avionics Unit
MB Marker Beacon
MCD Magnetic Chip Detector
MCDU Multifunction Control Display Unit
MCL Master Caution Light
MDB Maintenance Data Base
ME Main Exciter (Generator)
MEL Minimum Equipment List
MES Main Engine Start
MFD Multi-Function Display
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MGB Main Gear Box
Mhz Megahertz
MIL-SPEC Military Specification
MIC Microphone
MISC Miscellaneous
MLG Main Landing Gear
MMI Man-Machine Interface
MM Maintenance Manual
MMEL Master Minimum Equipment List
MOC Means of Compliance
MPOG Minimum Pitch on Ground
MR Main Rotor/Master Reset
MRA Main Rotor Actuator
MRB Main Rotor Blade
MRD Main Rotor Drive
MRGB Main Rotor Gear Box
MRH Main Rotor Head
M/S Micro Switch
MSG Message
MSU Magnetic Sensor Unit
MSTR Master
MT Microturbo
MTBF Mean Time Between Failures
MTBR Mean Time Between Removal
MTBUR Mean Time Between Unscheduled Removals
MTTR Maintenance Time to Replace
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MTOW Maximum Take Off Weight
MWL Master Warning Light
N/A Not Applicable, Not Available
NAV Navigation
NCD No Computed Data
Ng or NG Engine gas generator speed
NHEC Non Human External Cargo
NLG Nose Landing Gear
NM Nautical Mile
NORM Normal
NO SMK No Smoking
Nr Number of Revolutions
NR Rotor Speed
NRV Non Return Valve
NVG Night Vision Goggle
NVIS Night Vision Imaging System
NVM Non Volatile Memory
OAT Outer Air Temperature
OD Outer Diameter
OEI One Engine Inoperative
OPSW Operational Software
OSOV Oil Shut Off Valve
OTS Overheat Temperature Switch
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OVCP Over Head Control Panel
OVHT Overheat
OVTQ Overtorque
PA Passenger Address; Pubblic Address; Power Amplifier, Public Announcement
PAX Passengers
PBIT Power-Up Built-in Test
PCA Physical Configuration Audit
PCM Power Control Module
PDCS Power Distribution and Control Subsystem
PDR Preliminary Design Review
PDU Power Distribution Unit
PERF Performance
PF Power Factor
PFD Primary Flight Display
PLT Pilot
PMA Permanent Magnent Alternator
PMG Permanent Magnet Generator
P/N Part Number
PNL Panel
PNL LT Panel Lighting
POR Point of Regulation
PRAIM Predicted RAIM
PRDS Pressure Refuel and Defuel System
PRN Pseudo Random Noise
PS Proximity Switch
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PSI Pound per Square Inch
PSM Power Supply Module
PSU Passenger Service Unit
PT Total Pressure
PTFE Polytetrafluoroethylene
PTT Press to Talk; Press to Transmit
P1 Air Intake Pressure
P2 Compressor Discharge Pressure
PU Per Unit
PWL Pulse Width Modulation
PWM Pulse Width Modulated
PWR Power
QAD Quick Attach/Detach
QPP Qualification Program Plan
QR Qualification Review
QRH Quick Reference Handbook
QTP Qualification Test Procedure or Plan
R/A Rectraction Actuator
RAD ALT Radio Altitude / Radio Altimeter
RAIM Receiver Autonomous Integrity Monitoring
RAM Random Access Memory
RB Rotor Brake
RBA Rotor Brake Assembly
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AW189-AF001-SN-I-00
RBAA Rotor Brake Actuator Assembly
RBCB Rotor Brake Control Block
RBCL Rotor Brake Control Lever
RBCM Rotor Brake Control Module
RBCP Rotor Brake Control Panel
RBD Rotor Brake Disc
RBS Rotor Brake System
RBPI Rotor Brake Pressure Indicator
RBRA Rotor Brake Reservoir Assembly
RCDR Record
RCP Reversion Control Panel
RDR Radar
REL Release
REPU Remote Electrical Power Unit
RF Radio Frequency
RFM Rotorcraft Flight Manual
RH Right Hand
RPM Revolution Per Minute
RSD Remote Select Device
RTN Return
RX Receive
SA Situation Awareness
S/A Shock Absorber
SAR Search and Rescue
SARSAT Search and Rescue Satellite
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AW189-AF001-SN-I-00
SAT Shock Absorber Travel
SBAS Satellite Based Augmentation System
SC Start Contactor
S/C Short Circuit
SCAS Stability and Control Augmentation System
SCD Source Control Drawing
SCDD Source Control Drawing for Design
SCDM Source Control Drawing for Manufacturing
SCN Specification Change Notice
SD Secure Digital
S/G Starter Generator
SGCU Starter Generator Converter (or control) Unit
SGS Starter Generator System
SID System Interface Document
SIU System Interface Unit
S/N Serial Number
SOV Shut Off Valve
SPD Speed
SRU Start Rectifier Unit
SSD Solid State Device
SSEPMS Solid State Electrical Power Management System
SSPC Solid State Power Controllers
SSS Supplier System Specification
STA Station (line)
STBY Stand-By
STN Station
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STTE Special to Type Test Equipment
SW Switch
S/W Software
SYS System
TA Traffic Advisory
TAWS Terrain Awareness and Warning System
TB Tera Byte
TBA To Be Advised
TBC To Be Confirmed
TBD To Be Detyermined
TBO Time Between Overhaul
TCAS Traffic Alert and Collision Avoidance System
TCV Temperature Control Valve
TEMP Temporary/Temperature
TEV Thermostatic Espansion Valve
TGB Tail Gear Box
TO Take Off
TOA Time of Arrival
TP Test Procedure
TR Tail Rotor
TRA Tail Rotor Actuator
TRB Tail Rotor Blades
TRD Tail Rotor Drive
TRDL Tail Rotor Drive Line
TRDS Tail Rotor Drive System
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TRH Tail Rotor Head
TRR Test Readiness Review
TRSOV Tail Rotor Shut-Off Valve
TRU Transformer Rectifier Unit
TX Transmission
TXV Thermostatic Expansion Valve
T1 Air Inlet Temperature
T2 Compressor Discharge Air Temperature
T3 Turbine Inlet Temperature
T4 or T5 Exhaust Gas Temperature
UD Uni-Directional
UHF Ultra High Frequency
ULB Underwater Locator Beacon
UNF Unified Fine
UNLK Unlock
USB Universal Serial Bus
UTC Universal Time Coordinates
Vac AC Voltage
VCS Vapour Cycle System
VCU Voltage Converter Unit
VDAM Vibration Data Acquisition Module
Vdc DC Voltage
VDOP Vertical Diluition of Precision
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VEL Velocity
VENT Ventilation
VF Variable Frequency
VFOM Vertical Figure of Merit
VHF Very High Frequency
VIL Vendor Item List
VIL Vertical Integrity Limit
VMS Vehicle Monitoring System
VNE Never Exceed Speed
VOL Volume
VOR VHF Omnidirectional Range
V/UHF VHF and UHF
WAS Water Activated Switch
W/B Wheel Brake
W/BHS Wheel Brake Hydraulic System
W/BMC Wheel Brake Master Cylinder
W/BPH Wheel Brake Parking Handle
W/BPV Wheel Brake Parking Valve
W/BR Wheel Brake Reservoir
WCA Warnings, Cautions and Advisories
WHL Wheel
WL Water Line
WLAN Wireless Local Area Network
WOFFW Weight-Off-Wheels
WOW Weight-On-Wheels
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WRN Warning
WT Weight
WX Weather
WXR Weather Radar
XFEED Crossfeed
XMIT Transmit
XMSN Transmission
XP External Power
XPDR Transponder
XPU External Power Unit
Y Yaw
Z Zulu (time)
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1.2 AW189 General Overview

1.2.1 AW189 General Overview
The AW189 is a new medium twin-engine aircraft designed for land and sea operations
including off shore services, Tactical Troop Transport (TTT), Combat Search and Rescue
(CSAR), Medical/Casualty Evacuation (MEDEVAC/CASEVAC), fire fighting and utility (logistical
resupply/external lift) roles.
The AW189 operating capabilities include:
 Single pilot day and night VFR/IFR
 NVG compatibility
 Maximum Take-off Weight (MTOW) 8600 kg
 Vne 169 kt
 Altitude range up to 20000 ft
 Temperature range -40 +55 °C.
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The cockpit has pilot and co-pilot crashworthy seats and double commands (cyclic/collective bar
and pedal).
The passenger cabin (11.3 m3) can be used to carry 16 passengers (4 by 4 crashworthy seats
configuration). Other passenger cabin configurations are also available allowing up to a
maximum of 19 passengers.
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1.3 Aircraft Description (1)
WIDTH:
Cabin (Internal) 2.290 m
Main rotor blades turning (maximum) 14.600 m
Main rotor blades at rest 13.206 m
Without rotors (fuselage without sponson) 2.550 m
LENGTH:
Cabin (Max Internal) 2.995 m
Main and Tail rotors blades turning (maximum) 17.605 m
Without rotors (fuselage nose to vertical tail) 14.620 m
CL (Center Line) main rotor to tail rotor 8.853 m
HEIGHT:
Cabin (Internal) 1.480 m
Top of main rotor head (overall on ground at BDGW) 4.006 m
Top of tail fin (overall on ground at BDGW) 4.180 m
Main rotor tip to ground (clearance) 2.944 m
Fuselage to ground (clearance) 0.4977 m
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1.3.1 Length, Height, Width and Rotor Diameter
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Aircraft Overall Dimensions
WIDTH:
Cabin (internal) 2290 m
Main rotor blades turning (maximum) 14600 m
Main rotor blades at rest 13206 m
Without rotors (fuselage without sponson) 2550 m
LENGTH:
Cabin (max internal) 2995 m
Main and tail rotors blades turning (maximum) 17605 m
Without rotors (fuselage nose to vertical tail) 14620 m
CL main rotor to tail rotor 8853 m
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HEIGHT:
Cabin (internal) 1480 m
Top of main rotor head (overall on ground at

4006 m
BDGW)
Top of tail fin (overall on ground at BDGW) 4180 m
Main rotor tip to ground (clearance) 2944 m
0.4977
Fuselage to ground (clearance)
m
MAIN ROTOR DATA AND MAIN CHARACTERISTICS:
Fully
Type
Articulated
Number of blades 5
Diameter 14.60 m
Disc area 167.42 m2
Aerodynamic blade chord (thrust

0.4879 m
weighted)
Geometric rotor solidity ratio (blades

0.1130
area/disc area)
Aerodynamic rotor solidity (thrust

0.1064
weighted)
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1.3.2 Cockpit Layout
The instrument panel and interseat console contain all the control panels and displays
governing the systems installed in the aircraft and utilised by the flight crew.
The overhead console is installed above the heads of the flight crew and includes the circuit
breaker panel, the power lever quadrant, the rotor brake control lever and the electrical control
panel.
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1.3.3 Doors and Emergency Exits
The pilot doors are of a composite construction utilising woven carbon fibres skins with a
bonded Nomex honeycomb core.
The cabin doors, one on each side, are of the "plug" type opening and sliding rearward.
The design of the cabin door allows the opening and closing of it in flight at speeds of up to 80
kt. Flight is permitted at speeds of up to 100 kt with the door locked open.
The windows are also emergency exits, providing safe exit of crew and troops following forced
landing or ditching, including roll over.
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1.3.4 Fuel System
The AW189 fuel system design meets the relevant requirements of CS29 and the intent of MIL-
STD-1290A.
Fuel is contained in two "L" shaped, fabric, crashworthy fuel tanks. The tanks are located behind
the main cabin area and are supported by a sealed honeycomb torsion box structure which is
capable of absorbing local impact conditions.
Both left and right side tanks are provided with a gravity filler cap installation. The two tanks are
provided with an interconnecting flange which enables both tanks to be refuelled from one tank
only. Flanges are also provided to allow pressure refuelling and jettison systems to be installed
if required by the customer.
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1.3.5 Hydraulic System
The main hydraulic system consists of two separate, independent and redundant hydraulic
systems which each provide hydraulic power to the main and tail rotor powered flying controls
actuators.
Their design and installation are such that the system's vulnerability to ballistic damage is
reduced.
Both systems operate at a nominal pump output pressure of 207 bar (3000 psi). In system 1,
one mechanical pump (Hydraulic Power System 1 (HPS1)) and one Electrical Pump (EP), part
of the auxiliary HPS, provide pressurised flow to the Power Control Module 1 (PCM1).
In system 2, two pumps (HPS2 and HPS4), part of the auxiliary HPS, provide pressurised flow
to the Power Control Module 2 (PCM2).
The mechanical hydraulic pumps are driven continuously by the Main Gearbox (MGB) gears.
The electrical hydraulic pump operates on ground for preflight check for a limited period of time.
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1.3.6 Landing Gear
The AW189 is provided with a hydraulically retractable tricycle landing gear.
The robust landing gear is designed to withstand high descent rates and the rough conditions of
field landings in harsh environmental conditions. It has the capability to make roll on landing.
The purpose of the landing gear is to:
 Allow take-off/landing, ground handling for the aircraft at its maximum gross weight
 Provide energy absorption during the landing impact of the aircraft maintaining the
prescribed ground load factors.
Each main wheel is fitted with a disc brake. They can be operated differentially and
progressively by either pilot using toe pedals that actuate the pistons in the master brake
cylinders. The pressure generated is then transmitted to the main wheels brakes.
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1.3.7 Fixed Flight Control
The AW189 is provided with a four channel, conventional type, mechanical flight control system,
consisting of lateral and longitudinal cyclic, collective and anti-torque command operated by
pilot.
The flight control system controls the aircraft attitude and direction through main and tail rotor.
Cyclic and collective controls are mixed together by means of a mixing unit and the resulting
output is boosted by three hydraulic servo actuators (Main Rotor Actuators (MRA)) acting on the
blade pitch angle of the main rotor.
Anti-torque (yaw) control acts instead directly on a single dual hydraulic servo actuator (Tail
Rotor Actuators (TRA)), therefore operating tail rotor blade pitch angle.
Servo actuators also prevent forces originated from gusts of wind on the rotors, to feedback to
flight controls.
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1.4 Aircraft Description (2)

1.4.1 Electrical System
The Electrical Power Generation and Distribution System (EPGDS) is designed for 115 Vac,
400 Hz AC power, 28 Vdc power and 270 Vdc power. The generation system is an AC and the
distribution system includes both AC and DC.
This architecture primarily includes three AC starter alternators, two Starter Converter Units
(SCU), the corresponding Primary Distribution Units (PDU) (AC PDU1, AC PDU2, DC PDU1,
DC PDU2), a battery and a Transformer Rectifier Unit (TRU).
The combination of the starter generator and the power converter provides engine start torque
and then, once started, the engine drives the generator to provide AC power to be converted to
DC and feed the aircraft DC buses.
The DC voltage used for the basic distribution system is achieved by an SCU from the AC
power. This box consists of a series of power conversion stages in order to synthesise the
appropriate outputs depending upon the desired functionality.
The EPGDS is continuously monitored by AMMC1 and AMMC2 via ARINC 429 and discrete
signals.
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1.4.2 Dynamic Systems
The dynamic systems of the AW189 comprise two subsystems:
 Drive system
 Rotor system (main and tail).
The drive system consists of a MGB and a Tail Rotor Drive System (TRDS).
Main Gearbox
The MGB, mounted on the upper deck, is driven directly by the two engines. The MGB has
three stages of reduction and provides a rear power take-off pad for the TRDS.
Tail Rotor Drive System

The TRDS consists of:
 Intermediate Gearbox (IGB)
 Tail Rotor Gearbox (TGB).
The function of the IGB is to transmit drive from the top of the tail boom up the leading edge of
the vertical stabiliser.
The function of the TGB is to provide the connection and drive for the tail rotor hub itself.
The rotor system consists of the main rotor system and the tail rotor system.
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The main rotor system is a five bladed, fully articulated rotor composed of the following major
components: main rotor hub, rotating controls and blades.
The tail rotor system is a four bladed, articulated rotor composed of the following major
components: tail rotor head, rotating controls and blades.
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1.4.3 Power Plant
The power system is composed of two General Electrics CT7-2E1 turboshaft engines and one
Auxiliary Power Unit (APU) microturbo eAPU60H equipped with a fire detection system.They
are installed in the upper deck and covered by cowlings.
Engines
The AW189 is a twin-engine multi-role aircraft equipped with two GE CT7-2E1 free turbine
turboshaft engines in the 2000 shaft horsepower range, and an APU for engine starting and on
ground operations.
Engine control is automatically achieved via a Full Authority Digital Electronic Control (FADEC)
wich is composed of an Electronic Engine Control Unit (EECU), permanent magnet alternator,
ignition exciter, electrical sensors, and interfacing cables.
APU
The e-APU 60 is based on a gas turbine that drives a generator. The system generates the
electrical supply (on ground or in flight) to the aircraft's electrical system and can also generate
cockpit heating while the main engines are not operating.
The e-APU 60 consists of:
 Turboshaft engine, composed of gas generator and an accessory gearbox
 Electronic Control Unit (ECU).
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1.4.4 Fire Detection
The AW189 aircraft is compliant with the JAR requirements for fire warning and fire
extinguishing systems for both of the engines and APU.
The fire detection and warning facilities for each engine bay and the APU bay are supplied via a
fire wire detector sensor installed in each bay.
In the event of a fire (either in an extended or localised area) the gas contained in the wire
expands and triggers a pressure switch which activates the fire warning indication. This warning
advises the pilot to follow the specific procedure included in the aircraft flight manual to activate
the fire extinguishing system.
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1.4.5 Avionics System Architecture
The main systems of the core avionics system are as follows:
 Cockpit Display System (CDS)
 Automatic Flight Control System (AFCS)
 Aircraft Monitoring and Management System (AMMS)
 Communication (Comm) equipment
 Navigation (Nav) and Radio Navigation (R-Nav) system
 Identification (Ident) system
 Flight Management System (FMS)
 Cockpit Voice and Flight Data Recorder (CVFDR)
The fully integrated avionics system includes four 10” x 8” colour Active Matrix Liquid Crystal
Displays (AMLCD), an AW designed four axes Digital Automatic Flight Control System
(DAFCS), an integrated redundant air vehicle management and monitoring system with Health
and Usage Monitoring System (HUMS).
The core avionics system incorporates, but is not limited to:
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 State of the art fully redundant digital modular avionics architecture
 Fully integrated “glass cockpit” employing 8” x 10” AMLCD display technology
 DAFCS
 Integrated redundant AMMS
 Basic communication and navigation suite compliant with Civil Certification Requirement.
The transfer of information through the core avionic system will be via an Avionic Full Duplex
Switching Unit (AFDX), ARINC 429 digital databus and/or video link.
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1.4.6 Environmental Control System
The AW189 Environmental Control System (ECS) consists of vapour cycle air conditioning
systems to provide cooling to the cockpit and cabin, coupled with a separate jet pump powered
system to provide heating and a nose bay avionics cooling system utilising cockpit conditioned
or ambient air.
The cockpit and cabin air conditioning systems are two independent Vapour Cycle Systems
(VCS) housed mainly on the upper deck of the aircraft in the forward section of the cowling.
The vapour cycle components for each compartment are colocated either side of the cabin
evaporator assembly on the upper deck to reduce the length of interconnecting refrigerant
hoses, and achieve ease of access for maintenance etc.
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1.5 Conversion Tables

1.5.1 Conversion Tables
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The following conversion tables are included:
 Temperature
 Length
 Pressure
 Torque
 Volume (US units)
 Volume (Imperial units)
 Power
 Weight/force
 Jet B/JP4 fuel
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 Jet A1/JP5/JP8 fuel.
To obtain the unit conversion always multiply by the number contained within the relevant arrow.
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Training Course
04 - Air Vehicle Airworthiness Limitations

ISSUE: 3.0

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Classroom Training Student Notes - B1.3
Table of Contents
Air Vehicle Airworthiness Limitations System Lesson ........................................................................................1
1 Understand/Comprise the Airworthiness Limitations...............................................................................1
1.1 Airworthiness Limitations ................................................................................................................1
1.1.1 General .......................................................................................................................................1
1.1.2 Retirement Lives .........................................................................................................................2
1.1.3 Mandatory Inspection .................................................................................................................3
1.1.4 Certification Requirements .........................................................................................................4

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AW189-AF001-SN-I-04
Air Vehicle Airworthiness Limitations System Lesson

1 Understand/Comprise the Airworthiness Limitations
1.1 Airworthiness Limitations
1.1.1 General
This chapter provides the airworthiness limitations applicable to the AW189.
The airworthiness limitations are approved by EASA and cannot be changed without approval
from that organisation.
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1.1.2 Retirement Lives

The retirement lives is data which refers to components that must be mandatorily retired from
service when the indicated retirement life is reached.
All retirement lives are expressed in Flying Hours (FH), unless otherwise specified. Flying hours
are defined as those hours accumulated from take-off to landing.
The retirement lives of some parts are expressed in “landings” because their life is dependent
upon the rotor start-stop cycles and the aircraft ground-air-ground cycles.
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1.1.3 Mandatory Inspection

The mandatory inspections refer to components that reached defined FH or Flight Cycles (FC),
unless otherwise specified.
The parts listed in the following schedule must be mandatorily inspected when the indicated
interval is reached.
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1.1.4 Certification Requirements

The certifications requirements gives the data about the mandatory maintenance checks that
were identified during the certification process.
Parts listed in the following schedule must be mandatorily inspected when the indicated interval
is reached.
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Training Course
05 - Air Vehicle Time Limits/Maintenance
Checks

ISSUE: 3.0

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AW189-AF001-SN-I-05
05 - Air Vehicle Time Limits/Maintenance Checks
Table of Contents
Air Vehicle Time Limits/Maintenance Checks System Lesson ..........................................................................1
1 Understand/Comprise the Time Limits/Maintenance Checks .................................................................1
1.1 Scheduled/Unscheduled Maintenance ...........................................................................................1
1.1.1 General .......................................................................................................................................1
1.1.2 Time Limits .................................................................................................................................4
1.1.3 Scheduled Maintenance Check Lists .........................................................................................5
1.1.4 Scheduled Maintenance Checks ................................................................................................6
1.1.5 Unscheduled Inspection .............................................................................................................7

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AW189-AF001-SN-I-05
Air Vehicle Time Limits/Maintenance Checks System Lesson

1 Understand/Comprise the Time Limits/Maintenance Checks
1.1 Scheduled/Unscheduled Maintenance
1.1.1 General
This chapter contains the inspection requirements concerning the AW189 helicopters equipped
with GE CT7-2E1 engines, but does not contain inspection procedures. Such procedures will be
found in the pertinent Chapters of the Maintenance Manual.
The inspections are presented in a form suitable for the local reproduction in such a way as to
be used by personnel to perform helicopter inspections and to constitute, if desired, a data
collection. The inspections must be accomplished by qualified personnel to ascertain the
airworthiness of the helicopter. Eventual discrepancies must be eliminated before flight.
Flight airworthiness must be determined by inspection of all parts to check the general
condition, security of attachment, cleanliness, freedom of movement and security, in
accordance with the operational inspection rules and instructions contained in the pertinent
Chapters of the Maintenance Manual.
The airworthiness of the helicopter is determined by acceptance of all parts with quality
standard aircraft practice and specified instructions contained in the pertinent Chapters of
Maintenance Manual. Each inspected component must meet pertinent and applicable
Airworthiness Directives requirements.
For acceptance requirements and limits refer to the pertinent Chapters of the Maintenance
Manual and/or Overhaul Manual.
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The inspection and maintenance of the engine, electronic equipment, instruments, etc. must be
performed in accordance with the instructions and procedures required by relevant
manufacturers and in accordance with approved maintenance schedule.
The inspection and overhaul schedule requirements contained in the Maintenance Manual must
not be exceeded without explicit approval.
NOTE A
When operating under particular environmental conditions (contaminated ambient, near the sea
or special missions) it is prerogative and responsibility of the operator to increase or intensify
the prescribed inspections as necessary to assure safe operation.
Permissible inspection interval tolerances
In order to facilitate the inspection planning in accordance with the helicopter inspection
schedule, some tolerances are permissible.
NOTE B
Tolerances are not cumulative and do not change the date at which the next inspection is
scheduled.
The AMPI gives you all the data necessary for the maintenance planning of the AgustaWestland
AW189 helicopter.
The maintenance requirements identified in AMPI chapter 05, together with those in the
following list, constitute the instructions for Continued Airworthiness for the helicopter:
 Airworthiness Limitations as in Chapter 04
 Helicopter pre-flight checks identified in Section 2 of the Rotorcraft Flight Manua
 CT7-2E1 engine scheduled maintenance requirements
 Technical bulletins, where applicable to the specific helicopter serial number configuration
 The maintenance requirements identified in AMPI chapter 05 includes:
 05-10 Time limits
 05-11 Permitted inspection interval tolerance
 05-12 Components overhaul schedule
 05-13 Discard time schedule
 05-20 Scheduled maintenance checks lists
 05-21 Overview
 05-22 Airworthiness checks
 05-23 50 Hours general visual inspection
 05-40 Scheduled maintenance checks
 05-41 Hourly checks
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 05-42 Calendar checks
 05-43 Special inspections
 05-44 Servicing
 05-50 Unscheduled maintenance checks
 05-52 Conditional inspection
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1.1.2 Time Limits
This section gives the recommended time limits requirements for the components of the
AW189.
The time limits are divided into:
• Permitted inspection interval tolerances;

• Components overhaul schedule;
• Discard time schedule
The tolerance is established for maintenance scheduling convenience only and must be
approved by the governing civil aviation authority. Concurrence and final approval of the
inspection interval tolerance by the governing civil aviation authority is the responsibility of the
owner/operator. Permitted inspection interval tolerances introduce a policy of 10% of tolerance
to the schedule interval with a maximum value of 50 flight hours and 30 days. Subsequent
intervals should be adjusted to re-establish the original schedule. When an inspection is done
earlier than the permitted tolerance, subsequent inspections should be advanced as required to
not exceed maximum tolerance.
The components overhaul schedule give a list of overhaul components installed on AW189 at
which no tolerance is applicable. In case of an Operator desire an overhaul interval extension
he should submit a formal request to AgustaWestland.
The Discard time schedule gives the indication of the numbers of hours/months/years at which
point the component must be discarded. The discard time of some parts are expressed in
“landings” because their usage is dependent upon the rotor start-stop cycles and the helicopter
ground air–ground cycles. No tolerance is permitted on the discard time.
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1.1.3 Scheduled Maintenance Check Lists
This section contains the checks list of the complete scheduled/unscheduled maintenance
tasks, to provide a comprehensive view of the preventive maintenance. Inspection can follow
hourly of calendar periodicity, or even either of them.
The chapter includes:
• Maintenance tasks overview;

• Airworthiness checks;
• 50 hour general visual checks.
The Maintenance Tasks Overview gives the list of Agusta recommended scheduled and
unscheduled maintenance tasks, ordered in sequence of chapter numbers. The task list
includes the content of sections:
• Scheduled maintenance checks
• Unscheduled maintenance checks
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1.1.4 Scheduled Maintenance Checks
This section gives the data necessary to perform the scheduled maintenance checks on the
AW189 and is divided into:
• Hourly checks
• Calendar checks
• Special inspections
• Servicing
The hourly checks sub-section list all the maintenance tasks that must be performed at the
same hour interval. They are divided into:
• 300 hours checks
The calendar check sub section list all the maintenance tasks that must be performed at the
same calendar interval. They are divided into:
• 1 year checks
• 2 year checks
• 4 year checks
The special inspection sub-section gives the data necessary to perform the maintenance checks
which can not be fitted into the standard maintenance program, even if they have a scheduled
periodicity.
The servicing sub-section contains the servicing intervals for items applicable to the AW189.
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1.1.5 Unscheduled Inspection
Unscheduled maintenance checks
This section gives the data necessary to do the unscheduled maintenance checks on the
helicopter
Out Of Phase Maintenance

Maintenance checks which are opportune at the occurrence of another maintenance task, or
which cannot be included in an hourly/calendar schedule.
Conditional Inspections
Maintenance checks which are necessary when a specific condition or event occurs.Conditional
Inspections are:
 Heavy Landings
 Excess "g"
 Lightning strikes
 Exeeding maximum all up weight
 Trasmission over-torque
 Exceeding rotor speed limits
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 Exceeding maximum forward speed
 Exceeding maximum sideway speed
 Exceeding maximum rate of turn in flight
 Exceeding CG envelope limits
 Main rotor blade strike
 Tail rotor blade strike
 Engine overspeed
 Exposure to extreme weather conditions
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Training Course
06 - Air Vehicle Dimensions, Areas and Station
Identification

ISSUE: 3.0

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AW189-AF001-SN-I-06
06 - Air Vehicle Dimensions, Areas and Station Identification
Table of Contents
Air Vehicle Dimensions, Areas and Station Identification System Lesson .........................................................1
1 State the Dimensions, Areas and Station Identification ..........................................................................1
1.1 Principal Dimensions ......................................................................................................................1
1.1.1 Lenght, Height, Width, Rotor diameter .......................................................................................1
1.1.2 WIDTH ........................................................................................................................................4
1.1.3 LENGTH .....................................................................................................................................5
1.1.4 HEIGHT ......................................................................................................................................6
1.1.5 Main Rotor data and main characteristics ..................................................................................7
1.2 Reference Lines .............................................................................................................................8
1.2.1 Reference Lines..........................................................................................................................8
1.3 Zones and Areas ..........................................................................................................................11
1.3.1 Primary Zones ..........................................................................................................................11
1.3.2 Fuselage Sub Zones ................................................................................................................12
1.3.3 Tail Unit and Power Plant Sub Zones ......................................................................................14
1.4 Access Provisions ........................................................................................................................16
1.4.1 Access Provision ......................................................................................................................16
1.4.2 Access Area..............................................................................................................................19

AW189-AF001-SN-I-06

AW189-AF001-SN-I-06
Air Vehicle Dimensions, Areas and Station Identification

System Lesson
1 State the Dimensions, Areas and Station Identification
1.1 Principal Dimensions
1.1.1 Lenght, Height, Width, Rotor diameter
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1.1.2 WIDTH
Cabin (Internal) 2290mm 90.15 inch
Main rotor blades turning (maximum) 14600mm 574.80 inch
Main rotor blades at rest 13206mm 519.92 inch
Without rotors (fuselage without sponson) 2550mm 100.39 inch
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1.1.3 LENGTH
Cabin (Max Internal) 2995mm 117.91 inch
Main and Tail rotors blades turning (maximum) 17605mm 693.10 inch
Without rotors (fuselage nose to vertical tail) 14620mm 575.58 inch
CL (Center Line) main rotor to tail rotor 8853mm 348.54 inch
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1.1.4 HEIGHT
Cabin (Internal) 1480mm 58.26 inch
Top of main rotor head (overall on ground at BDGW) 4006mm 157.71 inch
Top of tail fin (overall on ground at BDGW) 4180mm 164.56 inch
Main rotor tip to ground (clearence) 2944mm 115.90 inch
Fuselage to ground (clearance) 497.7mm 19.59 inch
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1.1.5 Main Rotor data and main characteristics

Type Fully Articulated
Number of blades 5
Diameter 14.60m
Disc area 167.42m²
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1.2 Reference Lines

1.2.1 Reference Lines
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The reference lines system is a coordinate system to simplify the localization of the helicopter
equipments.
For helicopters, the main reference planes are designated as Station line, Butt line and Water
line.
Station lines
The Station lines corresponds to the helicopter’s length.
The station reference datum point (station zero) is located in the centerline, at 280 mm forward
with respect to the first bulkhead in the nose avionic bay.
The positive value starts from the front to the back of the helicopter.
Butt lines
The Butt lines corresponds to the helicopter’s width.
The measurement starts from the centre-line of the helicopter.
The lines are identified with LH for left hand side and RH for right hand side.
Water lines
The Water lines corresponds to the helicopter’s height.
The water line reference datum point (WL zero) is located 830 mm below the fuselage.
The positive lines start from the reference datum point and goes upward.
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1.3 Zones and Areas

1.3.1 Primary Zones
The helicopter fuselage is divided in Primary Zones.

These help maintenance crew to locate components in the fuselage.
The main zone are named as:
 Zone 100 Fuselage
 Zone 200 Cockpit and Cabin
 Zone 300 Tail Unit
 Zone 400 Power Plant and Transmission
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1.3.2 Fuselage Sub Zones
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The fuselage and cabin main zone are divided into sub zones as per graphic.
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1.3.3 Tail Unit and Power Plant Sub Zones
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The tail unit and the power plant, transmission and rotors main zone are divided into sub zones
as per graphic.
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1.4 Access Provisions

1.4.1 Access Provision
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Each access door and panel has a four character identification number that is composed by
three digits followed by one letter (for example 111A).
The structure of the identification numbers is as follows:
 The first two digits identify the sub zone on which the panel is located (for example, the
panel 111A is located in the sub zone 110).
 The third digit is progressive and identify each access. The progression used is as follows:
a. Front to rear
b. Left to right
c. Bottom to top
 The letter changes when there are more than nine access in the same sub zone or to
identify a panel installed on a larger panel. The letters I and O are not used.
 When a panel is installed on a larger panel, the larger panel is identified first.
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1.4.2 Access Area
Access number Access type Attachment type Reference (DMC)
111A D L 89-A-52-44-01-00A-520A-A
89-A-52-44-01-00A-720A-A
112A P S 89-A-52-44-01-00A-520A-A
89-A-52-44-01-00A-720A-A
113A P S 89-A-52-44-01-00A-520A-A
89-A-52-44-01-00A-720A-A
Additional information are given in the IETP for the Access type and the Attachment type.
The access type are:
 D for Door
 P for Panel
 SF for Sliding Fairing
The attachment type are:
 B for Bolt
 C for Camlock
 L for Latch
 P for Pin
 S for Screw
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Training Course
07 - Air Vehicle Lifting, Shoring, Recovering
and Transporting

ISSUE: 3.0

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AW189-AF001-SN-I-07
07 - Air Vehicle Lifting, Shoring, Recovering and Transporting
Table of Contents
Air Vehicle Lifting, Shoring, Recovering and Transporting System Lesson .......................................................1
1 Lifting, Shoring, Recovering and Transporting Procedures.....................................................................1
1.1 Jacking............................................................................................................................................1
1.1.1 Maintenance information ............................................................................................................1
1.2 Slinging ...........................................................................................................................................3
1.2.1 Maintenance information ............................................................................................................3

AW189-AF001-SN-I-07

AW189-AF001-SN-I-07
Air Vehicle Lifting, Shoring, Recovering and Transporting

System Lesson
1 Lifting, Shoring, Recovering and Transporting Procedures
1.1 Jacking
1.1.1 Maintenance information
WARNING:
Be careful when you lift or lower the helicopter. Make sure that all persons who are not
necessary for the procedures are clear of the helicopter. Do not stay near or on the helicopter
during lift operation.
CAUTION:
 Make sure that the jacks are stable on the ground before lifting the helicopter.
 Jacks must be operated at the same time.
NOTE:
If The Helicopter has a Weather Radar Rdr-1600 installed:
 Set The Wxr And Wxr Inv Circuit Breakers To Off.
This Is To Prevent An Accidental Operation Of The Weather Radar System When The
Helicopter Is On The Jacks.
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SAFETY PRECAUTIONS:
 Before careful when lifting or lowering the helicopter.
 Make sure all the persons who are not necessary for the procedures are clear of the
helicopter.
 Do not stay near or on the helicopter.
 Put ropes around the work area and put the jack warning signs at the four end sides of the
helicopter.
SPECIAL TOOLS/TEST EQUIPMENT:

Hydraulic jacks.
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1.2 Slinging
1.2.1 Maintenance information
MAINTENANCE INFORMATION:
 Make sure that the five belts are at the same distance from the hub axle.
 Make sure that the helicopter is longitudinally stable.
SAFETY PRECAUTIONS:
 Be careful when lifting or lowering the helicopter.
 Make sure all the persons who are not necessary for the procedures are clear of the
helicopter.
 Do not stay near or on the helicopter during operation.
 Make sure that there is sufficient clearance around the helicopter before you start the lifting
operation.
 Make sure that no part of the helicopter touches other objects while is lifted or lowered.
 Damage to the helicopter can occur if a part of it touches other objects.
 Make sure that:
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o The lifting device is serviceable.
o A locally approved person operates the lifting device.
o One person is in a position adjacent to the tail to make the helicopter stable during the
lift operation.
o All the tools and the equipment are moved clear of the helicopter.
SPECIAL TOOLS / TEST EQUIPMENT:

Sling
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Training Course
08 - Air Vehicle Levelling and Weighing

ISSUE: 3.0

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Table of Contents
Air Vehicle Levelling and Weighing System Lesson ..........................................................................................1
1 Levelling and Weighing Procedures ........................................................................................................1
1.1 Mass and balance (C.G. Data) .......................................................................................................1
1.1.1 Weight and Balance Data ...........................................................................................................1
1.1.2 Charts and Forms .......................................................................................................................2
1.1.3 Weight and center of gravity limitations ......................................................................................4
1.2 Leveling ..........................................................................................................................................5
1.2.1 Leveling ......................................................................................................................................5
1.3 Weighing .........................................................................................................................................7
1.3.1 Helicopter Weighing Record .......................................................................................................7
1.3.2 Helicopter Weighing Installation .................................................................................................8
1.3.3 Special Tools/Equipment ..........................................................................................................10
1.3.4 Chart A......................................................................................................................................11
1.3.5 Chart B......................................................................................................................................12
1.3.6 Chart C .....................................................................................................................................13

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Air Vehicle Levelling and Weighing System Lesson

1 Levelling and Weighing Procedures
1.1 Mass and balance (C.G. Data)
1.1.1 Weight and Balance Data
HELICOPTER AW189
SERIAL NUMBER.........................................
REGISTARTION MARKS................................
Information for the weight and balance computation is provided by Rotorcraft Flight Manual. It is
the pilot’s responsibility to ensure that the helicopter is properly loaded to maintain the centre of
gravity within the limitations for the duration of the flight as defined in Section 1 of the Rotorcraft
Flight Manual. Figures, charts and examples are provided to assist the pilot in computing the
proper loading condition. These charts will also provide for continuous control of weight and
balance of the helicopter. Agusta inserts all helicopter identifying data on dedicated charts that
constitute the basic weight and balance data of the helicopter to which the Rotorcraft Flight
Manual is assigned. The operator shall keep this data updated by recording all changes made
to the configuration of the helicopter.
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1.1.2 Charts and Forms
The helicopter must be weighed when one of the following conditions exist:
 When major modifications or repairs are made, or kits are installed or removed
 When the basic weight data is suspected to be an error
 At time of major overhaul
 In accordance with EASA instructions
Even if the helicopter must be prepared for weighing according to AMP Chapter 08, instructions
for weight and balance determination are available into the Rotorcraft Flight Manual (RFM)
Section 6 with enclosed instruction for the charts to enable the operator to obtain all necessary
data as to basic helicopter configuration, empty weight and centre of gravity.
The required charts and forms are identified as follows:
 Chart A – Equipment List
 Chart B – Helicopter Weighing Record
 Chart C– Basic Weight and Balance Record
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 Chart D–Data for Helicopter Weight and Balance Computation
 Chart E – Weight and Balance Computation
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1.1.3 Weight and center of gravity limitations
WEIGHT DEFINITION
Empty weight.
The empty weight considered in this report is the weight of the aircraft with its normal airborne
equipment, including engine oil, trapped oil and fluids and unusable fuel but without mission
equipment.
The following weight definitions are for reference only.
Operating weight.
The operating weight is the sum of empty weight, crew, crew’s baggage, in flight equipment and
emergency equipment.
Dry weight.
The dry weight is the sum of operating weight, passengers or freights, baggage and mission
equipment. It is the equivalent to maximum takeoff weight without mission fuel.
Payload
Payload means passengers and baggage or freight and correspondent to dry weight less the
operating weight and mission equipment.
Minimum flight weight
It is the sum of the empty weight and one pilot, as required in the CS 29.25
Maximum gross weight.
It is the maximum takeoff weight, corresponding to 8300 Kg for the AW189.
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1.2 Leveling
1.2.1 Leveling
Make sure that the helicopter is in an area (hangar) where the wind can have no effect on it.
CAUTION:
DO NOT LET PERSONS TO GO ON THE HELICOPTER DURING THE LEVEL PROCEDURE.
IF PERSONS GO ON THE HELICOPTER THERE IS A RISK THAT THE PROCEDURE IS NOT
ACCURATE.
 Lift the helicopter on jacks.
 Put the platform adjacent to left side of the fuselage.
 Open the door accessing to the Main Gear Box.
 Get access to the anti-torque beam on the upper deck.
 Put the digital level on the anti-torque beam longitudinally and laterally.
 Then adjust the height of the jacks to get the correct longitudinal and lateral level of the
helicopter.
 Lock the ram of each jack with its ram locknut.
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 When the procedure that made the helicopter level necessary is completed, lower the
helicopter on the ground.
Alternative Level Procedure:
 Put the digital level longitudinally and laterally on the seat guides.
 Adjust the height of the jacks to get the helicopter longitudinal and lateral level. Do the level
check in many different positions.
 Lock the ram of each jack with its ram locknut.
 If necessary to do a check that the helicopter is in the correct level position, do the
operations that follow:
 Get access to the floor of the baggage compartment.
 With the use of a digital level , do a check on the longitudinal axis of the helicopter. Make
sure that the value you read on the digital level is 4.37 ± 0.25° pitch down.
 When the procedure is complete that made the helicopter level necessary is completed
lower the helicopter on the ground.
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1.3 Weighing
1.3.1 Helicopter Weighing Record
Helicopter weighing is carried out in order to calculate the empty weight used for loading and
CG data calculation. The procedure is carried out following dedicated charts which are included
in the Rotorcraft Flight Manual. Charts take into account also items weighed but not part of
basic weight and basic items not installed when weighed. A specific chart takes also into
account items removed/added to the basic weight to be compliant with mass and CG data.
NOTE A
In order to avoid stress to the helicopter structure do not insert loads in the forward
compartment.
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1.3.2 Helicopter Weighing Installation
The helicopter must be compliant with the following conditions before weighing:
 Defuel the Number 1 and Number 2 tank.
 Check and if necessary refill:
o Engine oil (both Engine)
o Main Gearbox
o Intermediate Gearbox
o PCM (both Engine)
o Brake reservoir
o Set the rotor brake to OFF and align the Number 1 main rotor blade with the tailcone;
then set the rotor brake On. After previous procedure it is possible to lift the helicopter
on jacks.
WARNING
BE CAREFUL WHEN YOU LIFT OR LOWER THE HELICOPTER. MAKE SURE ALL THE
PERSONS WHO ARE NOT NECESSARY FOR THE PROCEDURES ARE CLEAR OF THE
HELICOPTER. DO NOT STAY NEAR OR ON THE HELICOPTER DURING LIFT OPERATION.
CAUTION
PUT ROPES AROUND THE WORK AREA AND PUT THE JACK WARNING SIGNS AT THE
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FOUR END SIDES OF THE HELICOPTER.
For further information about the helicopter weighing procedure ref to AMP.
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1.3.3 Special Tools/Equipment
Special Tools/Test Equipment:
 Weighing adapters kit.
 Forward jacking bracket.
 Weighing cells.
 Hydraulic jacks.
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1.3.4 Chart A
The Chart A gives the weight, arm and moment of all the standard and optional equipment
installed on board at the moment of first weighing performed by AgustaWestland and called
“Basic Configuration.
A check (V) in the columns headed “in Helicopter” indicates the presence of the item in the
helicopter, and a zero (0) indicates its absence.
When one of the following condition exist:
 When the helicopter undergoes modification, major repair or overhaul.
 When changes in equipment are made for a different type of operation.
 When the helicopter is reweighed.
Subsequent check list inventories shall be carried out.
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1.3.5 Chart B
Enter the actual scale readings in the dedicated column for each jackpoints and then subtract
tare, if any, from the scale readings to obtain the net weight. Multiply the net weight by their
respective arms to obtain respectively the longitudinal and lateral moments.
Obtain the total net weight and the total moments.
Divide the total moment by the net weight to obtain “as weighed” CG position.
Transfer the total weight arm and moment to the sheet 2 of Chart B.
Subtract the total weight and moment of equipment weighed but not part of the basic helicopter.
Add the weight and moment of unusable fuel.
Add the total weight and moment of the basic items not in helicopter when weighed.
Added items shall be market on Chart A.
Enter the new basic weight and moment on Chart C.
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1.3.6 Chart C
This chart is a continuous history of the basic weight and moment resulting from modifications
and equipment is considered the current weight and balance status of the basic helicopter.
Make additions or subtractions to the basic weight and moment in Chart C in order to show
always the actual total empty weight with its longitudinal and lateral moments.
NOTE A:
If any equipment is not listed on Chart A, determine its weight and arm, and list corresponding
data on Charts A and C.
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Training Course
09 - Air Vehicle Handling and Taxiing

ISSUE: 3.0

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Table of Contents
Air Vehicle Handling and Taxiing System Lesson ..............................................................................................1
1 Handling and Taxiing Procedures ...........................................................................................................1
1.1 Handling..........................................................................................................................................1
1.1.1 Maintenance Information ............................................................................................................1
1.2 Taxiing ............................................................................................................................................3
1.2.1 Taxiing Procedure ......................................................................................................................3

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AW189-AF001-SN-I-09
Air Vehicle Handling and Taxiing System Lesson

1 Handling and Taxiing Procedures
1.1 Handling
1.1.1 Maintenance Information
 Only the qualified personal can do this task.
 Make sure that no part of the helicopter touches other objects while is moved.
 Be very careful with the main rotor blades and tail rotor blades.
 Damage to the helicopter can occur if a part of it touches other objects.
 Make sure that:
o A person is in the cockpit to operate the wheel brakes.
o There are sufficient safety persons to check for clearance around the helicopter during
the tow operation. The safety persons must check the clearance from the tips of the
main and tail rotor blades.
o One person with two chocks is in a position adjacent to each main wheel.
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o All the tools and the equipment are moved clear of the helicopter.
o Then towbar must be engaged to the nose wheel axle using the lever and then locked
with the plunger.
o The nose wheel center lock lever must be rotated to a vertical position
(counterclockwise) to disengage the nose wheel center lock pin before towing the
helicopter. The lever must be locked, using the quick-release pin stowed on the
towbar, during towing.
o Before disconnecting the towbar, make sure to align the nose wheel such that the
center lock lever can be rotated to the horizontal position (clockwise) to engage the
nose wheel center lock pin.
o Prevent sudden starts and stops during tow operation.
o Apply rotor brake before tow operation
o Apply parking brake after tow operation.
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1.2 Taxiing
1.2.1 Taxiing Procedure
This task must be effectuated by a qualified personnal.
Limitations on Taxiing:
 Taxiing operations allowed only on paved surfaces
 Max taxiing speed (ground speed): 20 kts
 Maximum load factor during ground operations: 2g
 Taxing prohibited above GW=8100 kg
 Maximum ground speed for brake application: 60 knots
NOTE: Run on landing is authorized only on paved surfaces, while is prohibited on unprepared
or semi-prepared surface (Definition of “paved”, “semi-prepared” and “unprepared” surface is in
accordance with MIL-A-8863B).
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Issue No 3.0 2013-07-12 Page 4


Training Course
10 - Air Vehicle Parking, Mooring, Storing and
Return to Service

ISSUE: 3.0

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10 - Air Vehicle Parking, Mooring, Storing and Return to Service
Table of Contents
Air Vehicle Parking, Mooring, Storing and Return to Service System Lesson ...................................................1
1 Mooring, Storing and Return to Service Procedures ...............................................................................1
1.1 Parking & Mooring ..........................................................................................................................1
1.1.1 When the forecast wind velocity is less than 20kts ....................................................................1
1.1.2 When the forecast wind is between 20 and 40kts ......................................................................3
1.1.3 Mooring .......................................................................................................................................4
1.1.4 Special Tools/Test equipment ....................................................................................................5

AW189-AF001-SN-I-10

AW189-AF001-SN-I-10
Air Vehicle Parking, Mooring, Storing and Return to Service

System Lesson
1 Mooring, Storing and Return to Service Procedures
1.1 Parking & Mooring
1.1.1 When the forecast wind velocity is less than 20kts
In order to prevent any damage when the helicopter is parked, depending of the weather
conditions, it is necessary to protect and secure the helicopter according the following
procedures.
When the forecast wind velocity is less than 20kts:
 Park brake ON.
 Rotor brake ON.
 Nose center lock engaged.
 Main wheel chocks in front and behind each wheel.
 Cyclic stick in center position.
 Collective stick fully down.
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 Pitot covers installed.
 Engine exhaust nozzle covers installed.
NOTE:
The pitot tubes will be hot after the engine stops. Let decrease the temperature of the pitot
tubes at least five minutes before installing the covers. The pitot covers are attached with a red
streamer stencilled in white letters “REMOVE BEFORE FLIGHT”.
The engine components will be hot after the engine stops. Let decrease the engine components
temperature at least thirty minutes before installing the covers.
Each covers is attached with a red streamer stencilled in white letters “REMOVE BEFORE
FLIGHT”.
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1.1.2 When the forecast wind is between 20 and 40kts
When the forecast wind is between 20 and 40kts:
 Proceed as written in the previous paragraph.
 Blades tie-downs must be installed if the wind velocity is more than 20Kts or a gust spread
of 15 Kts.
 The blades correct position to install the tie-downs is such that one MR blade is
perpendicular to the longitudinal axis.
 The tie-downs must be secured on the main landing gears.
 The main rotor tie downs are socks which fit over the end of each blade with cords which
attach to the mooring points on the fuselage.
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1.1.3 Mooring
When the forecast wind velocity is between 40 and 60 kts:
 Make sure the surface is prepared to moor the helicopter.
 Proceed as written in the previous paragraph.
 Fill fuel tanks up to the total capacity.
 Install mooring plates.
 Secure landing gears and mooring plates to the surface by tying down the rings with a
manila rope of an appropriate length.
When forecast wind velocity exceeds 60 kts, park the helicopter in a safe area (hangar if
possible).
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1.1.4 Special Tools/Test equipment
 Pitot covers.
 Engine air intake covers.
 Engine exhaust nozzle covers.
 MR blades tie-down.
 Chocks.
 Mooring rings.
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Issue No 3.0 2013-07-12 Page 6


Training Course
11 - Air Vehicle Placards and Markings

ISSUE: 3.0

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Table of Contents
Air Vehicle Placards and Markings System Lesson ...........................................................................................1
1 Identify the Placards and Markings .........................................................................................................1
1.1 Exterior colour schemes and markings ..........................................................................................1
1.1.1 Colour Schemes .........................................................................................................................1
1.2 Exterior Placards and Markings......................................................................................................2
1.2.1 Placards ......................................................................................................................................2
1.3 Interior Placards and Markings .......................................................................................................5
1.3.1 Placards ......................................................................................................................................5

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AW189-AF001-SN-I-11
Air Vehicle Placards and Markings System Lesson

1 Identify the Placards and Markings
1.1 Exterior colour schemes and markings
1.1.1 Colour Schemes
The specification and requirements for placards and markings are described in FAR 29.1557,
FAR 29.1561, FAR 29.807 and FAR 29.811
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1.2 Exterior Placards and Markings

1.2.1 Placards
Figure 1
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Figure 2
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Figure 3 The marking and placards installation is based upon AW139 STD. Some of the
maintenance related stencil are not related to safety of occupant and can be omitted.
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1.3 Interior Placards and Markings

1.3.1 Placards
Figure 1
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Figure 2
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Figure 3 The marking and placards installation is based upon AW139 STD. Some of the
maintenance related stencil are not related to safety of occupant and can be omitted.
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Training Course
12 - Air Vehicle Servicing

ISSUE: 3.0

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Table of Contents
Air Vehicle Servicing Lesson ..............................................................................................................................1
1 Servicing Procedures...............................................................................................................................1
1.1 General ...........................................................................................................................................1
1.1.1 General .......................................................................................................................................1
1.2 Replenishing and Depleting............................................................................................................2
1.2.1 Refuelling ....................................................................................................................................2
1.2.2 Manual Drain Valve ....................................................................................................................4
1.2.3 Electrical Drain Valve .................................................................................................................5
1.2.4 MGB Fill with Oil .........................................................................................................................6
1.2.5 MGB Drain Oil.............................................................................................................................8
1.2.6 IGB Fill with Oil ...........................................................................................................................9
1.2.7 IGB Drain Oil.............................................................................................................................10
1.2.8 TGB Fill with Oil ........................................................................................................................11
1.2.9 TGB Drain Oil ...........................................................................................................................12
1.2.10 ENG Fill with Oil .................................................................................................................13
1.2.11 ENG Oil Drain ....................................................................................................................14
1.2.12 PCM Filling Inlet Port .........................................................................................................15
1.2.13 PCM Hydraulic Drain..........................................................................................................17
1.2.14 Rotor Brake Reservoir -Fill- ...............................................................................................18
1.2.15 Rotor Brake Reservoir -Bleed- ...........................................................................................19
1.2.16 Wheel Brake & Parking Module Filling Port .......................................................................20
1.2.17 Wheel Brake & Parking Module Bleeding Port ..................................................................21
1.2.18 ECS Servicing ....................................................................................................................22
1.3 Scheduled servicing .....................................................................................................................24
1.3.1 MLG Lubrication .......................................................................................................................24
1.3.2 NLG Lubrication ........................................................................................................................25
1.3.3 Landing Gears Wheel Tires Inflation ........................................................................................26
1.3.4 MLG Shock Absorber Nitrogen Filling ......................................................................................27
1.3.5 NLG Shock Absorber Nitrogen Filling ......................................................................................28
1.3.6 Swashplate Duplex Bearing Grease.........................................................................................30
1.4 Unscheduled servicing .................................................................................................................31
1.4.1 Clean Helicopter with chemical agents ....................................................................................31
1.4.2 Wheel Brake & Parking Module................................................................................................33
1.5 Support Equipment Connect/Disconnect .....................................................................................34
1.5.1 External Electrical Power..........................................................................................................34
1.5.2 External Hydraulic Power .........................................................................................................36

AW189-AF001-SN-I-12
Air Vehicle Servicing Lesson

1 Servicing Procedures
1.1 General
1.1.1 General
This section gives the procedures and data necessary to service the aircraft.
The servicing section includes:
 Replenishing and depleting
 Scheduled servicing
 Unscheduled servicing
 Support equipment connect/disconnect procedures.
Note: This is mandatory when servicing the aircraft to refer to the Maintenance Manual.
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1.2 Replenishing and Depleting

1.2.1 Refuelling
There are two ports located on each side of the aircraft to refuel by gravity.
The following are authorised fuels:
 JETA A, JET A-1
 JP5
 JP8
 JP8 + 100.
Safety Precautions
The radio hazard is dangerous. Make sure you understand the necessary radio hazard safety
precautions.
Make sure all equipment ground cables are connected to the applicable earth point of the
aircraft.
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There is a port located on the right-hand side of the aircraft in order to do a pressurised
refuelling.
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1.2.2 Manual Drain Valve
There is a mechanical drain located on each booster pump sump plate.
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1.2.3 Electrical Drain Valve
There is a electrical drain valve located on each booster pump sump plate. This valve is
energised by a switch located in the sponson.
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1.2.4 MGB Fill with Oil
Located on the front left hand side of the Main Gear Box, there is a filler cap in order to fill the
transmission with oil.
Safety Conditions:
WARNING:
The oil is a dangerous material. Before you do this procedure, make sure that you know all the
safety precautions and first aid instructions for the oil.
Do not touch the main rotor drive components until they are cooled down. The components will
be hot after the engine stops. The hot components can cause injury to personnel.
CAUTION
You must remove all the oil from the painted surfaces immediately. The oil can cause damage
to the paint.
NOTE:
 Type II oils are not approved for use at ambient temperature less than – 40°C.
 Mixing of any oils by type, specification or brand name is prohibited.
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 MGB oil draining pump.
 MGB oil draining tool (part of servicing adapters kit).
 IGB / TGB oil draining tool (part of servicing adapters kit).
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1.2.5 MGB Drain Oil
The MGB oil is drained using a tool connected to the coupling located in front of the MGB.
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1.2.6 IGB Fill with Oil
On the Intermediate Gear Box, there is a filler cap in order to fill it with oil.
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1.2.7 IGB Drain Oil
The IGB oil is drained using a special tool connected to the chip detector valve (the chip
detector must be removed).
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1.2.8 TGB Fill with Oil
On the Tail Gear Box there is a filler cap in order to fill it with oil.
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1.2.9 TGB Drain Oil
The TGB oil is drained using a special tool connected to the chip detector valve (the chip
detector must be removed).
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1.2.10 ENG Fill with Oil
On the right hand side of the engines there is a filler cap in order to fill them with oil.
Maintenance Information:
Authorized engine oil:
 Type I/3 cs: i.e. BP Turbo Oil 2389, Mobil Avrex S Turbo 256.
 Type II/5 cs: i.e. Aeroshell Turbine Oil 500, Castrol 5000, Mobil Jet Oil II, Royco Turbine Oil
500, BP Turbo Oil 2380, Turbonycoil 525-2A.
 Third generation/5 cs: i.e. Aeroshell Turbine Oil 560, Royco Turbine Oil 560, Mobil Jet Oil
254.
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1.2.11 ENG Oil Drain
In the front of the engines, there is a port in order to drain the oil from the oil tank.
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1.2.12 PCM Filling Inlet Port
On the PCM near the other quick disconnect port, there is a quick disconnect port in order to fill
the reservoir.
Maintenance Information:
PCM#1 and PCM#2:

In order to fill the PCM reservoir, disconnect reservoir drain hose and connect a transparent
tube to monitor air bubbles in the oil when the bleed valve is open.
AUTORIZED HYDRAULIC OIL:
 MIL-PRF-83282: i.e. Aeroshell Fluid 31
 MIL PRF-5606: i.e. Aeroshell Fluid 41
NOTE:
MIL-PRF-5606 can be used for enhanced performance of hydraulic system in low temperature
environments below -30°C.
SAFETY PRECAUTIONS:
 The hydraulic fluid is a dangerous material. Make sure that you know all the safety
precautions and first aid instructions for the hydraulic fluid.
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 Remove all hydraulic fluid from painted surfaces immediately because it can cause damage
to the paint.
Special Tools / Test Equipment:
PCM#1 and PCM#2
 Quick disconnecting coupling, PCM oil filling.
 Manual hydraulic pump.
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1.2.13 PCM Hydraulic Drain
Located on the top of each PCM, there is a valve used to drain hydraulic.
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1.2.14 Rotor Brake Reservoir -Fill-
On the rotor break reservoir, there is a filler cap in order to fill it with hydraulic.
Rotor Brake system

Make sure that the rotor brake is released before draining rotor brake reservoir.
Special Tools / Test Equipment
Rotor Brake system:

No special tools required.
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1.2.15 Rotor Brake Reservoir -Bleed-
On the rotor brake module, there are differents ports in order to bleed the hydraulic.
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1.2.16 Wheel Brake & Parking Module Filling Port
On the wheel brake and parking module, there is a port inorder to fill the reservoir with
hydraulic.
Wheel Brake and Parking Module:

Make sure the parking brake is released before to refill by gravity the wheel brake and parking
reservoir.
Special Tools / Test Equipment:
Parking Brake System:

Wheel brake and parking reservoir wrench (part of servicing adapters kit).
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1.2.17 Wheel Brake & Parking Module Bleeding Port
On the wheel brake and parking module there is a port in order to bleed the hydraulic.
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1.2.18 ECS Servicing
There is two port in order to fill the ECS with gas:
 One for the high pressure
 One for the low pressure.
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This is the port where the compressor can be fill with oil.
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1.3 Scheduled servicing

1.3.1 MLG Lubrication
In order to Lubricate the Main Landing Gears, there are some lubrication point located on them.
 Grease the main landing gear pin until clean grease flows out from the outboard or the
inboard pivot point of the trailing arm according to the grease nipple used.
SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the safety precautions and
first aid instructions for these materials:
 Cleaning solvent.
 Grease.
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1.3.2 NLG Lubrication
In order to Lubricate the Nose Landing Gear, there are some lubrication point located on them.
 Grease the nose landing gear collar until clean grease flows out from the top or bottom
surface according to the grease nipple used.
SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the safety precautions and
first aid instructions for these materials:
 Cleaning solvent.
 Grease.
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1.3.3 Landing Gears Wheel Tires Inflation
There are three port located on the wheels in order to inflate the tyres.
NOTE:
Make sure that all the pressure gauges on the tire inflation rig are serviceable. Read the label
on the pressure gauges and make sure that the test date is satisfactory. Make sure that you do
not inflate the tires too much. If you do not obey this instruction you can cause an explosion and
possibly cause an injury to persons.
NOTE:
Inflate the tire slowly and with a continuous increase in pressure until the tire is at the correct
pressure. It is dangerous to inflate the tire too quickly as this can cause an explosion.
When you use the nitrogen make sure that:
 The equipment and the tools have no dirt, grease or oil on them.
 The valve that supply high pressure to components is opened slowly to prevent fast
increase in the temperature and pressure.
 All the pressure gauges are in the date of test.
 You must be careful, because the nitrogen pressure can cause an injury to persons or
damage to the helicopter.
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1.3.4 MLG Shock Absorber Nitrogen Filling
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1.3.5 NLG Shock Absorber Nitrogen Filling
There are different ports located on the nose and main shock absorbers in order to fill and
service them with nitrogen.
There is three port located on the wheels in order to inflate the tyres.
NOTE:
Make sure that all the pressure gauges on the tire inflation rig are serviceable. Read the label
on the pressure gauges and make sure that the test date is satisfactory. Make sure that you do
not inflate the tires too much. If you do not obey this instruction you can cause an explosion and
possibly cause an injury to persons.
NOTE:
Inflate the tire slowly and with a continuous increase in pressure until the tire is at the correct
pressure. It is dangerous to inflate the tire too quickly as this can cause an explosion.
When you use the nitrogen make sure that:
 The equipment and the tools have no dirt, grease or oil on them.
 The valve that supply high pressure to components is opened slowly to prevent fast
increase in the temperature and pressure.
 All the pressure gauges are in the date of test.
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 You must be careful, because the nitrogen pressure can cause an injury to persons or
damage to the helicopter.
 Landing gear temperature must become stable before filling shock absorbers with nitrogen.
 Helicopter must be lifted on jacks with the landing gears fully extended before shock
absorbers filling with nitrogen.
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1.3.6 Swashplate Duplex Bearing Grease
In order to grease the swashplate duplex bearing, there is two nipples located on the rotating
swashplate.
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1.4 Unscheduled servicing

1.4.1 Clean Helicopter with chemical agents
In order to clean the helicopter with chemical agents:
 The helicopter must be parked on an approved outer area for the clean.
 Make sure that all the access panels/doors are installed/closed.<
 Make sure that all the covers of the helicopter are installed.
 Prepare a solution with the cleaning compounds and the water. Put the clean solution into
the cleaner tank of the water jet cleaner. Then clean the helicopter with a low pressure jet
and keep the water jet at a distance not less than 300 mm (12 Ft) form the helicopter
surfaces.
 Dry the helicopter surface with the cloth or use a flow of low pressure compressed air only
in the areas where you cannot use the cloth.
WARNING
THE MATERIALS THAT FOLLOW ARE DANGEROUS. BEFORE YOU DO THIS
PROCEDURE, MAKE SURE THAT YOU KNOW ALL THE SAFETY PRECAUTIONS AND
FIRST AID INSTRUCTIONS FOR THESE MATERIALS:
 ALIPHATIC NAPHTHA.
 CLEANING COMPOUND (TWO TYPES).
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BE CAREFUL WHEN YOU CLEAN THE HELICOPTER. THE CLEAN AGENTS CAN CAUSE
INJURY TO YOUR SKIN AND EYES. ALWAYS USE PROTECTION GOGGLES AND
GLOVES.
CAUTION
BEFORE PERFORM THE CLEANING PROCEDURES MAKE SURE THAT ALL PARTS OF
THE HELICOPTER ARE AT AMBIENT TEMPERATURE.
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1.4.2 Wheel Brake & Parking Module
 AUTORIZED HYDRAULIC OIL:
o MIL-PRF-83282 (primary fluid)
 SAFETY PRECAUTIONS:
o The hydraulic fluid is a dangerous material.
o Make sure that you know all the safety precautions and first aid instructions for the
hydraulic fluid.
o Remove all hydraulic fluid from painted surfaces immediately because it can cause
damage to the paint.
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1.5 Support Equipment Connect/Disconnect

1.5.1 External Electrical Power
The AW189 can be powered up through an external electrical power in 28 DC. The port is
located at the right hand side below the radom.
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The AW189 can be powered up through an external electrical power in 115 AC 400Hz. The port
is located at the right hand side afterward the sponson.
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1.5.2 External Hydraulic Power
There is three ports on the PCMs in order to connect the external hydraulic power:
 one uses to fill the reservoir
 one uses for the pressure line
 one uses for the return line.
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Training Course
15 - Air Vehicle Crew Information

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-15
Table of Contents
Air Vehicle Crew Information Lesson .................................................................................................................1
1 Civil Crew Information..............................................................................................................................1
1.1 Technical publication ......................................................................................................................1
1.1.1 General .......................................................................................................................................1
1.1.2 IETP ............................................................................................................................................3
1.1.3 IETP ............................................................................................................................................5
1.1.4 GENERAL...................................................................................................................................6
1.2 Limitation And Performance data .................................................................................................10
1.2.1 Altitude, Temperature And Airspeed Envelope ........................................................................10
1.2.2 Icing Limitations ........................................................................................................................11
1.2.3 Weight Limitation ......................................................................................................................12

AW189-AF001-SN-I-15

AW189-AF001-SN-I-15
Air Vehicle Crew Information Lesson

1 Civil Crew Information
1.1 Technical publication
1.1.1 General
The flight and maintenance operations must be carried out according to the officially issued
documents which include:
• Interactive Electronic Technical Publication (IETP)

• Corrosion Control Publication
• Fault Isolation Publication
• Material Data Publication
• Maintenance Publication
• Maintenance Planning Information
• Structural Repair Publication
• Wiring Diagram Manual
• Component Repair and Overhaul Manual
• Illustrated Parts Data Publication
• Illustrated Tools and Equipment Publication
• List Of Applicable Publication
• Master Minimum Equipment List
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• NVG Compatibility Reference Handbook

• Icing Compatibility Reference Handbook
• Technical Bulletin
• Information Letter
• Rotorcraft Flight Manual (RFM)
In addition a Quick Reference Handbook (QRH) is also available as a checklist that is

mandatory for single-pilot operations. The helicopter publications are prepared in compliance
with AECMA Specification S1000D.
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1.1.2 IETP
INTERACTIVE ELECTRONIC TECHNICAL PUBLICATION (IETP)
The IETP is distributed on CD-ROM and includes all the technical publications used to properly
perform all maintenance tasks to permit the Release To Service of the AW189 helicopter,
including the Master Minimum Equipment List (MMEL).
A list of the latest Bollettini Tecnici (Technical Bulletins) and Information Letters is also included
as a reference.
NOTE
Bollettini Tecnici (Technical Bulletins) and the Air vehicle Maintenance Planning Information set
(AMPI) are given within the IETP for reference only and are updated at the date of issue of the
IETP. The primary media for the airworthiness aspects are either the paper collection or the
Agusta website http://customersupport.agusta.com.
AIRCRAFT CORROSION CONTROL PUBLICATION (ACCP)

It provides all the data necessary for the corrosion control of the AW189 helicopter. The subject
publication will be constantly updated in coincidence with the most suitable IETP revision,
following additional feedback coming from field operations.
FAULT ISOLATION PUBLICATION

It provides all the information and procedures required by the user to isolate faults not identified
by built-in test equipment.
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MATERIAL DATA INFORMATION

It includes all the data that are necessay for the identification, requisition, storage and utilization
of the consumable materials recommended for helicopter.
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1.1.3 IETP
MAINTENANCE PUBLICATION
It provides all the information required to perform all the procedures used to preserve the
airworthiness and flight characteristic of the helicopter. It contains the following information:
• inspection requirements
• maintenance procedures
• removal and installation procedures
• test and inspection
MAINTENANCE PLANNING INFORMATION

This publication gives you all the data necessary for the maintenance planning of the Agusta
Westland AW189 helicopter. The maintenance planning information includes the chapters that
follow applicable to the helicopter maintenance information:
• Chapter 04 - Airworthiness limitations.
• Chapter 05 - Schedules/unscheduled maintenance requirements
STRUCTURAL REPAIR MANUAL

It provides all the information required for the identification of structure damages and the repair
associated.
WIRING DIAGRAM PUBLICATION

It provides all the electrical/electronic wiring diagrams required for maintenance tasks.
COMPONENT REPAIR AND OVERHAUL MANUAL
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It provides all the information required to the disassembly, inspection, repair and reassembly of
the major helicopter components when applicable.
ILLUSTRATED PARTS DATA CATALOGUE

It provides all the illustration and identification data about the replaceable parts of the air vehicle
for which the maintenance procedures has been provided.
ILLUSTRATED TOOLS AND EQUIPMENT MANUAL

It provides all the characteristics and the illustrations of all the special tools and equipment,
including test equipment recommended for the maintenance of the air vehicle.
MASTER MINIMUM EQUIPMENT LIST

It provides the list of all the airborne equipment which is mandatory to achieve a safe flight
condition.
NVG COMPATIBILITY REFERENCE HANDBOOK (CRH)

The scope of this document is to keep trace of the AW189 helicopter Night Visual Goggles
(NVG) configuration. In particular this document provides the means to determine if a given
AW189 configuration is compatible with NVG operations; it also provides information about how
to manage the impact on NVG compatibility of deviations and no compliances.
ICING COMPATIBILITY REFERENCE HANDBOOKS (CRH)

The scope of this document is to keep trace of the AW189 helicopter configuration cleared for
flight into known icing conditions, also to provide the means to determine if a given AW189
configuration is cleared for flight into known icing conditions.
The FIPS kit (Full Ice Protection System) must be installed.
TECHNICAL BULLETIN (BT - BOLLETTINO TECNICO) AND INFORMATION LETTER (IL)

Are issued by the manufacturer to provide technical information which affects the airworthiness
of the helicopter compliance with Technical Bulletins is MANDATORY within the time limits
specified in the “accomplishment sections” unless the Technical Bulletin is classified as
OPTIONAL.
Technical Bulletins and Information Letters may be accessed and downloaded for
AgustaWestland Product Support websites, only:
https://myfleet.agustawestland.com/p_home.php
1.1.4 GENERAL
The maintenance manual is divided in data modules which provide the required information to
perform maintenance on the helicopter. The data modules can be descriptive or procedural. The
data modules are identified by the following code:
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1 - Model identification code

The model identification code for the AW189 is 89.
2 - System difference code
The system difference code is a letter (letters I and O are not used). This Letter identifies two or
more sub-system that can be installed as alternative items because they do the same function
(eg: VHF systems by different suppliers).
3 - Standard Numbering System (SNS) code
The SNS code includes three pairs of digits which show:
• The system (eg: 29, hydraulic power).
• The sub-system and sub-subsystem (eg: 11, Number 1 main-hydraulic system).
NOTE A
When the sub-subsystem code is zero, the two digits show all of the sub-system.
• The component (eg: 01, Number 1 power control module).
4 - Disassembly code and disassembly code variant

Disassembly code
The disassembly code is a two-digit code or three-digit code if variant. The disassembly code
shows the breakdown of a component, as follow:
• 00 – Data module for all of the helicopter, system, sub-system or component.
• 01 – Data module for the first assembly that you remove from the component.
• 02 – Data module for the second assembly that you remove from the component.
Code 03 and the subsequent codes refer to the third, fourth, etc assembly that you remove from
the component. The disassembly code also identifies the data modules in sequence.
Disassembly code variant
The disassembly code variant is a letter (letter I and O are not used) which identifies alternative
items. These items are different, but the difference is too small to cause a change in the system
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difference code.
5 - Information code and information code variant

Information code
The information code is a three-digit code.
The information code identifies the types of information you can find in the data module.
000 is used for the systems, for which the SNS identifies the type of information in the data
module (eg: 05-10 is “time limits”, you must write 000).
The primary codes used in the publication set for the helicopter are written below:
Code Definition
• 040..........................Description of how it is made and its function
• 050.......................... Diagrams and lists
• 060................ Aerospace ground equipment, tools and software
• 070..............................Consumables, material and expendables
• 080......................................Mixtures and solutions
• 090............................ Software documentation
• 200.......................................................... Servicing
• 500......................... Disconnect, remove and disassemble procedures
• 510.................................................... Disconnect procedures
• 520...................................................... Remove procedures
• 530............................................. Disassemble procedures
• 550.......................................Unload software procedures
• 600.....................Repairs and locally make procedures and data.
• 610..................................................Add materials
• 620....................................... Attach materials
• 630.........Change the mechanical strength/structure of materials
• 640.......................................... Change the surface finish of materials
• 650........................................ Remove materials
• 660......................................... Structure repair procedures and data
• 670............................................ Locally make procedures and data
• 700........................Assemble, install and connect procedures
• 710.................................... Assemble procedures
• 720.................................... Install procedures
• 800....................................... Storage procedures and data
• 810...................................... Preservation procedures
• 820................ Procedures to remove preservation material
• 830........................................ Procedures to put items in containers
• 840................... Procedures to remove items from containers.
• 850.......... Procedures to keep items serviceable when in storage
• 860.............. Procedures to move items when in storage
Information code variant

The information code variant is a letter (letters I and O are not used).
The information code variant is used for different data modules that are applicable to the same
component and type of operation.
6 - Item location code
The item location code is a letter which shows where you must do the maintenance task.
In this publication, you can find these item location codes:
• A on the helicopter.
• B on the removed assembly/component.
• D applicable to all the locations.
The letter K is used as the item location code for the identification of the data modules
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applicable to:
• Optional installations.
• Optional systems.
• Optional equipment.
References
Below this heading you find a list of the data modules and technical publications which are
included as references in the data module.
Preliminary requirement
Below this heading you find all the data you must know before you do the procedure.
The preliminary requirements are written below these headings:
• Required conditions
• Support equipment
• Supplies
• Spares
• Safety conditions.
Required conditions
Below this heading you find a list of the tasks to be performed before starting the procedure.
Support equipment
Below this heading you find a list of the special tools and support equipment that are necessary
to do the procedure.
The identification number is the same number as used in the Illustrated Tool and Equipment
publication.
Supplies
Below this heading you find a list of all of the consumables, materials and expendables
necessary to do the procedure.
Spares
Below this heading you find a list of the spares that are necessary to do the procedure.
Safety conditions
Below this heading you find the general warnings, cautions and notes that are applicable to the
data module.
Procedure
Below this heading you find the sequence of the steps and illustrations which give the
instructions necessary to do the procedure.
Requirements after job completion
Below this heading you find all the instructions necessary to put the helicopter back to
operation.
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1.2 Limitation And Performance data

1.2.1 Altitude, Temperature And Airspeed Envelope
A chart, only provided in the RFM, provides the applicable airspeed envelope of the helicopter
and permits determining the VNE as a function of density altitude (Hd). The diagram also shows
the altitude and temperature limits.
VNE is continuously computed and presented on the airspeed indicators of pilot and copilot.
When flying in emergency conditions (ia with total failure of the integrated Air Data System
indications) a placard on the instrument panel provides VNE values for several pressure altitude
(Hp) and OAT values.
For better details see RFM.
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1.2.2 Icing Limitations
Flight is prohibited when known and forecast conditions are at OAT below +5°C with visible
moisture. Visible moisture is defined as an atmospheric environment containing water in any
form that can be seen in natural lights; clouds, fog, rain, sleet, hail or snow.
If in stationary conditions the MR blades have been exposed to snow or ice, all traces of such
must be removed from blades taking care of not damaging either them or instrumentation before
running.
Flight into hail conditions is prohibited.
A placard on the instrument panel reminds the pilot about this limitation in addition to listing the
approved types of operation.
For better details see RFM.
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1.2.3 Weight Limitation
The maximum gross weight for takeoff and landing, CAT A or CAT B, is 8100 kg.
Issue No 3.0 2013-07-12 Page 12


Training Course
18 - Vibration and Noise Analysis and
Attenuation

ISSUE: 3.0

INTENTIONALLY
LEFT
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AW189-AF001-SN-I-18
18 - Vibration and Noise Analysis and Attenuation
Table of Contents
Vibration and Noise Analysis and Attenuation System Lesson..........................................................................1
1 Purpose of the Vibration and Noise Analysis and Attenuation System ...................................................1
1.1 Vibration And Noise Analysis (1) ....................................................................................................2
1.1.1 Main Purpose..............................................................................................................................2
2 Vibration and Noise Analysis and Attenuation System Architecture .......................................................3
2.1 Vibration And Noise Analysis (2) ....................................................................................................4
2.1.1 Interface ......................................................................................................................................4
2.1.2 Architecture.................................................................................................................................5
3 Vibration and Noise Analysis and Attenuation System Components ......................................................6
3.1 Transmission Vibration Monitoring (TVM) ......................................................................................7
3.1.1 Transmission Vibration Monitoring Introduction .........................................................................7
3.1.2 Main Gearbox Assembly Sensors ..............................................................................................8
3.1.3 Tail Drive Installation Sensors ..................................................................................................10
3.1.4 Intermediate Gearbox Sensor ..................................................................................................11
3.1.5 Tail Gearbox Sensor .................................................................................................................12
3.1.6 Swashplate Sensor ...................................................................................................................13
3.2 Structure Vibration Monitoring (SVM) ...........................................................................................14
3.2.1 Structure Vibration Monitoring ..................................................................................................14
3.2.2 Structure Accelerometers .........................................................................................................15
3.2.3 Tail Pylon Accelerometer..........................................................................................................18
3.3 Rotor Blade Tracker .....................................................................................................................19
3.3.1 Tracking Camera ......................................................................................................................19
3.4 Azimuth Sensor ............................................................................................................................20
3.4.1 Azimuth Sensor ........................................................................................................................20
3.5 One Revolution Sensor ................................................................................................................21
3.5.1 Main Rotor Head One Revolution Sensor ................................................................................21
3.5.2 Tail Rotor Head One Revolution Sensor ..................................................................................22
3.6 Vibration Absorbers ......................................................................................................................23
3.6.1 Forward Vibration Absorbers ....................................................................................................23
3.6.2 Rear Vibration Absorbers .........................................................................................................24
3.7 AMMC1 and 2 ...............................................................................................................................25
3.7.1 Aircraft Mission Management Computers ................................................................................25
3.8 Ground Station..............................................................................................................................26
3.8.1 MDS Data Transfer to Ground Station .....................................................................................26
3.9 MCDU ...........................................................................................................................................27
3.9.1 Data Display .............................................................................................................................27

AW189-AF001-SN-I-18

AW189-AF001-SN-I-18
Vibration and Noise Analysis and Attenuation System Lesson

1 Purpose of the Vibration and Noise Analysis and Attenuation
System
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1.1 Vibration And Noise Analysis (1)

1.1.1 Main Purpose
The vibration and noise analysis system is a combination of an onboard acquisition and analysis
device and a ground station aiming at monitoring the integrity of either the transmission system
components (shafts, gears, bearings, connecting devices) or structural parts (fuselage, tail unit),
and detecting either malfunctions or impending failures.
The system also provides data to allow the ground crew to perform a fine adjustment of the
main rotor blades and tail rotor blades (Rotor Track and Balance (RTB)).
The vibration and noise analysis data is acquired from the Data Transfer Device (DTD) of the
Health and Usage Monitoring System (HUMS) installed inside the Aircraft Mission and
Management Computers (AMMC).
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2 Vibration and Noise Analysis and Attenuation System

Architecture
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2.1 Vibration And Noise Analysis (2)

2.1.1 Interface
The vibration and noise analysis system interfaces with:
 Electrical system to power all the components and provide data
 Airframe for sensor installation as well as structural vibration monitoring
 Main rotor and tail rotor drive system for a continuous monitoring of the vibration level of the
rotating components
 Engines in order to match the power transferred to the transmission system with the
vibration detected
 Landing gear to determine by the Weight On Wheels (WOW) sensors, the airborne or
ground status of the aircraft
 AMMC1 and 2 to collect data acquired by the aircraft sensors
 DTD to allow data transfer to the ground station
 Indicating system to display in maintenance mode the information gained.
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2.1.2 Architecture
The HUMS installation is made by accelerometers and sensors providing their signals to both
AMMC.
Several accelerometers are dedicated to monitoring the transmission vibration monitoring,

checking the vibration level of all the transmission boxes as well as the tail drive shaft line and
the swashplate.
Other accelerometers are dedicated to monitoring the structure vibration monitoring, checking
the vibration level of the fuselage in different places.
All the vibration levels detected by the accelerometers are matched with the rotor speed signal
provided by the NR sensor.
The main and tail rotor balancing are matched with the one revolution sensor which provides a
signal when a complete revolution of the main and tail rotor head is complete.
When track and balance are required, a tracker can be installed on board. It is basically a
camera oriented towards the main rotor blade tips, which detects the blade position during the
rotor turning. The signal is then matched with the rotor speed in order to give instruction to the
ground crew for a fine balancing.
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3 Vibration and Noise Analysis and Attenuation System

Components
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3.1 Transmission Vibration Monitoring (TVM)

3.1.1 Transmission Vibration Monitoring Introduction
The Transmission Vibration Monitoring (TVM) system is a specific number of devices,
accelerometers aimed at monitoring the integrity of the transmission system components and
detecting both transmission components malfunction and impending failures.
The sensors are in dedicated locations in the gearbox cases and shaft supports.
The TVM system diagnoses the outputs of these accelerometers by applying a set of analysis
algorithms to the vibration signals acquired by the accelerometers fitted on the aircraft
transmission.
The TVM system, using the analogue vibration data, performs a first data check which provides
both partially processed signals and a set of Health Indexes which can be directly related to the
health status of each monitored transmission component.
Once downloaded into the ground station, the Health Indexes are validated and then compared
to specific thresholds managed by the ground station. The detected exceedances will be used
to advise maintenance actions.
The TVM system is also provided with self-monitoring functions which can detect anomalies in
its components.
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3.1.2 Main Gearbox Assembly Sensors
The TVM system is an onboard device aimed at monitoring the integrity of the transmission
system components and detecting either malfunction or impending failures.
The monitoring of all of the primary transmission components ie transmitting power from the
engines to the rotors, and of the accessory driving components, is achieved through dedicated
analysis of each component (single gear or shaft), plus analysis of signals recorded by the
relevant accelerometers with time history analysis.
The sensors are in dedicated locations in the gearbox cases and shaft supports.
The accelerometers used for this activity are located at various areas on the Main Gearbox
(MGB) as shown in the media. The accelerometers utilised for the MGB are identified as A1
through to A8 and A17.
TVM data is divided into single channel accelerometers which provide synchronous,
asynchronous and time history acquisitions (single channel).
Accelerometer Position AMMC

No.
A1 MGB, Engine 1 (LH) Input 1
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No.
A3 MGB, Engine 1 (LH) 2nd Stage 1
A5 MGB, Epicyclical Stage (FWD LH) 1
A7 MGB, Epicyclical Stage (REAR LH) 1
A2 MGB, Engine 2 (RH) Input 2
A4 MGB, Engine 2 (RH) 2nd Stage 2
A6 MGB, Epicyclical Stage (REAR LH) 2
A8 MGB, Tail Take-off 2
A17 MGB Uppercase Port (Lateral - M/R radial) 1
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3.1.3 Tail Drive Installation Sensors

No.
A9 Tail Drive Line, FWD Hanger Bearing 1
A10 Tail Drive Line, AFT Hanger Bearing 2
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3.1.4 Intermediate Gearbox Sensor

No.
A11 Intermediate Gearbox 1
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3.1.5 Tail Gearbox Sensor

No.
A12 Tail Gearbox 2
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3.1.6 Swashplate Sensor
The accelerometer sensor A13 installed on the main rotor swashplate is used for the TVM
function. The sensor is interfaced and routed to AMMC2.
The sensor installation includes a dedicated bracket on the stationary swashplate.

No.
A13 Swashplate 1
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3.2 Structure Vibration Monitoring (SVM)

3.2.1 Structure Vibration Monitoring
The Structure Vibration Monitoring (SVM) system is used to assess the vibration recorded at
locations around the airframe related to known vibration sources. These sources include rotor
harmonics and driveshafts amongst others.
The onboard SVM system acquires the vibration signals in appropriate flight regimes, checks
the levels against limits and transfers the data to the ground station for diagnostic processing.
A large part of the processing and, noticeably, the amplitude and phase computation and
relevant exceedance detection, is performed onboard during the flight.
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3.2.2 Structure Accelerometers
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Acceleromet Type Position/Sensing Direction AMMC

er No.
A18 Triaxial Acc Cockpit floor, under pilot seat:

A22  Z axis is heli vertical 2
A23 1
 Y axis is heli lateral 1
 X axis is heli fore/aft
A21 Monoaxial Acc Rear fuselage: 1

 Z axis is heli vertical
A24 Monoaxial Acc Upper deck: 1

 Z axis is heli vertical
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3.2.3 Tail Pylon Accelerometer
Acceleromet Type Position/Sensing Direction AMMC

er No.
A19 Biaxial Acc Tail pylon: 2

A20  Z axis is T/R radial
 Y axis is T/R vertical
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3.3 Rotor Blade Tracker

3.3.1 Tracking Camera
The tracker is installed in the left-hand side of the fuselage, just above the left cabin door
forward frame. From this location it can see the blades' position and provide information for
tracking.
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3.4 Azimuth Sensor

3.4.1 Azimuth Sensor
The azimuth sensor is a multicoil speed sensor, installed on the MGB TTO, which is part of the
MGB standard configuration.
The sensor output is cross-strapped to AMMC1 and AMMC2.
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3.5 One Revolution Sensor

3.5.1 Main Rotor Head One Revolution Sensor
The Main Rotor Head (MRH) revolution sensor is installed on the fixed swashplate and is used
for the RTB function.
The sensor is basically a magnetic pickup and when a striker, which is located on the rotating
swashplate, passes in front of it, a complete MRH is detected.
This information is passed to the Aircraft Mission and Management System (AMMS) to match
the vibration level detected with the rotor speed.
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3.5.2 Tail Rotor Head One Revolution Sensor
The Tail Rotor Head (TRH) revolution sensor is installed on the Tail Gearbox (TGB) housing
and is used for RTB.
The sensor is basically a magnetic pickup and when a striker, which is located on the TRH,
passes in front of it, a complete TRH revolution is detected.
This information is passed to the AMMS to match the vibration level detected with the rotor
speed.
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3.6 Vibration Absorbers

3.6.1 Forward Vibration Absorbers
The vibration absorbers decrease the vertical vibrations caused by the main rotor. The
absorbers have a cover that prevents damage to the vibration absorber groups and structure.
The forward vibration absorber groups are installed between STA 2800.00 and STA 3800.00 in
the rear left and right side of the fuselage below the cabin floor.
The vibration absorber group is a tube. It has two masses that are installed at a preset distance
from one end of the tube. The bolt and the two washers hold the two masses in their position on
the vibration group. An adapter is installed on the other end of the tube. Four bolts and four
washers attach the adapter to the structure.
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3.6.2 Rear Vibration Absorbers
The rear vibration absorber groups are installed between STA 5700.00 and STA 6700.00 in the
rear left and right side of the fuselage below the cabin floor.
The rear vibration absorber groups are similar in structure to the forward groups, and have the
same purpose.
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3.7 AMMC1 and 2

3.7.1 Aircraft Mission Management Computers
The Aircraft Mission and Management System (AMMS) comprises the two AMMC (AMMC1 and
AMMC2) which are the main components involved in the management of data. They provide the
central maintenance system with both monitoring and diagnosis tasks such as:
 Interface for plant sensors
 Process of the sensor outputs in order to:
o Check the consistency of raw data
o Compute Health and Usage Monitoring (HUM) parameters
o Compute performance parameters
o Manage the status monitoring data
o Check current parameter values against alarm thresholds and provide alarm
management
o Store data in the Maintenance Database (MDB) in Nonvolatile Memory (NVM)
o Download/upload data to/from the DTD.
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3.8 Ground Station

3.8.1 MDS Data Transfer to Ground Station
The MDS allows to transfer the stored maintenance data to the Ground Station for further
assessment and historical data collection, processing and trending.
Two different data transfer processes are available, indicated as “MDS DOWNLOAD” and “VM
QUICK ASSESSMENT”. These transfer processes can be operated in different H/C operating
conditions and download different maintenance data set.
The MDS DOWNLOAD is the process which manages the transfer of the whole MDS
maintenance data from the on board system to the Ground Station, performed with external
power supply. This process requires that the MDS data stored into the AMMC NVM are first
transferred to the DTD and then all MDS DTD data are transferred to the target removable
media (or PC).
The VM QUICK ASSESSMENT is the process which manages the transfer of the TVM
acquisition results only from the on board system to the Ground Station, which can also be
performed with engines running. This process copies specific data stored on the DTD memory;
it does not require any preliminary data transfer from the AMMC NVM to the DTD.
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3.9 MCDU
3.9.1 Data Display
The MDS allows to display the results of the monitoring activity on MCDU and MFD.
On MCDU, the MDS allows to display a summary of the successfully completed RTB
acquisitions, by showing, for each rotor and monitored flight condition,
 The total number of successfully completed acquisitions
 The number of acquisitions exceeding at least one vibration or track split threshold
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Training Course
21 - Environmental Control

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-21
Table of Contents
Environmental Control System Lesson ..............................................................................................................1
1 Purpose of the Environmental Control System .......................................................................................1
1.1 Purpose of the Environmental Control System .............................................................................1
1.1.1 Heating And Forced Ventilation System .....................................................................................1
1.1.2 Full Environmental Control System ............................................................................................4
1.2 Purpose of the Nose Bay Avionic Cooling System.........................................................................5
1.2.1 Nose Bay Avionic Cooling System .............................................................................................5
2 Architecture of the Environmental Control System..................................................................................6
2.1 Environmental Control System Architecture ...................................................................................6
2.1.1 Architecture.................................................................................................................................6
3 Component and Location of the Environmental Control System ............................................................7
3.1 Heating System Components .........................................................................................................7
3.1.1 Engine Shutoff Valve ..................................................................................................................7
3.1.2 APU Shutoff Valve ....................................................................................................................10
3.1.3 Check Valve..............................................................................................................................11
3.1.4 High Pressure Distribution Ducts..............................................................................................12
3.1.5 Engine Shutoff Valve ................................................................................................................13
3.1.6 By-pass Duct ............................................................................................................................16
3.1.7 Jet Pump...................................................................................................................................17
3.1.8 Duct Temperature Sensor ........................................................................................................18
3.1.9 Duct Overheat Thermal Switch.................................................................................................19
3.2 Heating System Components .......................................................................................................20
3.2.1 Heating Control Box .................................................................................................................20
3.2.2 Heating Low Pressure Distribution Ducting ..............................................................................22
3.2.3 Ram Air Intakes ........................................................................................................................23
3.3 Full Environmental Control System Components.........................................................................24
3.3.1 Cockpit Mixer Ducts ..................................................................................................................24
3.3.2 Cockpit Evaporator Fans ..........................................................................................................25
3.3.3 Cockpit Evaporator Assembly ..................................................................................................26
3.3.4 Cockpit Ventilation Ducts..........................................................................................................27
3.3.5 Cockpit Thermostatic Expansion Valve ....................................................................................28
3.3.6 Cockpit Thermal Switch ............................................................................................................29
3.4.1 Cabin Mixer Ducts ....................................................................................................................30
3.4.2 Cabin Evaporator Fan ..............................................................................................................31
3.4.3 Cabin Evaporator ......................................................................................................................32
3.4.4 Evaporator Heat Exchanger .....................................................................................................33
3.4.5 Cabin Thermostatic Expansion Valve (TXV) ............................................................................34
3.4.6 Thermal Switch .........................................................................................................................35
3.4.7 Integrated Scroll Compressor Assembly ..................................................................................36
3.4.8 Autotransformers ......................................................................................................................39
3.4.9 Schematic .................................................................................................................................41
3.5.1 Condenser Heat Exchanger .....................................................................................................42
3.5.2 Condenser Fan and Frame ......................................................................................................43
3.5.3 Receiver Filter Drier ..................................................................................................................44
3.5.4 High and Low Pressure Switches .............................................................................................45
3.5.5 Distribution Ducts......................................................................................................................46
3.5.6 Cockpit Temperature Sensor....................................................................................................47
3.5.7 Cabin Temperature Sensor ......................................................................................................48
3.5.8 Air Conditioning Control Box ....................................................................................................49
3.5.9 Contactor Boxes .......................................................................................................................51
3.6 Nose Bay Avionic Cooling System Components..........................................................................52
3.6.1 Nose Bay Exhausting Fan ........................................................................................................52
3.6.2 Electromagnetic Capability Filter ..............................................................................................53

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4 ECS Controls and Indicators................................................................................................................. 54

4.1 ECS Controls ............................................................................................................................... 54
4.1.1 Control Panel ........................................................................................................................... 54
4.2 ECS Indications ........................................................................................................................... 55
4.2.1 Crew Alerting System .............................................................................................................. 55
4.2.2 Synoptic Overlay and Philosophy ............................................................................................ 57
5 Operation of the Environmental Control System .................................................................................. 58
5.1 Ventilation Operation ................................................................................................................... 58
5.1.1 Ventilation ................................................................................................................................ 58
5.1.2 Electric Schematic ................................................................................................................... 59
5.2 Heating Operation ........................................................................................................................ 60
5.2.1 Heating ..................................................................................................................................... 60
5.2.2 Temperature Control ................................................................................................................ 61
5.2.3 SOVs Status ............................................................................................................................ 62
5.2.4 Electrical Schematic................................................................................................................. 64
5.3 Full ECS Operation ...................................................................................................................... 65
5.3.1 Normal Operations ................................................................................................................... 65
5.3.2 Degraded Operation ................................................................................................................ 67
5.3.3 Electrical Protection Functions ................................................................................................ 68
5.4 Nose Bay Avionic Ventilation Operation ...................................................................................... 69
5.4.1 Normal Operation..................................................................................................................... 69
5.4.2 Single Nose Bay Fan Failure ................................................................................................... 70
5.4.3 Dual Nose Bay Fan Failure ...................................................................................................... 71
5.4.4 Single Cockpit Ventilation Fan Failure ..................................................................................... 72
5.4.5 Conditioned Air Flow Supply Failure........................................................................................ 73
5.4.6 Electric Schematic ................................................................................................................... 74

AW189-AF001-SN-I-21
Environmental Control System Lesson

1 Purpose of the Environmental Control System
1.1 Purpose of the Environmental Control System
1.1.1 Heating And Forced Ventilation System
The heating and forced ventilation system consists of a heating system mixing bleed-air from
the engines or Auxiliary Power Unit (APU) with external ambient air and a ventilation system
which takes ambient air from outside the aircraft.
The role of the heating system is to maintain a comfortable environment in the cabin (crew and
passenger zones) and allow the crew to perform their job without discomfort in cold conditions.
In addition, the heating system assists in demisting of the main windshields and the lower
windows of the cockpit and provides the source of fresh air for the helicopter occupants during
heating conditions.
The role of the forced ventilation system is to provide an operationally viable level of comfort
within the cockpit and cabin using external ambient air to cool the general cockpit and cabin
environment.
The heating and forced ventilation system has been designed with the following aims:
 To operate in an Outside Air Temperature (OAT) ranging from

– 40 °C to + 55 °C
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 To maintain a temperature of at least 15 °C at the minimum operational temperature of – 40

°C
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 To increase the temperature of the cockpit and cabin from – 40 °C to 15 °C within 15

minutes
 To provide at least 17m3/hr of fresh air per crew member
 To maintain the concentration of CO2 in the air below one part in 20000.
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1.1.2 Full Environmental Control System
The full Environmental Control System (ECS) utilises the basic heating and forced ventilation
system but additionally comprises the Vapour Cycle System (VCS), including all the
subcomponents and equipment necessary (compressors, condensers, valves, fans, refrigerant
fluid piping) to provide cooled and conditioned air to the cockpit and cabin compartments via the
relevant distribution ducting.
The air conditioning system is designed to maintain cockpit and cabin temperatures no higher
than 27 °C, with humidity no higher than 65%, when OAT is 40 °C with a relative humidity of
90%.
The system is designed to be able to decrease the cockpit and cabin environments from 40 °C
to 27 °C within 20 minutes.
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1.2 Purpose of the Nose Bay Avionic Cooling System

1.2.1 Nose Bay Avionic Cooling System
The nose bay avionics cooling system provides cooling air to the avionics equipment fitted in the
nose bay in order to maintain them below their operational temperature limits.
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2 Architecture of the Environmental Control System

2.1 Environmental Control System Architecture
2.1.1 Architecture
The ECS interfaces with:
 Control panel for temperature and ventilation setting from the crew
 Electrical system to electrically power all the components
 Power plant system to get hot air for the heating system in normal operation
 APU to get hot air for heating during ground operation
 Indicating system to alert the crew in case of malfunction
 Cabin and cockpit air conditioning and windshield demisting.
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3 Component and Location of the Environmental Control System

3.1 Heating System Components
3.1.1 Engine Shutoff Valve
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The Shutoff Valve (SOV) (attached to the firewall in the engine bay) shuts off the supply of
engine bleed-air to the heating system when it is not required, in case of overheat or a One
Engine Inoperative (OEI) condition. The valve is normally closed when the actuator solenoid is
de-energised.
The SOV is a solenoid actuated in-line valve. When the engines are not running and there is no
electrical supply to the actuator, the piston is held closed against its seat by the force of the
piston spring alone.
With engines running and when the actuator solenoid is not energised (SOV switch OFF), the
solenoid valve vent port is held closed. In this mode, upstream engine bleed-air pressurises the
closed chamber behind the piston, acting on the inside of the piston with a force greater than
the force exerted on the piston crown by the downstream pressure. The force differential holds
the piston closed whenever the solenoid is not energised. Piston rings ensure that downstream
leakage from the piston chamber is maintained within specified limits.
When the actuator solenoid is energised (SOV switch ON), the solenoid shaft holds the port
open. The previously closed chamber is instantaneously depressurised by venting to
atmosphere. Now the force exerted by the downstream pressure on the piston crown exceeds
the force exerted by the vented chamber pressure and the piston is forced to open to its
maximum extent.
By design the valve is fail-safe, that is, in the event of power interruption to the actuator, the
valve will automatically close.
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3.1.2 APU Shutoff Valve
The APU SOV (attached to the bleed duct in the APU bay) shuts off the supply of APU bleed-air
to the heating system when it is not required, in case of overheat or when the APU is failed.
The valve is normally closed when the actuator solenoid is de-energised.
The APU shut off valve operation is similar to the engine one.
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3.1.3 Check Valve
There are three check valves installed at the connection between the engines and APU bleed-
air ducts.
They prevent potential reverse flow of bleed-air from one engine to the other, in case of a large
bleed air pressure imbalance between the two engines or into the engines or APU when the
other is operating.
The valve is made with 2 back moved flappers with a spring. It is designed to withstand a bleed
air temperature of 325°C at a pressure od 100 psi.
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3.1.4 High Pressure Distribution Ducts
The function of the High Pressure (HP) ducting is to route air from the HP compressor bleed
ports of the two engines and APU to the jet pump.
The ducting interfaces with the SOV, the check valves and the Temperature Control Valve
(TCV). The ducting is subject to the ambient conditions of the zones both inside and outside the
firewall. Flexible and rigid stainless steel ducts connected to the bleed port of each engine and
the APU carry the air through the engine and APU compartments to SOV that are fixed to the
firewalls.
The bleed flow is limited to the size of the engine and APU bleed ports. Flexible sections in each
pipe accommodate thermal and mechanical movement. The bleed line sections between the
engines/APU and the SOV are installed in the engine and APU bays and are therefore subject
to fire zone conditions.
On the rear upper deck, downstream of the check valves the three branches converge into one
stainless steel pipe via flexible sections to allow thermal movement.
All bleed line components outside of the fire zone are insulated to limit the surface temperature
of the bleed line components to 200 °C.
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3.1.5 Engine Shutoff Valve
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The TCV is an electrically actuated valve which controls the flow of engine or APU bleed-air
from the HP ducting to the injector of the jet pump.
The valve is fitted directly to the top of the jet pump assembly mounted on the rear fuselage
ceiling and electrically interfaces with the Heater Control Box (HCB) and cockpit control panel.
The valve is a cylindrical carbon plug valve within a stainless steel body, designed for the bleed
air temperature and pressure. A DC motor turns a plug within the valve body to any position
between fully open and fully closed. These position are indicated by microswitches.
When supplied with 28VDC the electrical motor drives the control wheel through the gear
system to open or close the valve on which is installed the electrical actuator.
The opening command is ensured when the 28V is applied on pin 4 and 0v is applied on pin 3.
When the valve reaches its fully open position, the end of travel switch is activated and cuts the
power supply to prevent motor wear. The closing command is the opposite of the previous step:
28V applied on pin 3 and 0V on pin 4.
The FO/FC position of the valve can also be checked via the mechanical indicator on top of the
actuator.
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3.1.6 By-pass Duct
A by-pass duct (secondary injector) is provided with bleed air from a bleed pipe that by-passes
the TCV to facilitate heating system operation during more temperate OATs, usually above
15°C.
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3.1.7 Jet Pump
The jet pump assembly is comprised of a composite venturi mixing section and a stainless steel
bleed-air injector. Bleed-air supply to the injector is controlled by the TCV.
The diverging section of the venturi forms the mixing section of the assembly, which is thermally
insulated from the high temperature injector assemblies.
The jet pump assembly is installed on the ceiling of the rear fuselage and interfaces with the
TCV, the Low Pressure (LP) ambient air intake duct, the duct temperature sensor, the overheat
thermal switch and the LP heating distribution pipe work.
The purposes of the jet pump is to:
 Provide fresh airflow into the helicopter, using engine or APU bleed-air to induce ambient
airflow into fresh air intake
 Provide a flow of controlled temperature air for heating and demisting purposes. The engine
bleed-air expands to LP in the mixing section of the assembly.
The high pressure, high temperature air from the temperature control valve exits the primary
injector at the throat of the jet pump venturi. The velocity of the injector air and the diverging
section of the venturi create an area of low pressure, which induces a flow of air from the higher
pressure area behind the injector. This area is supplied by external ambient air.
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3.1.8 Duct Temperature Sensor
The duct temperature sensor monitors the mixed air temperature downstream of the jet pump
mixing unit.
The temperature signal from the ADTS is used by the Heater Control Box (HCB) for automatic
heating regulation in auto mode.
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3.1.9 Duct Overheat Thermal Switch
The overheat thermal switch provides a safety function, protecting the helicopter and its
occupants from potential overheat in the event of equipment or system control failure.
In the event of the air temperature exceeding 85°C, the switch will command bot engine SOVs
and APU SOVto close via the HCB by cutting 28 VDC power to the shut off vales solenoids.
The switch closes at 85°C +/-2°C and reset at 70°C +/-5°C.
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3.2 Heating System Components

3.2.1 Heating Control Box
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The HCB together with the Cockpit Control Panel (CCP), control the normal operation of the
heating system. The HCB also performs system monitoring and provides the pilot with warnings
of overheat conditions.
The Heating Control Box control logic uses the selected temperature on the cockpit control
panel, the outside air temperature from the External Air Temperature Sensor (EATS) and the Air
duct Temperature Sensor (ADTS) from the Jet pump to compute a target temperature and
sends command signals to the Temperature Control Valve (TCV) through the Cockpit Control
Panel.
The data from the DTS and the selection on the control panel is used by the HCB to regulate
the TCV accordingly to obtain the desired supply temperature. In the event of an over
temperature condition, the signal from the OTS is used by the HCB to warn the crew and shut
down the system.
The Heater Control Box (HCB) has no Built In Test (BIT) Circuitry, but the HCB has a
maintenance connector output for fault finding on ground by maintenance personnel.
The HCB is installed in the rear fuselage, left-hand side of the baggage area.
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3.2.2 Heating Low Pressure Distribution Ducting
The mixed air exiting the jet pump is delivered to the cockpit and cabin through flexible and rigid
ducts of similar construction to the ventilation ducts.
The heating air is routed down the rear fuselage cabin bulkhead and forwards under the fuel
tanks to the cabin where it divides into two ducts running in parallel along the centre of the
aircraft under the cabin floor, one for the cockpit and one for the cabin. The left (port) duct
provides the cabin heating air, feeding fixed outlet diffusers in the aft and forward corners of the
cabin. The right (starboard) duct provides the cockpit supply with the air being ducted forward
along the aircraft under the cabin floor before integrating with the cockpit ventilation system
mixer duct in the cockpit centre console.
Two floor level adjustable gaspers on each side of the central console between the pilot and the
co-pilot provide warm air at floor level before the bulk of the heating air is routed to the cockpit
flapper valves. The flapper valves permit the flow of the heating air into the cockpit distribution
system providing warm air to the crew via adjustable gaspers on each side of the instrument
panel and to the cockpit transparencies via diffusers on the front, side and lower windscreens.
The heating system can also utilise the cockpit ventilation system fans to assist in driving the air
to the transparency diffusers and upper gaspers, for demisting purposes.
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3.2.3 Ram Air Intakes
For the ventilation system in the cockpit, ram air enters the circuits through air intakes
positioned under the nose section, and fan pressure operated nonreturn valves control the
recirculation airflow.
For the cabin, ram air enters the circuits through air intakes positioned in the front of the upper
canopy cowling.
Fan pressure operated nonreturn valves control the recirculation airflow.
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3.3 Full Environmental Control System Components

3.3.1 Cockpit Mixer Ducts
There are two cockpit mixer ducts located respectively on the bottom part of each pilot and co-
pilot evaporator pack.
Their purpose is to allow air coming from the external ram air to mix with the cockpit
recirculating air and the heating system and deliver it to the evaporator fan.
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3.3.2 Cockpit Evaporator Fans
Two cockpit ventilation fans provide fresh air to the cockpit distribution system, from intakes
located under the helicopter nose. Each fan interfaces with a cockpit flapper valve in the mixer
duct behind the cockpit instrument panel and is therefore subjected to the ambient conditions.
The axial flow fans are equipped with underspeed detection to prevent damage in the event of a
locked rotor, and thermal protections to prevent overheat of the electronics.
The fans are controlled using the cockpit control panel, allowing crew selection of OFF, LOW or
HIGH speeds.
The fan and motor casings and the impeller are manufactured from aluminium alloy. An
integrated electronics box including EMI filtering is attached to the fan body.
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3.3.3 Cockpit Evaporator Assembly
There are two identical cockpit evaporator subassemblies on the aircraft. Each cockpit
evaporator, located behind the front instrument console, comprises a heat exchanger, a
thermostatic expansion valve, a thermal switch and a frame.
The evaporator heat exchanger induces a refrigerant constant pressure phase change from
liquid to gas, entirely evaporating the LP liquid refrigerant R134a expanded by the thermostatic
expansion valve.
The necessary heat for vaporisation is transferred from the cockpit or cabin charge air passing
through the air side of the matrix.
Charge air to be cooled is drawn from outside ambient or recirculated from the cabin or cockpit
environment and blown through the evaporator heat exchanger by the axial flow evaporator fan.
In this way, air supplied to the cockpit or cabin distribution system is cooled according to
demand.
Icing is monitored by temperature switches located inside the evaporator manifold. If icing is
detected, the ACCB will cycle the compressor off and on again to allow temperature to rise
locally to allow the ice to melt from the evaporator.
In addition, temperature sensors constantly monitor the air temperature at exit of evaporator.
The ACCB processes these signals and sends commands to TXV bulb heaters (BH) to optimise
the flow of refrigerant entering the evaporators.
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3.3.4 Cockpit Ventilation Ducts
The cockpit instrument panel is equipped with ventilation ducts that provide conditioned air to
the pilot and co-pilot.
These ducts also supply outlets to the cockpit transparencies.
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3.3.5 Cockpit Thermostatic Expansion Valve
There is one expansion valve in the cockpit for each of the evaporator heat exchangers,
mounted on the evaporator frames at its inlet in the cockpit and on the upper deck.
The Thermostatic Expansion Valve (TXV) expands the liquid refrigerant at a regulated flow rate
into a mixed liquid/vapour phase before entry into the evaporator.
This enables superheating of the refrigerant by a fixed temperature above its saturation
temperature during passage through the evaporator, thereby ensuring that the refrigerant is in
the gaseous phase at the compressor inlet. This optimisation of the evaporator capacity
minimises the risk of incompressible liquid inlet to the compressor.
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3.3.6 Cockpit Thermal Switch
The thermal switch senses the temperature of the air leaving the evaporator and sends an
output to the air conditioning control box. The switch is installed in the outlet manifold of each
cockpit evaporator.
The thermal switch shuts down the relevant vapour cycle loop if there is a danger of freezing of
the evaporator. Freezing of the evaporator heat exchanger matrix restricts the airflow, which
risks incomplete evaporation of the refrigerant and subsequent liquid supply to the compressor
and ensuing damage.
The thermal switch senses the temperature of the air at the outlet to the evaporator. It is
manufactured from stainless steel and silicon resin.
The resistance of the thermocouple varies proportionally with the temperature sensed in the
airflow. When the circuit resistance reaches the level corresponding to the trip level, the switch
opens and initiates the system failure condition.
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3.4.1 Cabin Mixer Ducts
There are two cabin mixer ducts located on each side of the upper deck VCS pack.
Their purpose is to allow air coming from the external ram air to mix with the cockpit
recirculating air and the heating system and deliver it to the evaporator fan.
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3.4.2 Cabin Evaporator Fan
The function of the two cabin evaporator fans is to draw external ambient or cabin recirculated
air through the cabin evaporator. They are installed in the front part of the upper deck.
Each axial flow fan is equipped with underspeed detection to prevent damage in the event of a
locked rotor and thermal protection to prevent excessive motor overheats.
The fans are:
 Interconnected with the evaporator frame and ducts in the upper deck
 Controlled using the CCP
 Powered by 28 Vdc electric motors.
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3.4.3 Cabin Evaporator
The cabin evaporator is installed on the upper deck and is protected by a fire blanket.
The cabin evaporator includes:
 Two heat exchangers
 TXV
 Thermal switch.
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3.4.4 Evaporator Heat Exchanger
The evaporator heat exchanger induces a refrigerant constant pressure phase change from
liquid to gas, entirely evaporating the LP liquid refrigerant R134a expanded by the TXV.
The necessary heat for vaporisation is transferred from the cockpit or cabin charge air passing
through the air side of the matrix, superheating the refrigerant above its vapour saturation
temperature by approximately 5 °C.
Charge air to be cooled is drawn from outside ambient air or recirculated from the cabin or
cockpit environment and blown through the evaporator heat exchanger by the axial flow
evaporator fan. In this way, air supplied to the cockpit or cabin distribution system is cooled
according to demand.
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3.4.5 Cabin Thermostatic Expansion Valve (TXV)
There is one TXV mounted on each of the evaporator frames at its inlet.
The purpose of the valve is similar to the cockpit valve.
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3.4.6 Thermal Switch
The thermal switch senses the temperature of the air leaving the evaporator and sends an
output to the air conditioning control box. It is installed in the outlet manifold of the cabin
evaporator.
The switch shuts down the relevant vapour cycle loop if there is a danger of freezing of the
evaporator. Freezing of the evaporator heat exchanger matrix restricts the airflow, which risks
incomplete evaporation of the refrigerant and subsequent liquid supply to the compressor and
ensuing damage.
The resistance of the thermocouple varies proportionally with the temperature sensed in the
airflow. When the circuit resistance reaches the level corresponding to the trip level, the switch
opens and initiates the system failure condition.
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3.4.7 Integrated Scroll Compressor Assembly
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One compressor is fitted in each vapour cycle to compress the gaseous refrigerant and drive it
from the evaporator to the condenser. Two compressor assemblies are located on the upper
transmission deck and the motors are driven by 115 Vac.
Inside the motor two Archimedes spiral elements are fitted together with an angular offset so
that they define several fluid pockets. One spiral member is fixed while the second is driven with
an orbital motion by a counterbalanced shaft with an eccentric bush. As a result, compression is
achieved as the fluid pockets are moved with decreasing volume towards the discharge port at
the centre.
To improve lubrication and cooling of the bearings, the eccentric rotation of the driveshaft also
recovers oil from the compressor casing and feeds it to the bearing housings. No oil separator is
required, as oil is partially separated from the refrigerant in passing through the bearings,
lubricating them. Moreover the oil effectively reduces leakage between compression pockets,
improving compression efficiency.
A safety thermostat is fitted at the discharge port of each compressor in order to sense an
increase in discharge gas temperature, which may indicate refrigerant loss.
A thermal switch is fitted to detect AC motor overheating which may indicate excessive torque.
Both the thermostat and thermal switch are wired in series to the corresponding ACCB and will
shut down the compressor when over temperature is detected.
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3.4.8 Autotransformers
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3.4.9 Schematic
The two ECS compressor need a stable AC frequency to perform their functions, and for this
purpose two autotransformers are installed in the upper deck on a maintenance platform in front
of the MGB.
The autotransformers are electrically connected to the aircraft AC system and interfaced with
the ECS compressor and air intake anti ice system.
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3.5.1 Condenser Heat Exchanger
The condenser heat exchanger induces a refrigerant constant pressure phase change from gas
to liquid, entirely condensing the HP gaseous refrigerant R134a compressed by the
compressor.
Condensation of the gaseous refrigerant is achieved by a heat transfer from the refrigerant to
the heat sink, in this case external ambient air, passing through the heat exchanger.
The process involves first desuperheating into a liquid/vapour mixture and then subcooling the
refrigerant below the dew point temperature. A dynamic flow of ambient air will be driven
through the heat exchanger by ram air action and by the axial flow condenser fan.
In this way, heat transferred into the refrigerant in the evaporator will be dumped to external
ambient air.
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3.5.2 Condenser Fan and Frame
There is one fan each for the cockpit and the cabin condensers. The fans draw external air into
the inlet at the front of the pylon fairing and pull it through the condenser heat exchangers
during ground and flight operation. In this way, the heat load of the refrigerant will be transferred
to the ambient air.
The condenser fan is an axial flow fan driven by a brushless 115 Vac 400 Hz motor. For
overheat protection, the condenser fan includes a thermal switch. The signal from this switch is
sent to the corresponding ACCB which shuts down the VCU in case of fan overheat condition.
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3.5.3 Receiver Filter Drier
The receiver filter drier provides a refrigerant reserve to counteract liquid refrigerant volumetric
variation caused by condensing pressure variations around the flight envelope. This ensures
liquid feeding of expansion valves.
The receiver filter drier also provides filtering and drying of the refrigerant preventing foreign
body movement during normal operation and water contamination of the refrigerant during
charging, filling the loop with additional refrigerant if needed.
The equipment location, will be chosen to reduce the risk of liquid refrigerant flashing into
vapour caused by a pressure drop in the liquid refrigerant line, which may reduce the capacity of
the expansion valve.
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3.5.4 High and Low Pressure Switches
The LP switch protects against damage that may occur if the evaporating pressure falls below
the minimum acceptable limit. It also reduces the risk of air entering into the refrigerant loop,
which could occur if the refrigerant pressure falls below ambient pressure. System protection
will be achieved by switching open an electrical circuit when the sensed pressure falls to the
preset level.
The HP switch prevents any damage that may occur if the condensing pressure exceeds the
maximum acceptable limit. This situation may be caused if there is a restriction of airflow
through the condensers or if there is a blockage at the receiver filter drier unit. System
protection will be achieved by switching open an electrical circuit when the sensed pressure
rises to the preset level.
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3.5.5 Distribution Ducts
From the cabin evaporator assembly, air is distributed to the cabin by means of two ducts which
have four flexible rubber pipes connected to passenger air outlets.
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3.5.6 Cockpit Temperature Sensor
The cockpit temperature sensor measures the mean air temperature of the cockpit. It then
sends an output to the relevant Air Conditioning Control Box (ACCB).
Mounted on the left sidewall of the cockpit it is subject to internal ambient conditions.
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3.5.7 Cabin Temperature Sensor
The cabin temperature sensor's operation is similar to the cockpit one.
It is mounted on the ceiling of the cabin.
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3.5.8 Air Conditioning Control Box
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There are two Air Conditioning Control Boxes (ACCB) per aircraft, one for the cockpit and the
other for the cabin vapour cycles. They are located in the centre cabin behind the ceiling.
Each control box receives signals from the system sensors to:
 Automatically control the system operation within the parameters set on the control panel(s)
 Effect crew warnings when a fault occurs
 Memorise failures for maintenance purposes. By means of a maintenance connector, data

can be downloaded on ground and analysed.
System control is based on comparison of the temperatures measured by the cabin and cockpit
sensors with the temperature settings made on the control panel.
Based on this comparison, the controller matches cooling performance with demand, switching
the relevant condenser fan to high or low speed or the compressor on and off, and control the
refrigerant flow in the expansion valve.
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3.5.9 Contactor Boxes
The ECS contactor boxes (ECB 1 and 2) are located in front of the cabin evaporator on the top
deck.
Each box houses the contactor and circuit breakers that control the AC three phase power
supply and circuit protection for its corresponding cooling system.
ECB1 controls the operation of ACCB1 and the cabin cooling.

ECB2 controls the operation of ACCB2 and the cockpit cooling.
The three contactor in each ECB control the operation of:
 the compressor ON/OFF
 the condenser fan ON/OFF
 the condenser fan speed LOW/HIGH
 the switching of cooling system AC power source between GEN 1/2 PDU (flight) and APU
PDU (ground).
The contactor command signal are sent from ACCB discrete outputs.
The circuit breaker protects the condenser fan AC power supply circuit.
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3.6 Nose Bay Avionic Cooling System Components

3.6.1 Nose Bay Exhausting Fan
The left-hand side and right-hand side nose bay fans exhaust the nose bay circulating air
overboard. The fans are installed on the nose bay floor.
The fans are axial flow type and equipped with underspeed detection to prevent damage in the
event of seizure and thermal protection to prevent excessive motor overheat.
The fans are powered by 28 Vdc electric motors fed by DC main bus No. 2.
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3.6.2 Electromagnetic Capability Filter
The Electromagnetic Capability (EMC) filters will be mounted on the nose wheel bay inlets and
also on the nose bay fans outlets.
The EMC filters provide protection from:
 Electromagnetic Interference (EMI) signals
 EMC signals.
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4 ECS Controls and Indicators

4.1 ECS Controls
4.1.1 Control Panel
 AIR COND/HEATER switch
o AIR COND - air conditioning system operative in according with temperature selector.
o OFF - air conditioning system not operative. System works in ventilation mode only in
according with VENT switch.
o APU - APU is the bleed-air source.
o ENG - engines are the bleed-air source.
 Temperature selector
o AUTO ‐ In either ENG or APU mode the delivery temperature of the heating air is
controlled by the selection made on the upper (AUTO) section of the temperature
selector by turning it between COLD and WARM (COLD represents 10°C, while
WARM represents 32°C). The HCB then regulates the supply air temperature
accordingly.
o MANUAL ‐ Alternatively, by turning the temperature selector to the lower (MAN HTR)
section, the heating system Temperature Control Valve (TCV) can be controlled
directly by turning the switch to ‘+‘ or ‘–’ to open or close the valve respectively, and
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increase or decrease the heating air supply temperature accordingly. Note that in MAN
HTR mode the switch returns to the central position when released after selecting ‘+‘ or
‘–’.
 VENT switches (CREW FAN and PAX FAN)
o OFF - ventilation system not working.
o LOW - associated fans at low speed. A mixture of outside air and recirculation air is
blown through the evaporators to be cooled and supplied to the cockpit and cabin.
o HIGH - associated fans at high speed. Same operation as above.
 ENG 1 SOV switch
o NORMAL - the associated SOV is enabled when the HEATER switch is selected to
ENG. The associated valve will open on demand from the heating system. Both SOV
will be closed when the HEATER switch is not selected to ENG or in OEI condition.
o OVERRIDE - if an OEI condition arises the engine control panel closes both engine
SOVs. If after the flight crew have established the situation, it is deemed acceptable to
take bleed from the remaining operative engine, the pilot may open the appropriate
SOV by selecting the corresponding switch to its OVERRIDE position. Note that an
ENG OUT signal will prohibit the corresponding SOV from opening if OVERRIDE is
selected for the inoperative engine SOV.
 ENG 2 SOV switch
o Same as above.
 APU SOV switch
o NORMAL - the APU SOV is enabled when the HEATER switch is selected to APU.
The APU valve will open on demand from the heating system when the APU is running
and it is ready to load, and a signal from the Weight On Wheels (WOW) input from the
landing gear system is achieved (helicopter on the ground).
o CLOSE - the APU SOV can be manually closed by switching the APU SOV toggle
switch to CLOSE. Note this will latch back to normal when power is removed from the
panel.
4.2 ECS Indications

4.2.1 Crew Alerting System
CAS Message Description
Failure of the cockpit air conditioning system

FWD COND FAIL
Failure of the cabin air conditioning system

AFT COND FAIL
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Failure of both the cockpit and cabin air conditioning

VENT FAIL systems
Failure of the heater system

HEATER FAIL
Air conditioning system ON

AIR COND ON
FWD ventilation ON
FWD VENT ON
AFT ventilation ON
AFT VENT ON
Heater ON
HEATER ON
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4.2.2 Synoptic Overlay and Philosophy
ECS fans conditions are displayed on Multifunction Display (MFD) Power Plant pages, in the
aircraft synoptic windows.
The AFT FAN indication shall be displayed in:
 Amber if [VENT FAIL] caution is displayed in CAS LIST and AFT VENT ON advisory is
NOT displayed in CAS LIST
 Green if AFT VENT ON advisory is displayed in CAS LIST.
Note: The above is valid for FWD FANs.
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5 Operation of the Environmental Control System

5.1 Ventilation Operation
5.1.1 Ventilation
Forced ventilation is comprised of two separate subsystems: one for the cockpit and one for the
cabin.
Ambient intake is controlled by fixed orifices and mixed with cockpit or cabin recirculation air in
mixing ducts before passing through the fans and VCS evaporators into the relevant LP
distribution ducting.
For the cockpit, ram air enters the circuits through air intakes positioned under the nose section,
and fan pressure operated nonreturn valves control the recirculation airflow. The nonreturn
valves are closed when the CREW FANS are selected OFF and open when the CREW FANS
are selected ON, using the CREW FAN selector on the CCP.
For the cabin, ram air enters the circuits through air intakes positioned in the front of the upper
canopy cowling. Fan pressure operated nonreturn valves control the recirculation airflow. The
nonreturn valves are closed when the PAX FANS are selected OFF and open when the PAX
FANS are selected LOW or HIGH, using the PAX FAN selector on the CCP.
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5.1.2 Electric Schematic
The cockpit and cabin fans are powered by the 28VDC ECS bus bar 1 and 2 and their operation
are managed by the ventilation/heating control panel in the interseat console.
In case of normal operation or degraded operation the fans provide a signal to the control panel
and from this a message is displayed by means of AMMC1 and 2.
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5.2 Heating Operation

5.2.1 Heating
The mixed air exiting the jet pump is delivered to the cockpit and cabin through flexible and rigid
ducts of similar construction to the ventilation ducts. The heating air is routed down the rear
fuselage cabin bulkhead and forwards under the fuel tanks to the cabin where it divides into two
ducts running in parallel along the centre of the aircraft under the cabin floor, one for the cockpit
and one for the cabin.
The left (port) duct provides the cabin heating air, feeding fixed outlet diffusers in the aft and
forward corners of the cabin. The right (starboard) duct provides the cockpit supply with the air
being ducted forward along the aircraft under the cabin floor before integrating with the cockpit
ventilation system in the cockpit centre console.
Two floor level adjustable gaspers on each side of the central console between the pilot and the
co-pilot provide warm air at floor level before the bulk of the heating air is routed to the cockpit
flapper valves in the pilot and co-pilot footwells. The flapper valves permit the flow of the heating
air into the cockpit distribution system providing warm air to the crew via the adjustable gaspers
on each side of the instrument panel, and to the cockpit transparencies via diffusers on the
front, side and lower windscreens (as for the forced ventilation distribution).
The heating system can also utilise the cockpit ventilation system fans to assist in driving the air
to the transparency diffusers and upper gaspers, for demisting purposes.
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5.2.2 Temperature Control
The CCP and HCB control the normal operation of the heating system.
The HCB also performs system monitoring and provides the pilot with warnings of overheat
conditions. These functions are achieved using air temperature data monitored by a DTS and
an OTS, both installed in the outlet mixing section of the jet pump.
The data from the DTS and the selection on the control panel is used by the HCB to regulate
the TCV accordingly to obtain the desired supply temperature.
In the event of an over temperature condition, the signal from the OTS is used by the HCB to
warn the crew and shut down the system.
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5.2.3 SOVs Status
Engine Operating ENG1 SOV ENG2 SOV ENG1 SOV ENG1 SOV
Condition switch switch Status status
selection selection
Both Engine
Operative NORMAL NORMAL Open Open
NORMAL OVERRIDE Open Open
OVERRIDE NORMAL Open Open
Engine 1
Inoperative NORMAL NORMAL Closed Closed
NORMAL OVERRIDE Closed Open
OVERRIDE NORMAL Closed Closed
Engine 2
Inoperative NORMAL NORMAL Closed Closed
NORMAL OVERRIDE Closed Closed
OVERRIDE NORMAL Open Closed
 Normal Operation (both engines operative)
o When either of the ENG SOV toggle switches is in the NORMAL position, the relevant
SOV is managed by the AIR COND / HEATER 4-position rotary switch, the SOV will
only open if the AIR COND / HEATER selector knob ENG position is selected
o With power supplied to the panel and all SOV switches in NORMAL position, selecting
ENG on the AIR COND / HEATER switch will enable heating from the engine bleed
system. In this mode the APU SOV will be closed and the ENG SOVs will be enabled.
 OEI (one engine inoperative) Operation
o In OEI condition, from either engine, the cockpit control panel will close the SOVs, and
fully close the TCV (i.e. it will not remain in its position at the time of the shutdown,
which will prevent the possibility of the heating system from shutting down due to the
duct overheat sensor switch being activated from the sudden re-introduction of bleed
air when the system is reinstated).
o Selecting the SOV switch of the operating engine to the OVERRIDE position will re-
open the SOV and operation of the heating system from the operating engine will
continue if required by the cockpit crew. In this case the TCV will function and control
of the ECS via the control panel and appropriate ACCB (Air Conditioning Control Box)
will continue.
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o Selecting the SOV switch of the operating engine back to the NORMAL position will
cause the SOV to close again while the OEI condition remains.
o Selection of the SOV switch of the inoperative engine to the OVERRIDE position will
not open the SOV and operation of the heating system will not be possible. This will be
the case while the OEI condition remains.
 APU Bleed
o With power supplied to the panel and all SOV switches in NORMAL position, selecting
APU on the AIR COND / HEATER switch will enable heating from the APU bleed
system. In this mode the ENG SOVs are closed and the APU SOV is enabled. The
APU SOV will only open when the aircraft is on the ground, which is determined by a
WOW (weight on wheels) signal from the landing gear system to the control panel and
when a 'Ready To Load Signal' is received from the APU by the panel.
o The APU SOV can be manually closed, if desired, by switching the APU SOV toggle
switch to CLOSE. Note this will latch back to NORMAL when power is removed from
the panel.
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5.2.4 Electrical Schematic
The ventilation heating control panel and the heating control box are powered by 28VDC from
the ECS bus bar.
The engines and APU shut off valves allow hot air to flow towards the temperature control valve
(TCV) which is controlled by the heating control box as function of temperature setting on the
control panel.
The temperature sensor in the jet pump provides a signal to the HCB in order to monitor the
temperature in the duct. A thermal switch in case of overheating condition opens a circuit which
allows to close all the SOVs.
Engine out signal immediately closes all the SOVs, as well as the fire presence signal through
the fire extinguishing control panel or the APU control panel, causes the engine SOVs to close.
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5.3 Full ECS Operation

5.3.1 Normal Operations
The cooling function is achieved with two VCS, one for the cockpit and the other for the cabin.
Air is drawn in via the ambient and recirculated air intakes and fans, as already described and
passes through the VCS evaporator assemblies and into the cockpit and cabin LP distribution
systems.
The two VCS operate with HFC 134a refrigerant, also known as Freon.
In the vapour cycle the different steps can be identified. The compressor draws gaseous
refrigerant from the evaporators and compresses it. The gas is cooled and condenses inside the
condenser heat exchanger. Liquid refrigerant is then recovered inside the receiver. The
refrigerant liquid is expanded by the expansion valve into a liquid vapour mixture.The expansion
occurs from HP to LP.
Refrigerant vaporises at low temperature and LP inside the two parallel evaporator heat
exchangers. System control for both cockpit and cabin zones is achieved within the ACCB by
comparison of the cockpit and cabin temperature with the desired temperature chosen by the
pilot on the control panel.
Temperature regulation is affected by cycles of the condenser fan from high to low speed and
also, if required, on/off cycles of the compressor. The cooling system has been sized to use
recirculation air with the minimum fresh air requirements in both cockpit and cabin zones. The
total combined heat load has been assumed to be generated in equal proportion by the cockpit
and cabin zones.
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When operating, the VCS loop (either cockpit or cabin) is separated into two parts: the HP side,
from the compressor through the condenser to the TXV, and the LP side from the TXV through
the evaporators to the compressor suction port.
Operation of the air conditioning system is achieved when the 4-position rotary switch under the
AIR COND / HEATER legend is selected to AIR COND mode.
 When the AIR COND / HEATER 4-position rotary switch is selected to AIR COND, the air
conditioning systems are enabled. The HCB is switched off and the Air Conditioning Control
Boxes ACCB1 (cabin) and ACCB2 (cockpit) are switched on.
 The ACCBs will automatically control the delivered air temperature only if the respective
VENT CREW FAN or VENT PAX FAN switch is selected to LOW or HIGH and therefore the
appropriate fans are operating. In this configuration, the control panel sends a discrete
signal, ACCB1 controls the cabin air temperature and ACCB2 controls the cockpit air
temperature with controlled regulation of the respective compressor according to the
temperature demand, as set by the selected position of the rotary potentiometer between
COLD and WARM on the upper section of the Temperature Selector, compared with the
input from the respective component temperature sensor.
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5.3.2 Degraded Operation
In the event of failure in the HP side, the HP pressure switch protects the system and limits the
pressure.
In the event of failure of the HP switch the operating pressure will be limited by the compressor
discharge temperature and the associated thermal switch.
In the event of failure of the TXV or equipment in the LP side, the operating pressures will
remain within the limits of normal operating pressures.
In case of ECS system failures, the system itself automatically shuts down. While the message
is displayed, the fault exists.
In case of LP, HP or temperature sensor faults, the relevant system may be restarted by cycling
the system control through OFF and back to AIR COND.
In case of a fault caused by one of the thermal switches, the relevant system will restart
automatically after the temperature has dropped sufficiently.
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5.3.3 Electrical Protection Functions
The air conditioning can draw considerable power (up to 20 KW) from the AC electrical power
generation system to supply the compressor and fan condenser.
 Simultaneous start
o As compressor start draws high peak current, the cockpit and cabin vapour cycle
compressor are prevented to start simultaneously by the ACCB logic. Master/slave
signal is exchanged between ACCB1 and ACCB2 controlling their respective
compressor. This signal allows assigning a priority to one of the loop and imposes a
time delay before starting the compressor of the other VCS loop
 Start inhibit
o An AC selection relay for each loop does not allow selection of Air Cond from the
ACCB unless 115VAC electrical power is available for the corresponding compressor.
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5.4 Nose Bay Avionic Ventilation Operation

5.4.1 Normal Operation
Cooling of the nose bay avionics equipment is achieved by using two fans, one on each side of
the nose bay. Each fan, mounted on the underside of the nose, sucks in the air, which circulates
over the Line Replaceable Units (LRU) in either side before being exhausted overboard through
rear facing louvred outlets.
The air is drawn from the cockpit through two apertures on the cockpit/nose bay bulkhead into
the nose bay, passes over the LRU housed within acting as a cooling flow. It is then exhausted
overboard.
The two nose bay fans (one on each side of the nose bay) exhaust the air overboard
underneath the aircraft in an area which has a negative pressure coefficient during flight
conditions and helps to exhaust the air from the nose bay outlet. In normal operation, with the
ECS on, the conditioned air flow provided by the cockpit will maintain the nose bay ambient
temperature below 55 °C.
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5.4.2 Single Nose Bay Fan Failure
In the event of a failure of one nose bay cooling fan, only an insignificant amount of air will be
drawn into the side where the failure has occurred and therefore there will be limited cooling to
that side (as the nose bay is partially separated by a central bulkhead).
In this event, cautions will be generated notifying which nose bay fan has failed and if the
ambient temperature in the associated side exceeds the 70 °C.
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5.4.3 Dual Nose Bay Fan Failure
If the nose bay left and right fans fail, no cooling air will be provided to the nose bay. In this
event, the internal temperature in both sides of the nose bay can be higher than 70 °C which
exceeds the operational temperature limits of all LRU.
In this case both Aircraft and Mission Management Computers (AMMC) could be unreliable and
therefore the crew has to apply emergency procedure in accordance with the Rotorcraft Flight
Manual (RFM).
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5.4.4 Single Cockpit Ventilation Fan Failure
If one of the cockpit Air Cycle System (ACS)/ventilation fans fail, the amount of flow which will
be drawn into the nose bay side where the failure has occurred will be approximately the same
as in normal operation. However, the delivery temperature will be higher therefore the air
conditioning system will not be capable of maintaining the cockpit temperature at 32 °C.
In this case the temperature achieved in the nose bay will be suitable to maintain the base line
avionics, such as the optional Forward Looking Infrared (FLIR) and Weather Radar (WXR),
below their operational temperature limits (70 °C and 55 °C respectively).
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5.4.5 Conditioned Air Flow Supply Failure
If ECS fails, the cockpit ACS/ventilation fans will pump only cockpit recirculated air into the nose
bay.
Without air conditioning operating, the potential cockpit ambient temperature could theoretically
reach up to 70 °C, which would be the temperature of the air provided by the cockpit ACS fans
into the nose bay.
Therefore, the ambient temperature inside the nose bay could exceed 70 °C, which is higher
than the maximum operational temperature for any of the avionics equipment.
Loss of ECS affects both sides of the nose bay due to the introduction of warmer air into each
side coming from the cockpit.
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5.4.6 Electric Schematic
Avionic bay cooling fans are 28VDC powered by REPU 1 and 2 and their operating status is
continuously monitored by the AMMC1 ans 2.
These last provide an alarm to the crew in case of fans generic failure.
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Training Course
22 - Automatic Flight Control

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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Table of Contents
Automatic Flight Control System Lesson ...........................................................................................................1
1 Purpose of the Auto Flight System ..........................................................................................................1
1.1 Explain the Purpose of the Automatic Flight Control System .........................................................1
1.1.1 Purpose of the Automatic Flight Control System........................................................................1
2 Architecture of the AFCS .........................................................................................................................3
2.1 AFCS System Interface ..................................................................................................................3
2.1.1 AFCS System Integration ...........................................................................................................3
2.2 Describe the Architecture of the AFCS ..........................................................................................5
2.2.1 Architecture of the AFCS ............................................................................................................5
3 Components and Location of the AFCS ..................................................................................................6
3.1 Description of the Components and Location of the AFCS ............................................................6
3.1.1 General Description of the Components and Location of the AFCS ..........................................6
3.2 Location and Description of AFCS Components ............................................................................7
3.2.1 Location, Description and Function of the FCC..........................................................................7
3.2.2 Location, Description and Function of APCP .............................................................................8
3.2.3 Location, Description and Function of Cyclic Grip......................................................................9
3.2.4 Location, Description and Function of Pilot Collective Grip .....................................................10
3.2.5 Location, Description and Function of Co-pilot Collective Grip ................................................12
3.2.6 Location, Description and Function of Yaw Pedals ..................................................................13
3.3 Location and Description of AFCS Trim Actuator.........................................................................14
3.3.1 Location of the Pitch and Roll Trim Actuator ............................................................................14
3.3.2 Location of the Yaw Trim Actuator ...........................................................................................15
3.3.3 Location of the Collective Trim Actuator ...................................................................................16
3.3.4 Description and Function of the Trim Actuators .......................................................................17
3.4 Location and Description of AFCS Linear Actuator ......................................................................19
3.4.1 Location of Pitch and Roll Linear Actuator ...............................................................................19
3.4.2 Description and Function of Pitch and Roll Linear Actuator .....................................................20
3.4.3 Location, Description and Function of Yaw Linear Actuator ....................................................22
4 Automatic Flight Control System Controls and Indicators .....................................................................23
4.1 AFCS Controls and Indicators General ........................................................................................23
4.1.1 AFCS Controls and Indicators (General) ..................................................................................23
4.2 AFCS Controls and Indicators ......................................................................................................25
4.2.1 APCP General Description .......................................................................................................25
4.2.2 PFD Annunciation Area ............................................................................................................26
4.2.3 ALTA Controls and Indicators...................................................................................................28
4.2.4 RHT Controls and Indicators ....................................................................................................29
4.2.5 VS Controls and Indicators .......................................................................................................30
4.2.6 ALT Controls and Indicators .....................................................................................................31
4.2.7 IAS Controls and Indicators ......................................................................................................32
4.2.8 HDG Controls and Indicators....................................................................................................33
4.2.9 APP Controls and Indicators ....................................................................................................34
4.2.10 NAV Controls and Indicators ..............................................................................................35
4.2.11 TEST Controls and Indicators ............................................................................................36
4.2.12 AP1 and AP2 Controls and Indicators ...............................................................................37
4.2.13 ECDU PTR Controls and Indicators...................................................................................38
4.2.14 P/R Controls and Indicators ...............................................................................................39
4.2.15 C/Y Controls and Indicators ...............................................................................................40
4.3 AFCS Pilot and Co-pilot Cyclic Controls and Indicators ...............................................................41
4.3.1 Cyclic Beeper Trim Controls and Indicators .............................................................................41
4.3.2 Cyclic Force Trim Push Button Controls ..................................................................................42
4.3.3 Attitude Push Button Controls and Indicators...........................................................................43
4.3.4 AP OFF Push Button Controls and Indicators ..........................................................................44
4.3.5 WLVL Push Button Controls and Indicators .............................................................................45
4.4 AFCS Pilot and Co-pilot Collective Controls and Indicators .........................................................46
4.4.1 Collective Beeper Trim Controls and Indicators .......................................................................46

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4.4.2 GA/TU Push Button Controls and Indicators ........................................................................... 47

4.4.3 Collective Force Trim Push Button Controls ............................................................................ 48
4.5 AFCS Pilot and Co-pilot Pedals Force Trim ................................................................................ 49
4.5.1 AFCS Pilot and Co-pilot Pedals Force Trim ............................................................................ 49
4.6 AFCS CDS Controls and Indicators............................................................................................. 50
4.6.1 Display Control Panel FD Selection Controls and Indicators .................................................. 50
4.6.2 Display Control Panel Course Selection Controls and Indicators ........................................... 51
4.6.3 CDS Course Selection ............................................................................................................. 52
4.6.4 AFCS CAS Messages.............................................................................................................. 53
4.6.5 AFCS Alerts Messages ............................................................................................................ 56
4.7 AFCS Aural Tone Indication ........................................................................................................ 57
4.7.1 AFCS Aural tone indication ...................................................................................................... 57
5 Operation of the Automatic Flight Control System ............................................................................... 58
5.1 Overview of AFCS Operation ...................................................................................................... 58
5.1.1 Overview of AFCS Operation .................................................................................................. 58
5.2 AFCS Uncoupled Mode Operation .............................................................................................. 60
5.2.1 Collective axis coupled and uncoupled mode of operation ..................................................... 60
5.3 Operation of the AFCS BASIC Modes ......................................................................................... 62
5.3.1 SAS (SAF) Mode Operation .................................................................................................... 62
5.3.2 ATT Mode Operation ............................................................................................................... 63
5.3.3 WLVL Mode Operation ............................................................................................................ 65
5.4 Operation of the AFCS Control Functions ................................................................................... 66
5.4.1 Operation of CLTV Decoupling (C-DCPL) function ................................................................. 66
5.4.2 Operation of Autotrim (ATRIM) Function ................................................................................. 67
5.4.3 Operation of Stability Control Augmentation (SCAS) Function ............................................... 68
5.4.4 Operation of Turn Coordination (TC) Function ........................................................................ 69
5.5 Operation of the AFCS PRIMARY UPPER Modes...................................................................... 70
5.5.1 Operation of Altitude Hold (ALT) Mode.................................................................................... 70
5.5.2 Operation of Altitude Acquire (ALTA) Mode ............................................................................ 71
5.5.3 Operation of Heading Hold (HDG) Mode ................................................................................. 73
5.5.4 Operation of Indicated Airspeed Hold (IAS) Mode .................................................................. 75
5.5.5 Operation of Radar Height Hold (RHT) Mode ......................................................................... 76
5.5.6 Operation of Vertical Speed (VS) Mode .................................................................................. 78
5.5.7 Operation of Go Around (GA) Mode ........................................................................................ 79
5.5.8 Operation of Hover Hold (HOV) Mode ..................................................................................... 81
5.5.9 Operation of Transition Up (TU) Mode .................................................................................... 83
5.6 AFCS Test Functions ................................................................................................................... 85
5.6.1 Power-up Built-In Test (PBIT) .................................................................................................. 85
5.6.2 Continuous BIT ........................................................................................................................ 86
5.6.3 Operation of AFCS Preflight Test (PFT) .................................................................................. 87

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Automatic Flight Control System Lesson

1 Purpose of the Auto Flight System
1.1 Explain the Purpose of the Automatic Flight Control System
1.1.1 Purpose of the Automatic Flight Control System
The Automatic Flight Control System (AFCS) is a complex, duplex redundant electromechanical
system, that with hydraulic assistance, provides varying degrees of automatic control of the
aircraft flight control systems, (main and tail rotor blades).
The autostabilisation part of the system corrects for disturbances in the attitude of the aircraft
caused by turbulence. These are called short-term corrections, they happen very quickly and
provide the aircrew and passengers with a smoother flight.
Autopilot is a functionally separate part of AFCS, contained within the same hardware. It carries
out longer term functions such as height hold or heading hold. These are known as long-term
corrections.
There are a wide variety of functions that can be carried out using inputs from other aircraft
systems such as radar, Air Data System (ADS) and the Flight Management System (FMS).
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Additionally the AFCS is radio coupled, integrating radio navigation functions such as automatic
approach and autotrack of VOR radials.
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2 Architecture of the AFCS

2.1 AFCS System Interface
2.1.1 AFCS System Integration
The AFCS integrates with several other aircraft systems to carry out its functions.
The inputs to the AFCS are as follows:
 Discrete mode selection/deselection and datum reference adjustment - flight control hand
grips (collective levers, cyclic levers) and foot pedals
 Discrete mode selection, datum reference adjustment and mode status are provided by the
Autopilot Control Panel (APCP)
 Navigation system data, comprised of:
o AHRS - providing attitude and heading data
o ADS - providing air data
o Rad Alt - providing radar altitude data
o FMS - providing radio navigation and guidance data
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o Aircraft on ground status provided by Weight On Wheels (WOW) switch
o Power supply, 28 Vdc, provided by the Electrical Power Generation and Distribution
System (EPGDS).
o AMMS (Aircraft & Mission Management System)
Note: Full Authority Digital Engine Control (FADEC) also provides an input. For more
information about engine controls refer to chapter 76.
The AFCS provides control signals to the actuators, therefore controlling the flight of the aircraft.
The outputs of the AFCS are as follows:
 Tail rotor hydraulic actuator pressure data
 Maintenance codes and Crew Alerting System (CAS) (malfunction) data which are logged
to the Aircraft Mission and Management System (AMMS)
 Signals to the Cockpit Display System (CDS) to provide visual and aural annunciations of
mode status, reference display, CAS display and synoptic page (which gives display of
linear actuator positioning)
 Flight data and system discretes for recording to the Cockpit Voice and Flight Data
Recorder (CVFDR) (black box).
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2.2 Describe the Architecture of the AFCS

2.2.1 Architecture of the AFCS
The AFCS is a four axes system providing autostabilisation and control augmentation functions.
The AFCS has two independent, but connected channels (channel 1 and 2), each with its own
independent power supply. Each channel is further broken down into two sections that consist
of a Central Processing Unit (CPU) board and an Input/Output (I/O) board. The two channels
are indicated as AP1 and AP2.
AFCS actuation (that is the movement of control surfaces, main and tail rotor blade pitch) is
carried out by the use of linear (series) and trim (parallel) actuators. There are two sets of pitch
and roll linear actuators, each driven by one channel. The Flight Control Computer (FCC) drives
these actuators with a databus called a Control Area Network (CAN) bus. The two sets of linear
actuators are referred to as “Bank 1” and “Bank 2”, and are driven and monitored by the
corresponding FCC channel. Each actuator is equipped with an Linear Variable Differential
Transducer (LVDT) to give independent feedback of shaft position to the FCC.
There is a single Tail Rotor Actuator (TRA) driven by both channels together. This also has two
LVDT providing independent position feedback to the FCC, a recentering spring and a Solenoid
Operated Valve (SOV).
Trim actuators provide control of shaft rotation speed. They are equipped with resolvers to
provide flight control position feedback and an enable mechanism and electromagnetic clutch.
Depending on configuration, the APCP provides controls for mode arming/engagement and
mode status display. It is also used for preflight testing.
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3 Components and Location of the AFCS

3.1 Description of the Components and Location of the AFCS
3.1.1 General Description of the Components and Location of the AFCS
The AFCS consists of the following components:
 FCC
 Two pitch and two roll linear actuators
 One electrohydraulic Stability and Control Augmentation System (SCAS) linear actuator for
the integrated TRA with dual electrical interface
 Four trim actuators (one for each one of the pitch, roll, yaw and collective axes)
 APCP.
The FCC is the core of the system. It controls actuation of the flight controls through the use of
linear and trim actuators.
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3.2 Location and Description of AFCS Components

3.2.1 Location, Description and Function of the FCC
The FCC is located in the right-hand (starboard) side of the nose compartment.
The FCC comprises four CPU boards, four I/O boards and one power supply board housing two
independent Power Supply Units (PSU), one for each channel.
BIT is incorporated to allow system self-test.
A ventilation unit mounted on top of the case provides the required cooling.
The FCC receives input data from other aircraft systems and provides outputs to control
actuation of the linear and trim actuators and therefore the flying controls.
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3.2.2 Location, Description and Function of APCP
The APCP is located on the interseat console.
It is equipped with a number of momentary push buttons and rotary knobs, also providing push
button capability.
The control panel has an illuminated front face and an external control to set backlighting and
annunciation brightness (day, night, or Night Vision Goggle (NVG) level).
Labels above the push buttons indicate the functions or modes that can be selected.
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3.2.3 Location, Description and Function of Cyclic Grip
The pilot's cyclic grip is located in the cabin on the right side, installed on the pilot's cyclic lever.
The co-pilot's cyclic grip is located in the cabin on the left side, installed on the co-pilot's cyclic
lever.
This grip is equipped with four AFCS push button mode switches as follows:
 FTR - force trim temporary release
 ATT - engagement of attitude hold
 AP OFF - AP (both) channels quick disconnect
 WLVL - engagement of wings level mode.
There is also one five way beep trim switch on each grip. This switch works in two ways. It has a
push button function providing discrete signals to the FCC. It also has a fore/aft and left/right
movement that allows adjustment of datum references and certain other parameters.
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3.2.4 Location, Description and Function of Pilot Collective Grip
The pilot's collective grip is located in the cabin on the right side, installed on the pilot's
collective lever.
This grip is equipped with three AFCS push button mode switches as follows:
 FTR - for temporary collective trim release
 GA/TU - to engage either Go Around or Transition Up mode.
There is also a CAS RST push button. This is used to acknowledge system alerts, including
AFCS.
There is also one five way beep trim switch. This switch works in two ways. It has a push button
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function providing discrete signals to the FCC. It also has a fore/aft and left/right movement that
allows adjustment of datum references and certain other parameters.
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3.2.5 Location, Description and Function of Co-pilot Collective Grip
The co-pilot's collective grip is located in the cabin on the left side, installed on the co-pilot's
collective lever.
Note: It is different to the pilot's collective.
This grip is equipped with three AFCS push button mode switches as follows:
 FTR - for temporary collective trim release
 GA/TU - to engage either Go Around or Transition Up mode.
There is also one five way beep trim switch. This switch works in two ways. It has a push button
function providing discrete signals to the FCC. It also has a fore/aft and left/right movement that
allows adjustment of datum references and certain other parameters.
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3.2.6 Location, Description and Function of Yaw Pedals
These pedals are situated in front of the pilots and copilots seats.
Each pedal has a switch for temporary (yaw) force trim release to allow the pilot to make
changes to the aircraft heading.
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3.3 Location and Description of AFCS Trim Actuator

3.3.1 Location of the Pitch and Roll Trim Actuator
The pitch and roll trim actuators are located below the cockpit floor underneath the co-pilot's
seat.
The actuators are mechanically coupled to the flight controls.
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3.3.2 Location of the Yaw Trim Actuator
The yaw trim actuator is located below the cockpit floor underneath the co-pilot's seat.
The actuator is mechanically coupled to the flight controls through the co-pilot's pedal bellcrank.
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3.3.3 Location of the Collective Trim Actuator
The collective trim actuator is located below the cockpit floor underneath the co-pilot's seat.
The actuators are mechanically coupled to the flight controls.
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3.3.4 Description and Function of the Trim Actuators
The trim actuators are driven by signals from the FCC.
They have full authority. This means that they are able to move the flight controls throughout the
full range of normal, available movement. The actuators provide actuation by rotation of a shaft
connected to the flight controls.
Each actuator comprises:
 A clutch to couple the shaft to the motor and anchor the flight control
 An artificial force feel spring to give the pilot "feel" feedback
 A microswitch (called a detent switch) activated when the flight control is moved by the
pilot, overriding the spring
 A shear pin in case of actuator seizure. The pilot can break the shear pin by forcefully
moving the flight controls and continue to fly the aircraft manually
 Resolver system to provide feedback of shaft position to the FCC
 Feedback of direction of rotation (clockwise or anticlockwise)
 A 28 Vdc brushless motor.
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The first of the two AFCS channels engaged provides the signals that drive the actuators.
The trim actuator is not driven in the following circumstances:
 When the pilot is flying hands-on so his maneouvring is not disturbed
 When the aircraft is on the ground
 When it is declutched.
The AFCS utilises trim actuators with two different part numbers. These depend on changes to
output shaft speed, artificial feel preload and microswitch threshold setting.
Yaw Trim actuator has the same P/N of the Collective Trim actuator.
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3.4 Location and Description of AFCS Linear Actuator

3.4.1 Location of Pitch and Roll Linear Actuator
Two sets of identical linear actuators provide control inputs to the pitch and roll axis flight
controls.
These inputs are in series with pilot commanded input. They have limited authority, which
means they are able to move the flight controls through a limited range of movement only. This
is a safety feature, if the system fails then any failure will have a limited effect on flight control
movement.
Each set is coupled to the flight controls through a bellcrank which sums linear actuator input
with pilot commanded input.
Each set is controlled by a dedicated FCC channel.
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3.4.2 Description and Function of Pitch and Roll Linear Actuator
There are two sets of linear actuators, controlled by a dedicated FCC channel (1 and 2). They
are called "smart" actuators because each one has an electronic board managing its operation.
The linear actuator consists of:
 DC brushless motor coupled to actuator shaft by means of ball bearings
 Electronically controlled shaft positioning, with dedicated sensors providing position

feedback to FCC
 Electronically controlled shaft recentering, with dedicated sensor providing feedback
 An electromechanical brake that locks the shaft when power is not applied
 Power supply for motor and electronics
 Electronics board managing actuator operation, BIT and CAN databus management
 Output shaft
 Dual coil LVDT providing independent feedback of shaft position
 Two mechanical stops limiting shaft travel.
If series actuation is active on both AFCS channels, the actuators share the load equally. If one
channel fails, the remaining serviceable channel provides full actuation.
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Speed of travel depends on single or dual actuator operation. When only one channel is
operating, the remaining actuator moves faster.
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3.4.3 Location, Description and Function of Yaw Linear Actuator
The integrated TRA is a single unit that combines a hydraulic servo actuator and the AFCS
electrohydraulic (SCAS) actuator. It is mounted at 90° to the tail rotor gearbox and provides the
power boost to transmit flight control movements to the tail rotor pitch beam.
The AFCS controls the SCAS actuator in response to detected changes in yaw attitude.
Working in series with pilot commands, the actuator provides an output that changes the
position of the tail rotor blade pitch.
The SCAS actuator has +/- 20% authority of the servo actuator half-stroke (range of
movement), meaning the system is allowed to move the flight controls through a limited range of
movement only. This is a safety feature that restricts flight control movement and the resulting
flight disturbance that could occur if the system failed or jammed.
The SCAS actuator is self-centring.
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4 Automatic Flight Control System Controls and Indicators

4.1 AFCS Controls and Indicators General
4.1.1 AFCS Controls and Indicators (General)
The AFCS consists of the following controls:
 APCP
 Pilot and co-pilot’s cyclic grip
 Pilot and co-pilot’s collective grip
 Pilot and co-pilot’s pedals
 Pilot and co-pilot’s Display Control Panel (DCP).
 ECDU.
AFCS indications are shown on the CDS. Mode status and fault status are indicated on the
APCP and the CDS. Additionally there are aural annunciations.
AFCS visual and aural indications to the pilot on the APCP and CDS include:
 Mode arm/engagement status
 AFCS channel 1/2 engagement status
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 Mode datum references
 Fault and failure indications.
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4.2 AFCS Controls and Indicators

4.2.1 APCP General Description
The APCP is the main, but not the only component that allows the pilot to control the functions
and modes of the AFCS.
It is equipped with 14 single contact momentary push buttons, two high integrity momentary
push buttons and two endless rotary knobs/push buttons.
The push buttons are illuminated to indicate mode status. Green indicates mode is engaged.
White indicates mode is armed, applicable to NAV, VNAV and APP push buttons.
Pressing the two rotary knobs simultaneously for a few seconds initiates BIT. Carrying out this
test verifies the functionality of all the controls on the panel with the exception of AP1 and AP2
which are tested during a Preflight Test (PFT).
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4.2.2 PFD Annunciation Area
There is a dedicated display area on the Primary Flight Display (PFD) that provides AFCS
status and mode information.
AFCS annunciations are provided for vertical (collective), lateral (yaw/roll) and longitudinal
(pitch) axes, six fields in total. From left to right these are:
 Armed collective modes
 Captured collective modes
 Armed Pitch modes
 Captured Pitch modes
 Captured Roll/Yaw modes
 Armed Roll/Yaw modes.
The following information is annunciated:
 Captured (green) and armed mode (white) status
 Mode failure, the mode annunciation is replaced by amber dashes
 Mode transition, normally a green box that flashes for five seconds
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 Degraded mode, the transition is annunciated by a flashing amber box
 Excessive deviation is indicated by amber chevrons on either side of the relevant mode
 AFCS alerts.
Annunciations are removed when there is no active mode associated with that field.
The PFD in command arrow is normally green, but becomes amber when push button data from
the onside DCP has failed.
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4.2.3 ALTA Controls and Indicators
This mode knob is used by the pilot to engage the Altitude Acquire (ALTA) mode.
Once engaged, under control of the AFCS the aircraft will acquire a preselected barometric
height reference. Rotating the knob sets the required reference.
This preselection reference bug, coloured cyan, is displayed on the PFD, along with the
preselected readout. Mode status is visually (on the PFD) and aurally annunciated.
Pressing the ALTA and HDG knobs simultaneously initiates BIT of the APCP.
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4.2.4 RHT Controls and Indicators
This push button is used by the pilot to engage the Radar Height (RHT) mode.
Once engaged, under control of the AFCS the aircraft will acquire and hold the selected RHT
reference. Mode status is annunciated visually on the PFD, APCP and aurally.
The RHT reference bug and readout, coloured magenta are annunciated on the PFD. The
reference can be adjusted by the collective Fore/Aft ( F/A) beeper trim switch.
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4.2.5 VS Controls and Indicators
This push button is used by the pilot to engage the Vertical Speed (VS) mode. Once engaged,
under control of the AFCS the aircraft will acquire and hold an inertial VS reference.
Mode status is annunciated visually on the PFD, APCP and aurally.
There is a VS reference bug and readout, coloured cyan on the PFD.
The speed rate can be adjusted with the F/A beeper trim switch on the collective lever.
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4.2.6 ALT Controls and Indicators
This push button is used by the pilot to engage the Altitude Hold (ALT) mode. Once engaged,
under control of the AFCS the aircraft will acquire and hold a baro height reference.
Mode status is annunciated visually on the PFD, the APCP and aurally.
There is a magenta reference bug and readout display on the PFD.
The altitude reference can be adjusted with the F/A beeper trim switch on the collective lever.
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4.2.7 IAS Controls and Indicators
This push button is used by the pilot to engage the Indicated Airspeed (IAS) mode.
Once engaged, under control of the AFCS the aircraft will acquire and hold an IAS reference.
Mode status is annunciated visually on the PFD, the APCP and aurally.
There is a magenta reference bug and readout display on the PFD.
The speed reference can be adjusted with the cyclic lever F/A beeper trim switch.
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4.2.8 HDG Controls and Indicators
The HDG knob is used by the pilot to engage the HDG mode. Once engaged, under control of
the AFCS the aircraft will acquire and hold a magnetic heading reference.
Rotating the knob sets the required reference. The reference (cyan bug) and readout will be
displayed on the PFD. When the mode is engaged the cyan bug is cleared and the preselection
becomes the acquisition reference (magenta bug).
Mode status is annunciated both visually and aurally.
The reference heading value can be adjusted with the beeper trim switches on the cyclic grip.
Pressing the HDG and ALTA knobs simultaneously initiates BIT of the APCP.
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4.2.9 APP Controls and Indicators
Pressing the APP (Approach) mode push button will cause one or more of the following modes
to be armed/engaged, depending on a number of factors:
 VAPP - VOR Approach mode
 LOC - Localiser mode
 BC - Back Course approach
 GS - Glide Slope.
When Instrument Landing System (ILS) is available and a particular localiser beacon is
selected, its colocated glide slope beacon is also selected.
In ILS, BC approach mode will be active (instead of a normal approach to the front of the
runway) depending on the aircraft’s lateral angle of approach.
Localiser (horizontal) and glide slope (vertical) fly to indications are displayed as appropriate on
the PFD.
Mode armed/engaged status indications are annunciated both visually, on the PFD and APCP
push button and aurally.
The system will automatically arm/engage to ILS mode or VAPP mode depending on the
frequency the pilot chooses.
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4.2.10 NAV Controls and Indicators
Pressing this push button allows the arming/engagement of the NAV steering mode.
Mode arming/engagement status is annunciated visually on the APCP and PFD and aurally to
the pilot.
AFCS is coupled to the FMS or navigation receiver, which will provide roll steering commands.
PFD annunciations depend on the FMS operating mode, listed as follows:
 NAV
 VOR.
Mode annunciations include a course deviation indicator, course reference and VOR
indications.
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4.2.11 TEST Controls and Indicators
Pressing the TEST button initiates a PFT. The push button is illuminated during the process and
extinguishes upon test completion. Test results are indicated on a dedicated page of the
Multifunction Display (MFD).
At the commencement of the test, the PFT page is automatically displayed on the pilot’s MFD.
FCS TEST is annunciated on the PFD in place of AFCS mode annunciation.
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4.2.12 AP1 and AP2 Controls and Indicators
These are the AFCS channel 1 and 2 engage push buttons. On engagement the push button is
illuminated and ATT is annunciated on the PFD.
The magenta roll and pitch datum reference bugs are then annunciated on the PFD. The
position of these bugs, and therefore the aircraft's attitude in space, is controllable by the cyclic
beeper trim switches.
Disengaging channel 1 or 2 AFCS extinguishes the relevant light.

In this case 1 AP OFF OR 2 AP OFF alerts are generated and displayed on the CAS screen.
When both channels are disengaged, 1 - 2 AP OFF is displayed.
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4.2.13 ECDU PTR Controls and Indicators
The ECDU has a dedicated AFCS page to manage the status of Permanent Trim Release
(PTR).
The ECDU shall transmit to AMMS Permanent Trim Release activation/deactivation request on
Pitch/Roll and Collective/Yaw axis. The AMMS shall transmit the request to FCC.
The data line will show the message CLUTCHED or DECLUTCHED (black text on white
background) according to the status of the magnetic clutch.
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4.2.14 P/R Controls and Indicators
The P/R force trim funcion on the AFCS page of the ECDU is used to engage the cyclic
permanent force trim system. Thanks to the magnetic clutch anchors the flight controls to the
trim actuators.
When P/R trim is engaged, the indication data line shows "CLUTCHED".
When it is disengaged, the indication data line shows "DECLUTCHED". The advisory alert P/R
TRIM OFF and the caution ATT OFF are generated on the CAS.
Note: SAS/ATT annunciations are shown on the PFD for illustrative purposes only. Only one of
these will be annunciated at any one time.
If trim is disengaged, Stability Augmentation System (SAS) mode is engaged and annunciated
accordingly.
Changes can be made to the aircraft attitude with the use of the cyclic beeper trim.
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4.2.15 C/Y Controls and Indicators
The C/Y force trim funcion on the AFCS page of the ECDU, is used to engage the collective and
yaw permanent force trim system. Thanks to the magnetic clutch anchors the flight controls to
the trim actuators.
When C/Y trim is engaged, the indication data line shows "CLUTCHED".
When it is disengaged, the indication data line shows "DECLUTCHED" and advisory alert C/Y
TRIM OFF is generated on the CAS.
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4.3 AFCS Pilot and Co-pilot Cyclic Controls and Indicators

4.3.1 Cyclic Beeper Trim Controls and Indicators
The cyclic beeper trim switch is known as a five-way beep switch. The fore/aft and lateral
(left/right) movement of the switch is used for controlling AFCS mode datum references and
pitch and roll attitude adjustments. These pitch and roll reference bugs are displayed on the
PFD.
Pressing the switch's centre position (the fifth position) engages the hover mode.
The illustration shows an example of the hover mode display on the PFD.
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4.3.2 Cyclic Force Trim Push Button Controls
The FTR switch allows the pilot to temporarily disengage the pitch and roll force trim, to make
changes in aircraft attitude. Pressing the switch completes a circuit that activates the clutches,
de-anchoring them from the flight control.
Any mode currently engaged remains engaged, references and annunciations are maintained,
but mode control is inactive until the pilot then releases the switch.
Additionally pressing the FTR synchronises the mode relevant datum reference to current actual
values.
The FTR switch is mounted on both (identical) cyclic grips.
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4.3.3 Attitude Push Button Controls and Indicators
On both cyclic grips there is an Attitude Hold (ATT) push button that allows the pilot to acquire
and hold an attitude.
When ATT is engaged pitch, roll and HDG reference bugs are displayed on the PFD. ATT will
be annuciated on the PFD and aurally.
The mode datum references can be adjusted with the use of the beeper trim switches.
Resetting mode datum reference to current actual values is carried out by pressing the FTR
switch on the cyclic grip.
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4.3.4 AP OFF Push Button Controls and Indicators
On both cyclic grips there is an AP OFF push button. Pressing this button allows the quick
simultaneous disconnection of both AFCS channels.
When pressed, the green light on the AP1 and AP2 push buttons on the APCP extinguish.
It is used by the pilot in emergency situations and at the end of the PFT procedure.
When one channel is disengaged, then either 1 AP OFF or 2 AP OFF is annunciated.

However, when the AP push button is pressed, then only 1-2 AP OFF is annunciated. These
annunciations are mutually exclusive.
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4.3.5 WLVL Push Button Controls and Indicators
On both cyclic grips there is a Wing Level (WLVL) mode push button that allows the pilot to
acquire and hold near zero pitch (6° nose up) and roll attitude.
This mode can be engaged by pressing the WLVL button, but not disengaged in the same way.
It is disengaged by engaging any other mode.
On engagement, pitch and roll reference bugs are displayed on the PFD. Mode status is
annunciated visually on the PFD and aurally.
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4.4 AFCS Pilot and Co-pilot Collective Controls and Indicators

4.4.1 Collective Beeper Trim Controls and Indicators
The collective beeper trim switch is known as a five-way beep switch.
The fore/aft and lateral (left/right) movement of the switch is used for adjusting AFCS mode
datum reference.
Collective and heading references are shown on the PFD.
The central push button part of the switch is known as the fifth position. This has various
functions. Sometimes it is used to disengage AFCS upper modes, in other circumstances it
carries out mode specific functions.
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4.4.2 GA/TU Push Button Controls and Indicators
The GA/TU push button is a dual function switch.
Pressing this button will engage either Go Around (GA) mode or Transition Up (TU) mode
depending on certain current aircraft parameters.
Mode status will be visually annunciated on the APCP and PFD and aurally.
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4.4.3 Collective Force Trim Push Button Controls
The FTR switch allows the pilot to temporarily disengage the collective trim to make changes in
aircraft altitude.
Pressing the switch completes a circuit that activates the clutches, de-anchoring them from the
flight control.
but mode control is inactive until the pilot then releases the switch.
Additionally, pressing the FTR synchronises the mode relevant datum reference to current
actual values.
There is an FTR switch on both collective grips.
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4.5 AFCS Pilot and Co-pilot Pedals Force Trim

4.5.1 AFCS Pilot and Co-pilot Pedals Force Trim
When the pilot/co-pilot presses the foot pedals, switches are made which temporarily activate
force trim release, opening the clutch. The pilot/co-pilot can then make changes in the yaw
attitude.
Making these switches completes a circuit that activates the clutches, de-anchoring them from
the flight control.
but mode control is inactive until the pilot/co-pilot then takes his feet off the pedals.
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4.6 AFCS CDS Controls and Indicators

4.6.1 Display Control Panel FD Selection Controls and Indicators
Pressing the DCP FD SEL (Flight Director Select) push button on the pilot/co-pilot’s Display
Control Panel (DCP) selects which display pair will be "side-in-command".
In normal dual pilot configuration, there are two PFD and two MFD, one of each for pilot and co-
pilot. The display pair of MFD and PFD designated as side-in-command provides reference data
for the AFCS.
A green triangle is annunciated on the PFD alongside the AFCS mode annunciations to indicate
which side is in command. The symbol will be amber in case of at least one DCP being in fail
condition.
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4.6.2 Display Control Panel Course Selection Controls and Indicators
Turning the DCP CRS (Course) rotary/push button knob adjusts the position of the
VOR/localiser course pointer against the compass rose, along with the associated readout.
Pressing this knob selects the DIR TO (Direct To) function. This allows the pilot to select a
waypoint, (not necessarily the currently active one) and the FMS will provide guidance to fly
directly to that waypoint.
If different primary navigation sources are selected on the PLT and CPLT side, the CRS select
function is independently set (not synchronised between the PLT and CPLT PFD) and will only
affect the onside display.
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4.6.3 CDS Course Selection
Course reference can be adjusted using a dedicated menu function of the PFD.
This is a backup facility that allows the pilot to set a course reference in the case of DCP CRS
knob malfunction.
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4.6.4 AFCS CAS Messages
AFCS channel 1 OFF

1 AP OFF
AFCS channel 2 OFF

2 AP OFF
Channel 1 yaw series actuation unavailable

1 AP Y FAIL
Channel 2 yaw series actuation unavailable

2 AP Y FAIL
Channel 1 roll series actuation unavailable

1 AP R FAIL
Channel 2 roll series actuation unavailable

2 AP R FAIL
Channel 1 pitch series actuation unavailable

1 AP P FAIL
Channel 2 pitch series actuation unavailable

2 AP P FAIL
FCC channel 1 temperature above limit

1 AP HOT
FCC channel 2 temperature above limit

2 AP HOT
FCC channel 1 cannot be engaged due to failure

1 AP FAIL
FCC channel 2 cannot be engaged due to failure

2 AP FAIL
FCC channel 1 preflight test failed or preflight test cannot be

1 AP TEST FAIL executed
FCC Channel 2 preflight test failed or preflight test cannot be

2 AP TEST FAIL executed
FCC channel 1 preflight test completed with some noncritical

1 AP TEST DEGR failures or skipped test
FCC channel 2 preflight test completed with some noncritical

2 AP TEST DEGR failures or skipped test
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FCC channel 1 failure detected, CAS message is requested

1 AP MAINT only on ground
FCC channel 2 failure detected, CAS message is requested

2 AP MAINT only on ground
AP is engaged (either one channel or both) and SAS mode

ATT OFF is engaged on cyclic axes
Out of trim on either pitch, roll, or yaw axes

MISTRIM
Failure of APCP panel (upper mode section)

AFCS PNL FAIL
AFCS not receiving ISIS data

AP DEGR
FCC channel 1 has lost AHRS1 data

AP AHRS1 FAIL
FCC channel 2 has lost AHRS2 data

AP AHRS2 FAIL
AP has lost parallel actuation capability on collective axis

C TRIM FAIL
AP has lost parallel actuation capability on yaw axis

Y TRIM FAIL
AP has lost parallel actuation capability on roll axis

R TRIM FAIL
AP has lost parallel actuation capability on pitch axis

P TRIM FAIL
AP cannot drive pitch, roll, and yaw trim actuator due to HW

TRIM FAIL failure
Pitch and roll trim actuators are permanently set off

P/R TRIM OFF (declutched)
Yaw and collective trim actuators are permanently set off

C/Y TRIM OFF (declutched)
Function is not provided by AFCS

FUNCTION UNAVL
The AMMS manages the acknowledgement and display of AFCS CAS messages. They are
displayed on a dedicated area of the PFD.
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CAS messages are listed in the following order of priority:
 Warnings
 Cautions
 Advisories
 Status.
AFCS CAS messages consist of cautions (amber) and advisories (green). When an AFCS
caution is generated, there is an accompanying “AUTOPILOT AUTOPILOT” aural message.
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4.6.5 AFCS Alerts Messages
There are other messages generated by the AFCS, displayed on the PFD, (but not on CAS):
 Low Height (LOW HT) – a low height limitation mechanism overrides AFCS control in the
collective axis to maintain a safe descent speed.
 Power Limit (PWR LIM) – a power limitation mechanism will override AFCS collective axis
control to reduce collective command (to prevent exceeding engine/transmission limits), or
to increase it (to prevent entering autorotation). This alert also generates an aural tone.
 FCS LINK FAIL– if communication from AFCS is lost.
 Uncoupled (UCPL) – in uncoupled mode, AFCS is not in control of collective axis, it is

under manual control.
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4.7 AFCS Aural Tone Indication

4.7.1 AFCS Aural tone indication
AFCS warning aural message indicating altitude cannot be

ALTITUDE ALTITUDE held within specified limits: 200 ft OR height cannot be held
within specified limits: 200 ft at 1000 ft height, decreasing
with height
AFCS warning aural message any FCS channel

AUTOPILOT AUTOPILOT disengagement
AFCS chimes indicating datum reference modification

Double Aural Tone
AFCS chimes indicating:

Single Aural Tone - Mode engagement/disengagement
- Mode degradation
- CSF low height limitation mechanism activation
- CSF power limitation mechanism activation
- CSF low height limitation mechanism loss
- CSF power limitation mechanism loss
In potentially hazardous circumstances that may require aircrew intervention, aural warning
messages are generated by the AFCS.
There are also chimes, which indicate datum reference adjustments, mode
engagement/disengagement and operation of low height and power loss safety mechanisms.
Management of the aural messages is carried out by the AMMS, which generates them through
the Aural Warning Generator (AWG).
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5 Operation of the Automatic Flight Control System

5.1 Overview of AFCS Operation
5.1.1 Overview of AFCS Operation
The AFCS is a system that provides both stability augmentation (attitude hold and rate
damping) and autopilot (automatic control of the aircraft in various modes).
Autostabilisation and autopilot are two functionally separate parts of the AFCS.
With the autopilot engaged the pilot no longer directly controls the aircraft but selects the flight
conditions that he wants the aircraft to maintain. He then monitors system performance.
AFCS provides varying degrees of automatic control of the aircraft flight control systems, (main
and tail rotor blades). It is integrated with many aircraft systems that provide the required signals
to perform its functions.
System mode status is annunciated on the APCP, PFD and aurally.
It has an in-built facility for self-test that allows the monitoring of system performance and cross-
monitoring between the two separate AFCS channels. System faults and discrepancies are
annunciated to the aircrew both visually and aurally.
AFCS modes of operation are grouped into the following classes:
 AFCS BASIC modes: these control aircraft attitude
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 AFCS CONTROL modes: these provide stability and command augmentation. These
modes are automatically activated at the onset of certain conditions. They do not require
any further activation by the pilot.
 AFCS UPPER modes: these are further divided into:
o Primary upper modes
o SAR modes.
All these modes will be described in detail later on as appropriate.
The AFCS can also be operated in what is known as hands-on/feet-on mode. This is defined as
the pilot flying the aircraft with his hands or feet on the flying controls while the AFCS is
engaged.
It works in two ways – either by pressing the relevant temporary trim release on the grips or
pedals, or by forcing the controls, making a detent switch in the trim actuators (fly-through).
The engaged mode remains active but AFCS control of that axis is temporarily removed.
Additionally, only in the collective axis, the AFCS can work in what are known as coupled, or
uncoupled modes. In coupled mode, the relevant AFCS mode is in active control of the
collective axis. In uncoupled mode, the AFCS is no longer in active control, but mode
computations still take place. Command cues are provided on the PFD, which the pilot manually
flies to.
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5.2 AFCS Uncoupled Mode Operation

5.2.1 Collective axis coupled and uncoupled mode of operation
Coupled/uncoupled operation refers to AFCS control of the collective axis.
Coupled means that the AFCS is fully in control of collective axis actuation.
Uncoupled means that, due to trim actuator or system failure, the AFCS no longer controls the
collective axis. However all required AFCS computations relevant to the engaged mode still take
place. The mode in question does not disengage.
Command cues in the form of a collective indicator will provide the pilot with a fly – to indication.
He must then manually control the collective lever as directed by the magenta arrow on the
collective scale. The arrow begins at the collective stick symbol.
Note: Care should be taken observing the collective stick symbol as it’s shape is not
immediately apparent.
This arrow indicates direction and magnitude of collective lever movement required to fulfil
(uncoupled) AFCS mode demands. When the collective lever has been moved to the required
position, the arrow changes to a diamond shape, with the collective stick symbol positioned
central to it.
When the AFCS switches into uncoupled mode, UCPL will be annunciated on the PFD.
Additionally an alert will be generated on the CAS: C TRIM FAIL, indicating that AFCS has lost
parallel actuation capability.
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When this is annunciated, there is also an accompanying “AUTOPILOT AUTOPILOT” aural

message.
For more information about alerts: see controls and indicators – AFCS alerts and aural tone
indication.
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5.3 Operation of the AFCS BASIC Modes

5.3.1 SAS (SAF) Mode Operation
The SAS mode provides rate damping about the three independent, but simultaneously
controlled aircraft axes - pitch, roll and yaw during hands-on operation.
SAS does not provide long-term control of aircraft attitude. It is rate damping only.
Pitch and roll SAS modes are engaged selecting the P/R force trim funcion on the AFCS page
of the ECDU (status "DECLUTCHED").
Yaw SAS mode is engaged selecting the P/R or C/Y force trim funcion on the AFCS page of the
ECDU (status "DECLUTCHED")
SAS mode status is annunciated on the PFD.
Note - SAF mode:
The Stability Augmentation Function (SAF) operates in a similar manner to SAS. The difference
between them is dependent on current AFCS mode selection.
If there is basic AFCS control only, the system will be operating in SAS mode. Once an upper
mode or flight director mode is engaged then SAF will be the active underlying mode during
hands-on operation. Whilst hands-on, engaged AFCS modes are not in active control of the
relevant axis.
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5.3.2 ATT Mode Operation
ATT consists of the acquisition and hold of the pitch, roll and yaw attitudes simultaneously.
ATT in the three aircraft axes are independent and are described as follows:
Pitch Axis – is engaged by default at AFCS engagement or by the use of the ATT button on
either cyclic. Upon satisfactory initial engagement the current pitch attitude is used as a
reference and ATT is annunciated on the PFD, initially surrounded by a flashing green box.
An amber box indicates that the system is working in degraded mode. This happens when
AFCS detects a fault within itself or other connected system. If amber chevrons are seen either
side of the relevant annunciation, this is also an indication of a detected problem, this time
indicating excessive deviation. (This is defined as the error between a controlled variable and
the datum reference being outside the design tolerance.)
The pitch reference, indicated by a pitch bug (magenta diamond) on the PFD, can be adjusted
by the use of the cyclic grip beeper trim. Whilst this adjustment takes place, the bug changes
from solid to hollow.
Synchronisation of the pitch reference to the current value, that is present attitude, is carried out
by use of the FTR button on either cyclic grip.
Roll Axis – is similar to the operation of the pitch axis but operating in the lateral plane. The roll
reference bug is a magenta diamond.
Yaw Axis – is engaged by default at AFCS engagement or by the use of the ATT button on
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either cyclic. On initial engagement, the yaw control axis will acquire and maintain current
magnetic heading. Annunciations on the PFD have been described previously. Yaw attitude
hold is not in control of the yaw channel in the cruise flight regime. In cruise it is controlled by
Turn Coordination (TC), explained further on.
Note: There is no change in annunciation regarding active control modes.
The yaw reference can be adjusted by the use of the collective beeper trim left/right switches.
Synchronisation to the current value of magnetic heading is carried out by applying pressure to
the foot pedal FTR.
When engaged, ATT is annuciated on the PFD.
In the ATT mode the autopilot pitch and roll force trims must be engaged (force trim data line on
AFCS page showing "CLUTCHED").
The pitch and roll attitude to be retained is memorised at current values at the time of
engagement. Changes to the selected attitude can be made by:
 Pressing the beep trim switch on the cyclic stick (typically for small changes)
 Pressing the FTR switch on the cyclic stick and manually flying the helicopter to attain the
desired attitude, then releasing the FTR to return to hands-off.
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5.3.3 WLVL Mode Operation
This mode allows the capability to acquire and hold near zero pitch and roll attitude. It will be
initialised to 6° pitch nose up and 0° roll (level) attitude. This is a safety feature allowing the pilot
to return to near straight and level flight with one key press.
WLVL is engaged by pressing the WLVL button on either cyclic grip. This mode has high priority
and automatically disengages other engaged modes. It cannot be disengaged with this push
button, but by the engagement of any other mode.
This mode will be annunciated on the PFD upon satisfactory mode engagement.
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5.4 Operation of the AFCS Control Functions

5.4.1 Operation of CLTV Decoupling (C-DCPL) function
The purpose of the C-DCPL function is to reduce the effects of cross-coupling that occur when
there is a change in collective position. It automatically compensates any collective position
changes to counteract the effect of torque when the collective control is moved.
Cross-coupling refers to the consequent change in the control of one axis caused by a control
change in another axis. This is a natural phenomenon that occurs in helicopters.
C-DCPL will provide:
 Collective to pitch decoupling
 Collective to roll decoupling
 Collective to yaw decoupling.
This function is always active when the AFCS is engaged.
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5.4.2 Operation of Autotrim (ATRIM) Function
The autotrim (ATRIM) function provides for the automatic positioning of the cyclic and pedal
controls, (about the pitch/roll/yaw axes) into the current trim position, and therefore keeping the
linear actuators centralised. This function is active when AFCS is engaged and in hands-
off/feet-off condition. There is no autotrim function for collective as there is no collective linear
actuator.
This function is not annunciated on the PFD.
Parallel actuation of the relevant control axis maintains control in the trimmed position whilst
keeping the average actuation of the two series actuators below 25% offset. One actuator
operating alone, (in simplex mode), can be offset by 50%.
Above a certain level of actuation, 70%, (in hands/feet-off condition only), a CAS
MISTRIM message will be annunciated, indicating that the system is out of trim. Pilot must
then trim manually after pressing FTR on cyclic and pedals.
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5.4.3 Operation of Stability Control Augmentation (SCAS) Function
SCAS is active when AFCS is engaged and in hands-on condition.
There is no annunciation for this function.
This function controls the response of the aircraft to pilot commanded attitude changes.
The AFCS, by design, compensates for attitude changes caused by the effects of turbulence.
When the pilot commands a change in attitude, the system would also try to reduce this change,
producing a sluggish response.
The SCAS function counteracts this effect ensuring the pilot has a crisp response to his control
commands.
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5.4.4 Operation of Turn Coordination (TC) Function
The TC mode provides control of aircraft lateral acceleration to ensure coordinated flight (zero
lateral acceleration - designated Ny) in turns and straight and level flight.
It assists the pilot to make coordinated turns, that is turning at the correct bank angle at the
correct speed, with no slip or slide.
This function is active in the yaw axis and only whilst the aircraft is flying in the cruise regime. It
is active at airspeeds above 40 kt, but will operate down to 25 kt if the aircraft is in a turn. It is
annunciated on the PFD.
The datum reference is 0 g on activation but there is limited adjustment available through the
L/R collective beeper trim switch.
Pressing the pedal FTR resets the datum to zero.
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5.5 Operation of the AFCS PRIMARY UPPER Modes

5.5.1 Operation of Altitude Hold (ALT) Mode
This mode provides the ability to acquire and hold a specified barometric altitude.
Engagement/disengagement is toggled with the ALT push button on the APCP.
It operates on either the collective or pitch axis. This depends on competing AFCS modes that
may be in control of the pitch axis, and the prevailing flight conditions (speed, hands-on
operation, datum reference adjustment).
This mode works in either coupled or uncoupled mode. A reference bug and readout are
annunciated on the PFI area of the PFD.
If in uncoupled mode, there is an annunciation to this effect on the PFD. Command cues in the
form of a collective indicator is displayed on the attitude indicator.
Required baro altitude can be modified by the use of the F/A beeper trim switch on the collective
grip. Current baro altitude can be acquired by pressing FTR on the collective grip.
Aural messages are generated for mode engagement/disengagement and datum reference
errors (ALTITUDE).
ALT mode can be disengaged/inhibited by the engagement of a higher priority mode. In certain
circumstances ALT will be automatically engaged, for instance when WLVL is engaged or on
disengagement of ALTA.
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5.5.2 Operation of Altitude Acquire (ALTA) Mode
This mode provides the capability to acquire a corrected barometric altitude reference.
Note: It is important to realise the difference between ALT and ALTA modes. ALT mode is
acquire and hold. ALTA is acquire only.
It operates on the collective axis only, at airspeeds above 40 kt and heights above 200 ft. It will
work in coupled or uncoupled mode. In uncoupled mode, command cues in the form of a
collective indicator is displayed. The aircraft is then under manual control and the pilot flies to
this indicator. The PFD is also annunciated to this effect.
The mode operates as follows: turn the rotary knob in either direction, to preselect the target
height. This must be done to allow mode engagement. Press the rotary knob to
engage/disengage ALTA. This PRESELECTION reference becomes the ACQUISITION
reference upon mode engagement.
AFCS controls VS to acquire the acquisition reference. This VS is adjusted with the F/A
collective beeper trim switch.
VS can be synchronised to the current value by pressing FTR on the collective grip.
Acquisition reference, (that is target height) is adjustable by turning the ALTA knob.
Upon reaching the acquisition reference, the ALTA mode automatically disengages. ALT will
then automatically engage unless the aircraft is below 200 ft, in which case RHT will engage.
Mode engagement/disengagement is annunciated on the PFD and aurally.
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ALTA mode can be disengaged/inhibited by the engagement of a higher priority mode.
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5.5.3 Operation of Heading Hold (HDG) Mode
Heading (HDG) mode provides the capability to acquire and hold a magnetic reference heading.
Roll axis is controlled in cruise condition (regime). Yaw axis is controlled in hover condition.
This mode operates as follows: AFCS must be engaged. Prior to HDG engagement, turn the
rotary knob to preselect your required heading. A cyan bug and associated readout is
annunciated on the HSI compass rose. This is known as the preselection heading, not active
until the mode is engaged. Press the rotary knob and heading hold mode now engages. The
preselected cyan bug and readout now changes colour to magenta and becomes the active
(selected) heading.
To select a new heading reference while the mode is already engaged, turn the knob to the new
required reference. As the knob is turned, magenta bug moves at the new required reference.
After mode engagement it is also possible to adjust the required reference by using the cyclic or
collective beeper trim switches. The magenta bug in this case is moved immediately to the
desired heading.
Note: When flying in the cruise regime, the heading reference is adjusted by the L/R cyclic
beeper trim. When the aircraft is in the hover, the L/R collective beeper trim is used.
Mode engagement/disengagement is annunciated both visually and aurally.
The reference can be synchronised to the current value of magnetic heading by pressing FTR
on the cyclic grip when in cruise condition, or pressing FTR on pedals in hover condition.
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This mode can be disengaged/inhibited by the engagement of a higher priority mode. In certain
circumstances HDG mode will automatically be engaged as a simultaneous, reversionary or
follow-up mode.
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5.5.4 Operation of Indicated Airspeed Hold (IAS) Mode
Indicated Airspeed (IAS) mode provides the ability to acquire and hold an IAS reference. It
operates on the pitch axis.
Mode engagement/disengagement is toggled by pressing the IAS push button on the APCP.
AFCS must be engaged.
This mode operates at airspeeds of 40 kt and above. When engaged, an airspeed datum
reference bug and readout are displayed in magenta. The reference is adjustable with the F/A
beeper trim switches on the cyclic grip.
The airspeed reference can be synchronised to the current value by pressing the cyclic FTR.
Mode status is annunciated both visually and aurally. In addition there is an aural warning of
Velocity Never Exceed (VNE) exceedance.
To ensure safe operation of the engines, there is an in-built safety feature. While mode is
engaged and the collective axis is under control of one of the primary upper modes of AFCS,
control of the pitch axis will be overridden (that is pitch axis control reduced) to ensure that
engine torque does not go above 100% for All Engines Operating (AEO) or 130% One Engine
Inoperative (OEI).
This mode can be disengaged/inhibited by the engagement of a higher priority mode.
In certain circumstances IAS mode will automatically be engaged as a simultaneous,

reversionary or follow-up mode.
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5.5.5 Operation of Radar Height Hold (RHT) Mode
RHT mode provides the capability to acquire and hold a radar height reference. Acquisition of
the height reference by the AFCS is graded subject to certain constraints.
It operates on the collective axis, in coupled or uncoupled mode. If this mode is engaged in
uncoupled mode, a collective position indicator is displayed on the PFD. The pilot flies to this
position indicator, in manual control.
Mode engagement/disengagement is toggled by pressing the RHT push button on the APCP.
The pilot can also disengage RHT by pressing the UPM disengage button on the collective grip.
Visual and aural annunciations inform the pilot of mode status. The mode can be engaged
between 10 ft and 2500 ft.
An ALTITUDE aural message is generated when a discrepancy exists between current radar
height and the datum reference of (1/8 of height + 7) feet.
Once the mode is engaged, the radar height reference bug and readout is annunciated on the
PFD. The reference can be adjusted by the collective F/A beeper trim switch.
It can be synchronised to current value by pressing the FTR on the collective grip.
RHT will be automatically engaged, if not already, by the engagement of the HOV mode
(explained later).
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Automatic engagement of RHT mode reversionary mode will occur when some other modes are
automatically disengaged.
In certain circumstances RHT mode will automatically be engaged as a simultaneous,

reversionary or follow-up mode.
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5.5.6 Operation of Vertical Speed (VS) Mode
VS mode provides the capability to acquire and hold an inertial VS reference. It operates on the
collective axis, in coupled or uncoupled mode. If in coupled mode, the AFCS retains full control
of the collective axis. Command cues in the form of a collective indicator is displayed on the
PFD. The pilot flies to this indicator, in manual control.
Mode engagement/disengagement is toggled by pressing the VS push button on the APCP.

The AFCS must be engaged. The pilot can also disengage VS by pressing the UPM disengage
button on the collective grip.
Visual and aural annunciations inform the pilot of mode status.
This mode can be engaged above 40 kt airspeed and 200 ft height.
The pilot can adjust the VS reference (cyan bug and readout) by using the collective F/A beeper
trim switches.
The reference can be synchronised to the current level by pressing the FTR on the collective
grip.
VS mode is automatically engaged following disengagement of GA mode, explained later.
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5.5.7 Operation of Go Around (GA) Mode
GA mode is mainly used in the case of a missed approach. It controls the aircraft in a climb
away flight profile, that is a fly up manoeuvre at a fixed, nonadjustable rate. HDG is engaged
simultaneously.
It operates on the collective axis to control VS mode and on the pitch axis to control IAS mode.
Roll and yaw axes are under control of the HDG mode.
GA can also be engaged in uncoupled mode. This does not affect control in the pitch axis but
removes AFCS control of the collective axis. Command cues in the form of a collective indicator
is displayed on the PFD. An indicator is provided which the pilot must fly to manually.
Once the aircraft reaches 200 ft radar height and 700 ft/min VS, GA automatically disengages
and VS and IAS modes automatically engage. (These modes will be explained elsewhere.)
GA mode is engaged by pressing the GA/TU push button on the collective grip. AFCS must be
engaged. This mode is operative between 30 kt and near 70 kt airspeed, and below 1000 ft/min
altitude rate and below a height of 200 ft. On engagement a VS datum bug and readout will be
displayed on the PFD. Mode status is annunciated both visually and aurally.
When the GA/TU push button is pressed, either GA or TU will be engaged depending on the
following conditions:
 TU, if airspeed is below 40 kt
 TU, if airspeed is above 40 ks AND any one of HOV, TDH or NTDH modes are engaged
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 GA, if airspeed is above 40 kt AND none of the above modes are engaged.
It is disengaged by pressing the upper mode disengage push button on the collective grip.
Visual and aural annunciations inform the pilot of mode status.
During TU mode, engagement of GA is inhibited. Refer to the sub chapter for TU for further
information.
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5.5.8 Operation of Hover Hold (HOV) Mode
Hover (HOV) mode carries out two functions:
 Acquire and hold of longitudinal and lateral ground speed (velocity hover)
 Hold of position reference.
RHT (or ALT as backup) and HDG modes are simultaneously engaged to control height and
heading. HOV mode operates on pitch and roll axes.
The collective axis is under control of either RHT or ALT. Yaw axis is under control of HDG, (if
engaged).
To engage this mode, AFCS must be engaged. Press GSPD (ground speed mode), to toggle
between engage/disengage.
Press the cyclic beeper trim switch (which acts, in this mode, as the HOVER switch) to engage
HOV in position hover hold only. There is a visual and aural indication of engagement.
On engagement through the HOVER push button, the ground speed datum reference will be
initialised to zero knots (position hold).
Engagement by the GSPD push button initialises the reference to current longitudinal and
lateral ground speed values. The ground speed reference bug and readout will be displayed on
the hover page on the PFD. F/A and L/R ground speeds can be adjusted by the use of the
cyclic beeper trim. Ground speed can be synchronised to the current level by pressing FTR on
the cyclic grip.
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In hands-on mode, that is with the pitch or roll axis out of detent, and ground speed at zero
knots, the position reference is synchronised to the current value.
Pressing the HOVER push button resets the ground speed datum reference to zero knots in
both axes.
HOV will engage within the following limits:
 Airspeed up to 75 kt
 Radar height between 20 ft and 2,500 ft
 Longitudinal ground speed range -40 and +60 kt
 Lateral ground speed range +/- 40 kt.
HOV mode can be inhibited or disengaged by a higher priority mode.
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5.5.9 Operation of Transition Up (TU) Mode
TU mode controls the aircraft through an automatic climb maneouvre to a preset (default - but
adjustable) radar height (500 ft) and acceleration to a preset airspeed (Vy of 80 kt).
The mode is used during the climb out phase from the hover, or to abort a transition down
maneouvre.
AFCS must be engaged. Engagement is accomplished by pressing the GA/TU switch on the
collective lever. Engagement is visually and aurally annunciated. TU mode is completely
disengaged by pressing the upper mode disengage switch (beeper trim, on collective).
When the GA/TU push button is pressed, either GA, or TU will be engaged depending on the
following conditions:
 TU, if airspeed is below 40 kt
 TU, if airspeed is above 40 kt AND any one of HOV, TDH or NTDH modes are engaged
 GA, if airspeed is above 40 kt AND none of the above modes are engaged.
Collective part of mode is disengaged by pressing collective FTR. Cyclic part of mode is
disengaged by pressing cyclic FTR.
It operates on the collective axis to control VS. The system will work in uncoupled mode and
AFCS control of the collective axis is then no longer active. Command cues in the form of a
collective indicator is displayed on the PFD. The pilot flies manually the indicator.
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It operates on the pitch axis to control: longitudinal ground speed (at low airspeed), or IAS at
high airspeed.
At low speed, TU controls roll axis (lateral ground speed) whilst HDG mode controls the yaw
axis. At high speed, the roll axis is controlled by HDG, whilst the yaw axis provides turn
coordination.
HDG mode is engaged simultaneously.
TU mode disengages automatically when the target radar height and airspeed are reached.
RHT and IAS modes are automatically engaged at this point.
Required radar height is adjustable by the use of the collective F/A beeper trim switch.
Required IAS is adjustable by the use of the cyclic F/A beeper trim switch.
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5.6 AFCS Test Functions

5.6.1 Power-up Built-In Test (PBIT)
Power-up Built-In Test (PBIT) is carried out automatically on the AFCS when power is applied.
BIT is generally split into three types:
 PBIT
 Continuous Built-In Test (CBIT) - this is running continuously without disturbing normal
system operation
 Interruptive Built-In Test (IBIT) (alternatively Initiated Built-In Test (IBIT) - these are tests
that interfere with or stop the normal operation of the system in order to carry out the tests.
The AFCS carries out a self-test of the FCC and linear actuators when power is applied. Test
failures are logged to Nonvolatile Memory (NVM) and in some cases a CAS alert is generated.
The two types of software installed in the AFCS are the Application Software (APSW) and the
Equipment Software (EQSW).
The APSW controls the operation of the AFCS in accordance with active control functions and
the control laws. Operation of the AFCS involves, amongst others, driving the series and parallel
actuation, control of the anchoring of the flight controls, monitoring discrete and rotary switch
selection, mode selection and engagement, mode annunciations and integration with other
systems.
Control laws determine how the pilot or AFCS control demands are to be translated into control
surface movements. They take into account scheduling and safe operation of the aircraft.
The APSW also has some BIT functionality.
The EQSW predominantly carries out monitoring and BIT functions. PBIT is solely carried out by
the EQSW. A hardware or software failure can place the FCC into a halt state. Failures set the
validity invalid, which through mode logic, stops any further operation of the AFCS. If engaged,
then the system is disengaged.
PBIT will last about two seconds if successful, 10 seconds if unsuccessful.
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5.6.2 Continuous BIT

CBIT is carried out while power is applied, running continuously in the background.
BIT is carried out by the system software. The two types of software installed in the AFCS are
the APSW and the EQSW.
The APSW controls the operation of the AFCS in accordance with active control functions and
the control laws. Operation of the AFCS involves, amongst others, driving the series and parallel
actuation, control anchoring of the flight controls, monitoring discrete and rotary switch
selection, mode selection and engagement, mode annunciations and integration with other
systems.
Control laws determine how the pilot or AFCS control demands are to be translated into control
surface movements. They take into account scheduling and safe operation of the aircraft.
The APSW also has some BIT functionality.
The EQSW predominantly carries out monitoring and BIT functions.
CBIT is non-interruptive, that is not disturbing the normal operation of the system. It is
implemented by APSW and EQSW working together.
Some failures set a validity discrete invalid, which through mode logic, stops any further
operation of the AFCS. If engaged, then the system is disengaged. Failures can be hardware or
software.
Some failures require action in flight, such as reconfiguration, indicated by a crew alert. Failures
that do not require any action in flight are addressed at PFT to request maintenance action.
If CBIT results in AFCS channel invalidity, that is failure leading to disengagement, an AP FAIL
message is sent to CAS.
See also PBIT operation.
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5.6.3 Operation of AFCS Preflight Test (PFT)
The objective of the PFT is to carry out tests that are beyond the scope of CBIT for functional
reasons.
The test verifies the functionality and integrity of the AFCS.
It carries out tests outside of (and some also within) the scope of CBIT. This test is carried out
preflight (prior to aircraft despatch) as a system confidence check and to ensure system
integrity. It is a combination of automatic tests and some manual manipulation of controls,
ensuring the cyclic, collective and pedals are correctly positioned. There is also some
interaction using the APCP push buttons.
It is designed to reduce manual preflight checks. There is a prescribed procedure that is carried
out. Pressing the test push button allows commencement of PFT as long as the required entry
conditions are met. If these conditions are not maintained then test mode is disengaged.
Once started the PFT lasts about two minutes. The PFD shows the message "FCS TEST"
during all the period of the PFT. In case of primary failure a "PFT FAIL" CAS message is
generated.
During the test, most AFCS functions are disabled, but there are a few exceptions for example
quick disconnect and linear actuator display on the synoptic page.
See Interpret Maintenance Data for more information and the IETP for the full procedure.
Also refer to PBIT and CBIT operation.
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Training Course
23 - Communication

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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23 - Communication
Table of Contents
Communication System Lesson .........................................................................................................................1
1 Communications System Purpose ..........................................................................................................1
1.1 Explain the Purpose of the Communications System ....................................................................1
1.1.1 Communications System Purpose .............................................................................................1
1.1.2 VHF Radio System Purpose.......................................................................................................3
1.1.3 V/UHF FlexComm II Purpose .....................................................................................................4
1.1.4 Satellite Communications Purpose.............................................................................................5
1.1.5 VHF FM Transceiver ..................................................................................................................6
2 Communication System Architecture ......................................................................................................7
2.1 Communications Integration ...........................................................................................................7
2.1.1 Integration ...................................................................................................................................7
2.2 Architecture and Integration of the Communications System ........................................................9
2.2.1 Communication System Architecture .........................................................................................9
2.2.2 Communications System Integration ........................................................................................12
3 Communications System Components .................................................................................................14
3.1 Components of the ICS ................................................................................................................14
3.2 Audio Management Unit NEW......................................................................................................15
3.2.1 Audio Management Unit Location ............................................................................................15
3.2.2 Audio Management Unit Description ........................................................................................16
3.3 Cockpit Audio Control Panel.........................................................................................................18
3.3.1 Audio Control Panels Location ................................................................................................18
3.3.2 Cockpit ACP Description ..........................................................................................................19
3.4 Cabin Audio Control Panel ...........................................................................................................21
3.4.1 Cabin Audio Control Panel Location.........................................................................................21
3.4.2 Cabin Audio Control Panel Description ....................................................................................22
3.5 Passenger Intercom Amplifier ......................................................................................................23
3.5.1 Passenger Intercom Amplifier Location ....................................................................................23
3.5.2 Passenger Intercom Amplifier Description ...............................................................................24
3.6 Passenger Speaker Amplifier .......................................................................................................25
3.6.1 Passenger Speaker Amplifier Location ....................................................................................25
3.6.2 Passenger Speaker Amplifier Description ................................................................................26
3.7 Remote Memory ...........................................................................................................................27
3.7.1 Remote Memory Location ........................................................................................................27
3.7.2 Remote Memory Description ...................................................................................................28
3.8 Communications System Controls and Indicators........................................................................29
3.8.1 Communication System Controls .............................................................................................29
3.8.2 Communication Systems Indications........................................................................................30
3.9 ICS Controls and Indications ........................................................................................................31
3.9.1 ACP Controls and Indications...................................................................................................31
3.9.2 ACP Controls and Indications...................................................................................................32
3.9.3 Transmit Selector Switch ..........................................................................................................35
3.9.4 Transceiver and Receiver Radio Controls ................................................................................36
3.9.5 VOX Threshold Control ............................................................................................................37
3.9.6 Master RX/ICS Volume Control ................................................................................................38
3.9.7 TX/ICS Switch...........................................................................................................................39
3.9.8 ISO/CALL Button ......................................................................................................................40
3.10 ICS Controls and Indications ........................................................................................................42
3.10.1 Mode Control......................................................................................................................42
3.10.2 ACP Indicators ...................................................................................................................43
4 Components of the VHF System ...........................................................................................................44
4.1 Components of the VHF Radio System .......................................................................................44
4.1.1 VHF System Components ........................................................................................................44
4.2 PTT Switches................................................................................................................................45
4.2.1 PTT Switch Locations ...............................................................................................................45
4.2.2 PTT Switch Description ............................................................................................................46

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23 - Communication
4.3 VHF Transceivers ........................................................................................................................ 48

4.3.1 VHF Transceiver Location ....................................................................................................... 48
4.4 VHF Antennas.............................................................................................................................. 50
4.4.1 Antenna Location ..................................................................................................................... 50
4.4.2 VHF Antenna Description ........................................................................................................ 51
4.5 VHF Controls and Indications ...................................................................................................... 52
4.5.1 VHF Control - MCDU ............................................................................................................... 52
4.5.2 VHF Control - CCD .................................................................................................................. 53
4.5.3 VHF System Indication ............................................................................................................ 54
5 V/UHF FlexComm II .............................................................................................................................. 55
5.1 V/UHF FlexComm II Architecture ................................................................................................ 55
5.1.1 V/UHF FlexComm II Architecture ............................................................................................ 55
5.2 V/UHF FlexComm II System Components .................................................................................. 56
5.2.1 FlexComm Components .......................................................................................................... 56
5.3 Components of V/UHF FlexComm II ........................................................................................... 57
5.3.1 Transceiver .............................................................................................................................. 57
5.3.2 FlexComm II Frequency Range ............................................................................................... 58
5.3.3 Control Panel ........................................................................................................................... 59
5.3.4 Logic Converter Unit ................................................................................................................ 60
5.3.5 Antenna .................................................................................................................................... 61
5.4 V/UHF FlexComm II Controls and Indicators .............................................................................. 62
5.4.1 Control Panel ........................................................................................................................... 62
5.4.2 Control Display Page ............................................................................................................... 64
5.4.3 Display Page Symbols 1 .......................................................................................................... 65
5.4.4 Display Page Symbols 2 .......................................................................................................... 67
5.4.5 Manual Channel Page ............................................................................................................. 68
6 VHF/FM Transceiver ............................................................................................................................. 69
6.1 FM Transceiver Architecture New ............................................................................................... 69
6.1.1 FM Transceiver Architecture .................................................................................................... 69
6.2 FM Transceiver Components ...................................................................................................... 70
6.2.1 NPX FM Transceiver Location ................................................................................................. 70
6.2.2 FM Antenna Location ............................................................................................................... 71
6.3 FM Transceiver Controls and Indications .................................................................................... 72
6.3.1 Controls and Indications .......................................................................................................... 72
7 Satcom Skytrac ..................................................................................................................................... 74
7.1 Satcom SkyTrac Architecture ...................................................................................................... 74
7.1.1 Skytrac Architecture ................................................................................................................. 74
7.2 Satcom SkyTrac System Components ........................................................................................ 76
7.2.1 SkyTrac Components .............................................................................................................. 76
7.3 Components of SkyTrac .............................................................................................................. 77
7.3.1 SkyTrac Transceiver Location ................................................................................................. 77
7.3.2 ISAT-200R Transceiver ........................................................................................................... 79
7.3.3 CDU-300 Control Panel ........................................................................................................... 80
7.3.4 Antenna .................................................................................................................................... 82
7.4 Satcom SkyTrac Controls and Indicators .................................................................................... 83
7.4.1 ISAT-200R Transceiver ........................................................................................................... 83
7.4.2 CDU-300 Control Panel ........................................................................................................... 85
8 Satcom SkyConnect ............................................................................................................................. 87
8.1 Satcom SkyConnect Architecture ................................................................................................ 87
8.1.1 SkyConnect Architecture ......................................................................................................... 87
8.2 Satcom SkyConnect Components ............................................................................................... 89
8.2.1 SkyConnect Components ........................................................................................................ 89
8.3 Components of SkyConnect ........................................................................................................ 90
8.3.1 Transceiver .............................................................................................................................. 90
8.3.2 Configuration Module ............................................................................................................... 91
8.3.3 MMU-II Control Panel .............................................................................................................. 92

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23 - Communication
8.3.4 Antenna ....................................................................................................................................93

8.3.5 Antenna ....................................................................................................................................93
8.4 Satcom SkyConnect Controls and Indicators ...............................................................................94
8.4.1 MMU-II Control Panel ...............................................................................................................94
Annexes
Annex A - Communication Architecture .......................................................................................................... A1
Annex B - V/UHF FlexComm II Display Indications ........................................................................................ B1
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23 - Communication
Communication System Lesson

1 Communications System Purpose
1.1 Explain the Purpose of the Communications System
1.1.1 Communications System Purpose
The communication system comprises all the equipment necessary for communications
between:
 Internal crew and passengers via the digital Intercommunications System (ICS), audio
integrating and voice command system
 The aircraft and ground via the Very High Frequency (VHF) radio system speech
communications
 The aircraft and other aircraft via the VHF radio system speech communications
 Other external and internal audio sources (navigation systems and crew alerting) via the
ICS, (audio integrating and voice command system).
These systems include components which supply voice and audio tone communications.
The main function of the ICS is to distribute and control all audio signals within the aircraft. The
system's main functions are:
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 Management of audio to and from the transceivers (VHF radios), receivers (navigation) and
audio warning sources (for example Traffic Collision Avoidance System (TCAS), warnings
and cautions)
 Transmission of microphone audio to a selected transmitter, achieved via one of the

following Press To Transmit (PTT) facilities:
o Cyclic PTT
o Foot operated PTT
o Cursor Control Device (CCD) PTT
o Audio Control Panel (ACP) PTT
 Distribution of all intercom audio.
The system is controlled and managed via various controls within the cockpit and cabin.
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1.1.2 VHF Radio System Purpose
The purpose of the VHF radio system is to provide the aircrew with:
 External air-to-air and air-to-ground communication with the frequency range of 118.000
MHz to 151.975 MHz
 The ability to use either 25 kHz or 8.33 kHz channel spacing. The 8.33 kHz channel
spacing allows the radio system to meet current and future capabilities
 A backup frequency tuning capability. Under normal conditions the Aircraft and Mission
Management System (AMMS) is responsible for tuning. In the event of an AMMS failure the
Multipurpose Control and Display Unit (MCDU) routes commands direct to the radio
transceiver
 Automatic distress frequency tuning (121.5 MHz) in the event of a total radio control failure.
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1.1.3 V/UHF FlexComm II Purpose
The tactical V/UHF FlexComm II Amplitude Modulation (AM)/Frequency Modulation (FM)

analogue/digital radio communication system consists of one RT- 5000 transceiver, one C-5000
communication management controller, one tuneable antenna installation with dedicated
antenna tuner logic control units.
The RT-5000 AM/FM multi-band transceiver can cover the 29.7-400 MHz (AM) and 29.7-960
MHz (FM) frequency bands.
A second receiver called a guard is added for monitoring an additional frequency.
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1.1.4 Satellite Communications Purpose
Satellite Communications (Satcom) SkyTrac ISAT-200 System

This is a satellite kit that allows the pilot and co-pilot to dial and receive worldwide phone calls
and to transfer data by Iridium® network.
The system is comprised of a GPS receiver, an L-Band transceiver specifically designed to

communicate with the Iridium® satellite system, a lithium-ion battery which enables
communications with the satellite system after airframe power shutdown, and a battery charging
system.
Satcom SkyConnect System

This is a satellite kit that allows the pilot, co-pilot and passengers to dial and to receive
worldwide phone calls and to transfer data (connecting to internet) by the Iridium® network.
Tracking
Both systems provide a functionality that permits GPS tracking of the aircraft by ground
personnel by use of specific Internet based programs.
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1.1.5 VHF FM Transceiver
The NPX 138N panel mounted FM Transceiver is a stand alone radio designed for the single
mission user.
It provides all the features needed to satisfy FM communications within the VHF FM high band
 Frequency range of 138.000MHz to 173.995 MHz in 5.0/6.25 kHz increments.
 100 available channels which can include a receive frequency and Continuous Tone Coded
Squelch System (CTSS) tone; transmit frequency and CTSS tone and an Alpha/Numeric
identifier.
 SCAN function allows scanning of selected channels.
 Transmit power of either 1 watt or 10 watts is selectable from the front of the panel.
 Simplex and semi-duplex operations are available.
 An optional guard receiver is available with some models.
Located beside the display are seperate main volume, guard volume and transmit select
switches.
Along the bottom of the panel are the squelch, test, channel up/down and display brightness
controls.
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2 Communication System Architecture

2.1 Communications Integration
2.1.1 Integration
The communications system integrates with the following systems to provide a full
communication suite:
 AMMS
 Navigation aids:
o NAV 1 Receiver=VHF Omnidirectional Range 1 (VOR 1)
o NAV 2 Receiver=VOR 2 and Automatic Direction Finder (ADF)
o Distance Measuring Equipment (DME)
 Weight On Wheels (WOW)
 Cockpit Voice and Flight Data Recorder (CVFDR)
 Audio Warning Generator (AWG)
 Aircraft power supplies.
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How the systems are integrated and what is provided to and from each of the above will be
discussed later.
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2.2 Architecture and Integration of the Communications System

2.2.1 Communication System Architecture
Audio Management Unit (AMU)

The AMU manages the communications equipment audio inputs and outputs. It is connected to
the headsets, transceivers, receivers, Audio Control Panels (ACP's) and the passenger
intercom.
The AMU distributes all audio to the required destination. It is also responsible for managing all
incoming audio and PTT demands.
WOW
The AMU has a WOW input. This prevents the downloading/uploading of maintenance data
when airborne.
Audio Control Panel (ACP)

There are three ACP fitted to the aircraft, two within the cockpit for pilot and co-pilot and the
third in the cabin labelled Cabin ACP.
These units provide the operator with control, management and indication of their respective
communication and audio equipment.
Any selections or adjustments made are transferred to the AMU.
Associated with each ACP is a headset and PTT interface providing audio, microphone and
PTT facilities for each position.
Note: Transceiver transmission is only available to the cockpit crew.
Passenger Intercom Amplifier (PIA)

There are up to 2 Passenger Intercom Amplifiers, depending on the customer requirements,
which in conjunction with the AMU provides up to 18 passenger headset audio positions.
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Passenger Speaker Amplifier

The Passenger Speaker Amplifier provides amplified audio signals for up to 6 speakers which
are located within the cabin area. The cabin also contains four cabin speakers which provide a
cabin passenger address system using the Passenger Speaker Amplifier for the amplification of
audio to the cabin speakers.
AMMS and Cockpit Dispay System

An integral part of the communication system architecture is the AMMS and Cockpit Display
System (CDS), principally used by the Transmitter/Receivers for display, control and
management of the various radio functions. The ICS inputs data with respect to its operating
status to the AMMS.
Radio Communication
External communication is achieved via two VHF AM transceivers, V/UHF FlexComm II
Transceiver and either SkyTrac or SkyConnect Satcom. The two VHF transceivers are identified
as VHF 1 and VHF 2 and are managed within the AMMS and CDS structure, whilst the other
systems are in a stand-alone configuration with an input/output with the AMU.
VHF Radios 1/2

Each unit is connected to a dedicated antenna, VHF 1 to the upper antenna and VHF 2 to the
lower.
The VHF radios and AMU interface to provide the inputs and outputs, microphone, PTT and
audio.
Tuning of the radios can be carried out using either MCDU (Primary Tuning) or the CDS
(Secondary Tuning). However should the AMMC fail to provide control a Back Up tuning facility
is available.
Primary Tuning
Under these conditions the VHF radios are operated (for example frequency, settings) via the
MCDU (Primary Tuning source) which is part of the AMMS. The request is sent from the MCDU
via the interface to the master Aircraft and Mission Management Computer (AMMC). The
AMMC processes the data and sends it to the required VHF radio. The radio will carry out the
required action and report this action back to the AMMC. This data will be processed and the
appropriate actions will be actioned. Any indications required (frequency changes) will be
passed to the MCDU and CDS.
Secondary Tuning
Under these conditions the VHF radios are tuned(specifically frequency tuning) using the
operators Cursor Control Device (CCD) and the indications shown on the PFD Remote
Frequency Indicator (RFI)
Backup Tuning
If the AMMC fail to provide radio control an alternate backup capability is provided. Each MCDU
has a Backup selection which allows the Pilot/Co-pilot the opportunity to select another
frequency. This uses a dedicated hardwired link from the on-side MCDU to the onside VHF
radio. The co-pilot MCDU is assigned to VHF 1 and pilot MCDU to VHF 2.
Intercommunication Modes
The interface between the AMU and AMMC is used to relay ICS emergency modes of operation
for maintenance recording (Normal, Backup and Emergency).
The Cockpit Audio Control panels have a Mode selector which has a manual or automatic
selection.
The selections are Normal, Backup and Emergency
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 Normal: All connections to the Intercom system operates in a normal condition.
 Backup(Manual selection): Only the Cockpit area has normal operating conditions with the
cabin intercom operation made inoperative. An advisory ICS EMERG MODE is indicated
on the CAS area following the Backup selection.
 Emergency(Manual or Auto selection): The Pilot and Co-pilot have no functionality from
their respective ACP's and rely on the degraded functionality of the Audio Management
Unit. An advisory ICS EMERG MODE is indicated on the CAS area following the
Emergency selection.
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2.2.2 Communications System Integration
Several devices interface with the communication system providing transmit/receive audio
signals, data or software configurations.
AWG Relay
The AWG relay provides switched audio path between AMMC 1 and 2, allowing warning
messages and tones from the master AMMC through to the AMU. The audio message is
controlled by the Crew Alerting System (CAS).
Navigation Audio
The following navigation equipment provides audio inputs into the AMU:
 NAV 1
 NAV 2
 DME.
NAV 1 includes VOR/ILS/MKR 1. NAV 2 includes VOR/ILS/MKR 2. Additionally NAV 2

incorporates the ADF. The 3 channel DME provides inputs to the AMU. The received audio is
processed and distributed to the operators as requested.
CVFDR
The AMU outputs audio from the pilot and co-pilot positions to the CVFDR
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Optional Transmit/Receive Equipment

The ICS is provisioned with the ability to extend the range of communications equipment.
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3 Communications System Components

3.1 Components of the ICS
The ICS comprises:
1. Audio Management Unit (AMU)
2. Pilot and Co-pilot Audio Control Panel (ACP)
3. Cabin Audio Control Panel (ACP)
4. Passenger Intercom Amplifier (2)
5. Four passenger speakers
6. Remote Memory (RM) unit
7. Internal and external microphone/telephone (mic/tel) lines
8. PTT switches
9. Passenger Speaker Amplifier
PTT switches.
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3.2 Audio Management Unit NEW

3.2.1 Audio Management Unit Location
The Audio Management Unit is located on the rear side of the forward bulkhead on the Left
Nose avionic cabinet. It is secured in a vertical position with the 4 connectors facing outwards.
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3.2.2 Audio Management Unit Description
The Audio Management Unit (AMU) is made up of two subassemblies, each subassembly
supporting two 50 pin D-Min connectors.
The power, radio and headset connections are evenly distributed amongst these connectors so
the loss of one connector does not disable the system.
 The Audio Management Unit supports six separate Audio Control Panels (ACP), seven
headset connections (pilot, co-pilot and up to 5 cabin crew) and one serial data port for a
Passenger Intercom Amplifier (PIA).
 Each ACP communicates with the Audio Management Unit via a separate serial bus which
carries digitized switch selections and indicator illumination commands.
 The Audio Management Unit supports eight transceivers.

The expected maximum receive audio input level and the transmit microphone output level
are both adjustable using the ICS S/W configuration management software.
 AMU supports six direct audio inputs.

These inputs provide audio at a fixed level to the users connected to the audio
management unit. Which of the direct audio inputs each of the users hears is configurable
using the ICS S/W configuration management software.
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 AMU provides two separate power supplies.

The primary power supply provides filtering and pre-regulation before distributing power to
the rest of the Audio Management Unit.
The backup power supply provides power to specific sections of circuitry depending upon
the currently selected operational mode.
 AMU also distributes power to each of the Audio Control Panels.
 The USB port is used for configuration programming and for extracting the Built-In-Test
results.
 The current system configuration is down loaded into the Audio Management Unit using the
USB port but is stored a small remote mounted unit.
Storage of this data in the Remote Memory unit (RM) permits swapping out of the Audio
Management Unit while still maintaining the aircraft’s configuration.
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3.3 Cockpit Audio Control Panel

3.3.1 Audio Control Panels Location
The two cockpit Audio Control Panels are located in the forward section of the interseat console.
The co-pilot's ACP is on the left and the pilot's on the right.
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3.3.2 Cockpit ACP Description
The cockpit ACP is manufactured by Northern Airborne Technology (NAT) and the model
installed is the ACP 53.
The two cockpit ACPs are mounted to the interseat console using four Dzus fasteners and one
D-min electrical connector on the rear of the unit. The left-hand unit is called the co-pilot's ACP
and the right the pilot's ACP. The units are identical and therefore interchangeable.
Note: Once installed and electrically connected the ACP do not operate identically due to AMU
operational software.
The ACP is a terminal providing the operator with:
 Volume control (intercom, transceivers)
 Transceiver selection (RX and TX)
 Receiver audio selection
 Modes of operation (normal, backup and emergency)
 Status indication (these illuminate or flash when commanded by the AMU).
The ACP is Night Vision Imaging System (NVIS) green capable.
It monitors the operator's switch selections and level adjustments, any changes made are
reported to the AMU via the interface.
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The ACP is constructed of:
 Sixteen rotary audio controls allowing for a maximum of eight transceivers and eight
receivers to be connected. The upper row is assigned to the transceivers and the lower to
the receivers. The controls have a push ON/push OFF selection. Below each rotary control
is a label indicating the associated equipment.
 A dual concentric receiver and ICS master rotary audio control for setting global audio
levels. A transmit selector switch for selection of the required transceiver. When set to a
transceiver an indicator will illuminate green above the transceiver rotary control.
 A rotary Voice Operated Transmit (VOX) control which sets the voice activated ICS transmit
function.
 A two-way centre toggle TX/ICS switch, used for the selection of ICS or transceiver transmit
function.
 An ISO (Isolation)/CALL push button and indicator, which allows the operator to enter the
isolation (privacy) mode.
There are several selection and operational indicators located on the panel, these are TX, ISO
and CALL, their functionality will be discussed later.
Some of the controls and indicators are not assigned to equipment and operation of these
controls will give no action.
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3.4 Cabin Audio Control Panel

3.4.1 Cabin Audio Control Panel Location
The cabin ACP is located in the forward left of the cabin, mounted to the cabin roof.
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3.4.2 Cabin Audio Control Panel Description
The cabin ACP is manufactured by Northern Airborne Technology (NAT) and the model
installed is the ACP 51.
The cabin ACP is of similar structure to the cockpit ACP. The main difference is the removal of
the bottom row of rotary controls as they are not required. The remaining controls and switches
are the same, with the following exceptions:
 The Patient (PAT) Mode Control selector switch is used to provide the following selections:
o NORM
o ISO
NORM is the normal selection and operation of the Cabin ACP
ISO is used by the Cabin Audio Control Panel user to select the patient headset mode to
ISO to isolate the Intercom system in order that the relevant cabin crew (in an medical
situation) can speak and communicate with the Patient.
Note: different configurations are available depending on the customer requirements.
 The ISO/CALL push button only has the call facility.
 No bottom row receiver rotary controls.
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3.5 Passenger Intercom Amplifier

3.5.1 Passenger Intercom Amplifier Location
The Passenger Intercom Amplifiers (max 2) are located above the cabin roof area on the right
rear side of the area fastened to a structural support.
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3.5.2 Passenger Intercom Amplifier Description
The PIA is manufactured by Northern Airborne Technology (NAT) and the model installed is the
PIA 01.
Each PIA is secured to structural support, upper cabin area, with four bolts, each unit has a
single D type electrical socket and is a remotely controlled unit that can support a total of 6
passenger headsets in series. A maximum of 2 Passenger Intercom amplifiers are needed to
support up to 12 headsets in series. The other six passenger headsets are connected direct to
the AMU. The PIA has no operator accessible controls.
The PIA provides the following:
 ICS volume
 VOX control
 Microphone inputs
 Audio outputs.
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3.6 Passenger Speaker Amplifier

3.6.1 Passenger Speaker Amplifier Location
The Passenger Speaker Amplifier (PSA) is located above the roof of the cabin area, on the
right-hand side and is positioned vertically on the strengthening strut with the double connectors
facing in a rearward direction and the single connector facing forward.
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3.6.2 Passenger Speaker Amplifier Description
The Passenger Speaker Amplifier (PSA) is manufactured by Northern Airborne Technology

(NAT) and the model installed is the PSA 01.
The PSA is a remotely controlled, electronic unit which operates upon command from remote
switches and controllers within the cockpit or cabin of the aircraft. Any audio inputs to the PSA
are fed to the four speakers mounted in the cabin roof. Within the PSA there are two
independent speaker amplifier channels, one provides the left side and the other the right side.
Each of these amplifiers is protected by internal fuses, so that a failure in one speaker channel
will not affect the other channel.
The unit has the capability of providing the following:
 An audio chime for seat belt and smoking signs
 Crew public address audio via ACP selection. The AMU provides public address PTT and
microphone lines. There is a sidetone return from the PSA to the AMU
 The system is provisioned for a stereo input, therefore allowing for entertainment audio.
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3.7 Remote Memory

3.7.1 Remote Memory Location
The RM is located in the left-hand nose avionic bay. It is situated on the top shelf in an inboard
position adjacent to the forward bulkhead.
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3.7.2 Remote Memory Description
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3.8 Communications System Controls and Indicators

3.8.1 Communication System Controls
The communication system on the aircraft is controlled in several ways:
 ACP
 MCDU via AMMS
 CCD via CDS and AMMS.
General
The ACP provides the operator with control and management of all the audio signals and PTT
lines for internal and external communication. Radio communication tuning is performed using
either the AMMS MCDU or the CDS CCD via the AMMS. Primary tuning will be achieved using
the MCDU and secondary by the CCD.
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3.8.2 Communication Systems Indications
Information with regards to communications can be observed on one or all of the following,
dependent on the type of information or selection made:
 ACP
 MCDU
 CDS Display Unit (DU).
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3.9 ICS Controls and Indications

3.9.1 ACP Controls and Indications
The ACP controls are shown in the following table. The functionality will depend on switch
selections.
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3.9.2 ACP Controls and Indications
Control Function
Label
Master RX/ICS This is a dual concentric rotary control. The inner control provides master ICS volume
Volume control and the outer master receiver audio control. Rotating the ICS knob clockwise will
Control increase the ICS audio and anticlockwise decreases the volume. The master RX knob
affects all transceiver and receiver received volume. All received volumes are reduced by
75% when it is rotated anticlockwise and increased proportionally as increased clockwise.
VHF 1 - Rotary The control is used by VHF 1 transceiver. This control is a rotary knob and push button
Control control. Rotating the knob clockwise increases the volume and anticlockwise decreases
the volume. The master RX volume has an effect on the volume. The knob has a push
ON/push OFF selection for the VHF 1 audio. When selected to ON the knob extends out.
In the centre of the rotary knob is a triangular pointer. If the knob is enabled ON (extended
position) the arrow will illuminate due to panel backlight. If selected to OFF (pushed in) the
backlight will not be visible.
VHF 1 - Below the VHF 1 rotary control is an associated VHF 1 legend which illuminates.
Legend
VHF - Transmit This is a circular indicator which illuminates green when VHF 1 is selected to transmit (by
Access the transmit selector). When not selected the indicator is black.
Indicator
VHF 2 The VHF 2 facilities operate as per VHF 1.

- Rotary
Control
- Legend
- Transmit
Access
Indicator
PA The PA control provides the operator with public address system control as per VHF.
- Rotary
Control
- Legend
- Transmit
Access
Indicator
NAV 1 - Rotary NAV 1 is assigned to VOR 1 for audio outputs.

Control -
Legend
NAV 2 - Rotary NAV 2 is assigned to VOR 2 and operates as per NAV 1.

Control -
Legend
DME - Rotary DME 1 is assigned to the DME channel 1 audio facility and operates as per NAV 1.
Control -
Legend
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Control Function
Label
DME 2 - DME 2 is assigned to the DME channel 2 audio facility and operates as per NAV 1.
Rotary Control
- Legend
MKR 1 - MKR 1 is assigned to Marker Beacon (MB) 1 and operates as per NAV 1.
Rotary Control
- Legend
MKR 2 - MKR 2 is assigned to Marker Beacon (MB) 2 and operates as per NAV 1.
Rotary Control
- Legend
ADF - Rotary ADF assigned to the Automatic Direction Finder (ADF) and operates as per NAV 1.
Control -
Legend
Transmit The transmit selector switch is a nine position rotary control used to select transceivers for
Selector transmission. The selector switch is only active when selected to ICS, VHF 1, VHF 2 and
Switch PA.
TX/ICS Switch The TX/ICS switch is a spring-loaded centre toggle switch, labelled ICS and TX. When the
switch is held in the ICS position, the ACP will key the ICS for all users assigned to the
ACP. Holding the switch in the TX position will key the transceiver selected by the transmit
selector switch. This action will route the audio from the microphones of all users assigned
to the ACP to the transceiver.
VOX Rotary The VOX control is used to set the VOX threshold for the ACP. When the control is rotated
Control fully clockwise, the threshold is at a maximum, and when it is rotated anticlockwise into the
indent, the ACP is in the PRESET position.
Mode Control The mode control switch is a red three position locking switch available at the pilot and co-
(EMER/BK- pilot positions (designated ACP). The switch locking mechanism is required to prevent
UP/NORM) accidental selection. The switch can be selected to one of the following positions: NORM
(normal), BK-UP (backup) and EMER (emergency). A full description of the modes can be
found in the operation section.
ISO/CALL The ISO (Isolation)/CALL button is a momentary push button used to enter the ISO mode
Button (crew only), or to call the crew when isolation (ISO) mode is enabled. When the crew (pilot
and co-pilot) enable ISO mode, intercom between crew and passengers is disable, all
other audio remains active. The crew will be isolated from the passengers for intercom
(crew intercom and passenger intercom established). Only one pilot needs to operate the
ISO button to enter the mode, once entered all ISO indicators will illuminate. When the
ISO/CALL button is pushed on a noncrew ACP and the ISO is active, it operates as a
CALL button. The CALL indicator will flash on all ACP and a chime will be heard in all
headsets. A full description can be found in the operation section.
Transmit On the ACP panel left side there is a transmit active indicator. This indicator illuminates
Active when the ACP is transmitting on any transceiver. The label TX is illuminated in green.
Indicator
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Control Function
Label
ISO Indicator On the ACP panel left side there is an isolation mode active indicator. This indicator
illuminates green with the label ISO when ISO mode is active. The label is displayed on all
ACP.
CALL Indicator Each ACP has a CALL indicator which flashes the label CALL in green when active. This
signifies that another user is calling when ISO is selected.
Note:
 The transceiver audio controls and indicators are the eight top row controls.
 The receiver audio controls and indicators are the eight bottom row controls.
 Rotary controls with no label are inactive.
 Selecting the transmit selector switch to ICS disables all transceivers from transmission at the users
ACP.
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3.9.3 Transmit Selector Switch
The transmit selector switch is a nine position rotary switch used to select the transceiver for
transmission. Not all nine positions are assigned to transceivers, selecting a blank option has no
affect on the ACP operation. When the TX selector switch is turned fully anticlockwise, it will be
aligned with the ICS position. Following TX selection and when the operator uses either of the
PTT switches the green indication (as seen) will illuminate during transmission. In this position
all transceivers are disabled at the ACP.
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3.9.4 Transceiver and Receiver Radio Controls
There are eight transceiver audio controls and eight receiver audio controls on the cockpit ACP.
The transceiver controls are the upper row and the receiver controls are the bottom row. On the
cabin ACP these receiver controls are not fitted. Below each rotary control is the associated
system label.
Rotating the control clockwise increases the audio and anticlockwise decreases the audio. It
should be noted that the master RX/ICS volume control has a global effect on the transceivers
and receivers audio.
Each control has a push ON/push OFF action to allow individual selection of the required
transceiver or receiver. In the ON position the control knob is extended and audio control can be
achieved. The centre of each control knob has a triangular level pointer. With panel lighting
enabled, pushing the control knob on will cause the triangular indicator to illuminate due the
panel backlighting being visible, and will not be visible when the switch has been selected to off.
Each control knob has an illuminated function label below it.
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3.9.5 VOX Threshold Control
The ACP has a rotary control used for setting the VOX threshold. The control allows the setup
of the voice operated intercom. When the control is set fully clockwise, the threshold is at
maximum, and when rotated fully anticlockwise to the detent the threshold is at minimum. When
set anticlockwise into the detent the system is in preset.
The preset threshold is a predetermined level set at installation.
Selecting to the minimum position puts the system into HOT MIC operation. The intercom for
the position will be easily activated.
Setting the control fully clockwise (maximum threshold) the VOX function is not activated and
operation of the PTT (press to Talk) switch will be needed.
Selecting the rotary control to the ICS position allows for keyed ICS operation via the ICS PTT
switch.
To set up - set control fully anticlockwise and rotate slowly until no intercom audio can be heard.
The process is affected by ambient noise, number and quality of the installed microphones.
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3.9.6 Master RX/ICS Volume Control
The master RX/ICS volume control is a dual concentric rotary knob. The inner knob controls the
ICS volume potentiometer, and the outer knob controls the master receive volume for the ACP.
Rotating the ICS knob clockwise will increase the ICS volume and anticlockwise will decrease
the volume.
The master RX volume control affects all transceiver and receiver, received volume. All received
audio is reduced by 75% when the control knob is rotated fully anticlockwise. Rotating clockwise
increases the audio proportionally to the individual transceiver and receiver audio.
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3.9.7 TX/ICS Switch
The TX/ICS switch is a centre OFF toggle switch, which is labelled TX and ICS. When the
TX/ICS switch is held in the ICS position, the ACP will key the ICS for all users assigned to the
ACP.
When the TX/ICS switch is held in the TX position, the ACP will key the transceiver selected by
the transmit selector switch, routing the audio from the microphones of all users assigned to the
ACP to the transceiver.
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3.9.8 ISO/CALL Button
The ISO/CALL button is a momentary push button switch that can be used to enter ISO mode
(crew only (pilot and co-pilot)), or to call the crew when isolation (ISO) mode is activated.
Isolation means that the normal intercom audio communications path is suspended, however all
other audio is available. When operational the pilot and co-pilot will operate on one intercom
(privacy) and the passengers on another.
ISO Function
To enter the ISO facility only one member of the crew needs to operate ISO/CALL push button
on the ACP. All ACP will illuminate their respective ISO indicator (coloured green) in a steady on
state. The pilots will now be isolated from the passengers for intercom. In this mode pilots
cannot hear the passenger intercom.
To exit the facility the ISO/CALL push button is pushed again at either pilots' position.
CALL Function
The CALL function allows the passengers to gain the attention of the pilots when ISO mode is
operational. Pushing the ISO/CALL button from the passenger ACP will have the following
action:
 The CALL indicator will flash on and off with the green legend CALL
 A chime will sound in all headsets.
To stop the call indications either of the pilots must push the ISO/CALL button, this will exit the
function. When the ISO/CALL button is pushed on a noncrew ACP and the ISO mode is not
active the button has no function.
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Cabin Audio Control Panel - Patient Mode Control

The Patient Mode Control NORM, ISO is a two position locking toggle switch which allows the
operator to select the patient headset mode to either NORM (normal) and ISO (Isolation)
modes.
Note: This is an example of a configuration set up to meet a specific customer

requirement.
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3.10 ICS Controls and Indications

3.10.1 Mode Control
The mode control switch is only available on the pilot and co-pilot ACP. The switch is hardwired
from each ACP to the AMU. The mode control is a red three position locking switch. The locking
mechanism prevents accidental deselection of the currently selected mode. To change from one
mode to the other the switch must be first pulled out then moved to the desired position.
The facility provides the operator with alternate modes of operation in the event of failures, a full
description of the modes will be given in the operation section. The modes available are:
 NORM - normal
 BK-UP - backup
 EMER - emergency.
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3.10.2 ACP Indicators
There are three indicators on each ACP that have an illuminated text message when the
required condition is active or has been initiated. The indications and means are illustrated
below:
 TX active indicator - the indicator illuminates the message TX in green font when any
transceiver is transmitting from the ACP
 ISO indicator - all ACP indicators illuminate the message ISO in green font when either of
the pilots activates the isolation mode
 CALL indicator - all ACP start to flash the message CALL in green font when a non
crewmember operates their ISO/CALL push button. Associated with this is an audio chime
in all active headsets.
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4 Components of the VHF System

4.1 Components of the VHF Radio System
4.1.1 VHF System Components
The VHF radio system is comprised of the following components:
 Two VHF/AM transceivers (they are identified as VHF 1 and VHF 2)
 Two VHF antennas.
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4.2 PTT Switches

4.2.1 PTT Switch Locations
There are four different PTT switches located on the aircraft, they are located on:
 Audio Control Panel (ACP)
 Cursor Control Device (CCD)
 Cyclic stick
 Foot switch.
These four switches are available for the pilot and co-pilot's position.
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4.2.2 PTT Switch Description
The ICS uses a combination of Radio PTT (RPTT) and Intercom PTT (IPTT) for radio and
intercom transmissions. The following illustrates their function:
 The pilot and co-pilot have a two-position switch located on the forward side of the cyclic
sticks. The switch is identified PTT. The two functions of the switch are:
o IPTT (the first stage activates the IPTT)
o RPTT (the second stage activates the RPTT).
The pilot and co-pilot also have a foot operated RPTT switch.
Each ACP has a VOX rotary control. This enables automatic activation of the selected
intercom net. The operating level (sensitivity level) can be adjusted by the operator to a
desired activation level.
 Foot operated PTT - each pilot has a foot operated PTT which provides radio transmission.
 CCD PTT- each of the pilot's CCD has a RPTT facility.
 ACP PTT - located on the ACP is a spring-loaded two-way switch labelled ICS/TX.
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 When displaying the tune page on the MCDU keying a PTT for VHF 1 or VHF 2 will cause a
TX legend to appear adjacent to the VHF labels (refer to VHF operation for further details).
A radio will stop transmitting after two minutes if a stuck PTT is detected.
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4.3 VHF Transceivers

4.3.1 VHF Transceiver Location
The VHF transceivers are located in the nose avionic bays. VHF 1 is located in the left bay on
the top shelf above NAV 1. VHF 2 is in the aft section of the right nose bay on the upper shelf
adjacent to the bulkhead.
The VHF transceivers are manufactured by Rockwell Collins and the model installed is the VHF-
4000E.
The VHF transceiver is secured to its mounting tray via a single torque lock fastener. All
electrical connectors are located within the mounting tray.
The transceivers are remotely mounted VHF communications transceivers providing Double
Sideband (DSB) AM voice operation.
The system has an extend VHF frequency range from 118.000 MHz to 151.975 MHz.
This extended range capability is due to 8.33 kHz and 25 kHz channel spacing being available.
The 8.33 kHz channel spacing is available from 118 MHz to 136.992 MHz and 25 kHz channel
spacing from 137.0 MHz to 151.975 MHz.
The 8.33 kHz channel spacing ensures the system is compatible with International Civil Aviation
Organisation (ICAO) standards.
If the transceiver overheats (temperature 160 °C) transmission will be stopped (transmitter
thermal protection)
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The transceivers are controlled and managed by the AMMS MCDU, CDS CCD and the ICS
ACP. Under normal conditions both VHF 1 and 2 are available to all ACP positions, however in
backup and emergency some restrictions apply.
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4.4 VHF Antennas

4.4.1 Antenna Location
There are two VHF antennas. VHF 1 antenna is located on the cabin roof in a forward left
position. VHF 2 antenna is located on the underside of the aircraft, left of the centre line and
forward of the main landing gear.
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4.4.2 VHF Antenna Description
The VHF antennas are manufactured by Earl Dodge Osborne (EDO) aircraft corporation.
The antenna is attached the aircraft using four bolts and a single BNC female antenna
connection. It provides full VHF frequency coverage from 118.0 MHz to 152.0 MHz. The profile
provides resistance to icing and offers low drag. It is a maximum 8 inches in height providing
good ground clearance.
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4.5 VHF Controls and Indications

4.5.1 VHF Control - MCDU
The MCDU, via the AMMS, provides the VHF transceivers with the following control and
management:
 Frequency entry
 Standby and active frequency management, the facility allows the operator to switch
between active and standby (next frequency)
 Channel preset management (20 channels stored in AMMC)
 Mode management
 Squelch control
 Emergency Freq Mode
 Backup AMMS MCDU tuning via an ARINC429 link direct to the VHF transceiver, this
facility is used in the event of AMMS control failure.
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4.5.2 VHF Control - CCD
Each pilot has a dedicated CCD which can be used to manage some of the VHF facilities. The
management can be observed on the onside Primary Flight Display (PFD), within a dedicated
area called the Radio Frequency Indication (RFI) area. The transceiver functions provided by
the CCD are:
 The LH and RH triangular shaped push buttons are located on the edges of the CCD. They
are used to access either the Multifunction Display (MFD) or PFD as follows:
o Push RH button to access the PFD on the pilot's (right-hand) side or MFD on the co-
pilot's (left-hand) side
o Push LH button to access the MFD on the pilot's side or PFD on the co-pilot's side.
On access to the respective PFD a cyan focus box will be located around the VHF RFI
window.
 The SET push button is used to change between the active and standby frequencies when
RFI communications window is enabled.
 The dual concentric rotary knob is used for selecting between VHF 1 or 2 and editing
frequencies, with the centre push button being used to acknowledge these changes. The
outer rotary knob is also used for selecting the RFI subwindows and CAS list.
 The ESC (escape) push button is used to cancel modifications and return to the active
mode.
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4.5.3 VHF System Indication
The VHF transceivers operational data is output to the following:
 The pilot and co-pilot MCDU, frequency and operational data can be observed on the tune
page
 Each pilot's respective PFD RFI window.
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5 V/UHF FlexComm II
5.1 V/UHF FlexComm II Architecture
5.1.1 V/UHF FlexComm II Architecture
The Wulfsberg V/UHF FlexComm II radio communication system consists of one RT-5000
transceiver, one C-5000 communication management controller and one tuneable antenna
installation with logic control units (dedicated antenna tuner).
The signals from and to the headsets are sent to the AMU. A double audio bus connects the
pilot and co-pilot Audio Control Panels to the AMU. The AMU is connected to the control panel
C-5000.
The C-5000 control panel controls the Transceiver RT-5000 via a Wulfsberg proprietary serial
tuning bus. The RT-5000 is connected to the logic converter unit for tuning control and to the
active antenna by two coaxial cable, one active at frequency of 400.000 MHz or higher, one
active at frequencies below 400.000 MHz.
The controls and display are readily accessible by the pilot and co-pilot and information is
readable under all cockpit light conditions.
The power supply is via REPU 3.
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5.2 V/UHF FlexComm II System Components

5.2.1 FlexComm Components
The control panel unit C-5000 is installed in the interseat console, the transceiver RT-5000 and
the logic converter unit devices are installed in the rear avionic bay of the aircraft, the AT-5000
antenna in the rear bottom fuselage.
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5.3 Components of V/UHF FlexComm II

5.3.1 Transceiver
The transceiver RT-5000 is installed on the bottom shelf of the rear left avionics bay.
The RT-5000 AM/FM multi-band transceiver can cover the 29.7 to 400 MHz (AM) and 29.7 to
960 MHz (FM).
A second receiver called a guard is added for monitoring an additional frequency. The guard
receiver option allows the operator to continuously monitor one or two channels in addition to
the main RT channels without requiring another complete radio. The FlexComm II RT-5000
guard receiver is a fully 29.7-960 MHz synthesized version.
RT-5000 Transceiver Specification
 Tunability: 1.25 kHz incremental tuning simplex/semi-duplex
 Mode: FM/AM
 Channelling: 12.5/20/25/30/50 kHz
 Temperature range: -30 °C to + 60 °C
 Transmitter power: 10 W ± 2.3 W FM, 15 W ± 3.5 W AM.
Note: Some FM frequencies above 400 MHz will be as low as 5.0 W, such as 512-806 MHz,
869-896 MHz, 940-960MHz.
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5.3.2 FlexComm II Frequency Range
Frequency Band Frequency Range
VHF FM Lo-Band 29.7 to 88 MHz
VHF FM (Aircraft Navigation) 108 to 116 MHz (receive only)
Military AM 118 to 156 MHz
VHF FM Hi-Band 138 to 174 MHz
Military FM 220 to 225 MHz
Military AM 225 to 400 MHz
UHF FM 403 to 512 MHz
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5.3.3 Control Panel
This control panel is designed to control up to three Transmitter Receivers. In this installation it
controls one RT-5000.
The unit is used to select, store and display the tuning frequencies or the relevant preset
channels.
Other features are to switch on/off the system, to adjust the volume level, to disable or enable
the squelch control and to select the channel.
Furthermore, the front panel is provided with a data transfer port used to upload and download
channel programming from a PC employing a remote programmer software.
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5.3.4 Logic Converter Unit
The logic converter unit is part of an electronically tuned antenna system, it is compatible with
antennas designed to cover the 30 to 960 MHz range. The unit accepts serial input data from an
RT5000 transceiver and translates the frequency content of this data into tuning information for
the antenna.
It performs a message validation and sends an acknowledgement message over a separate

serial link to the radio indicating reception of a message and its state of validity.
The logic converter unit operates from the aircraft 28 Vdc supply.
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5.3.5 Antenna
The antenna is a frequency tuned antenna, the electrical length of which is adjusted by the logic
converter unit. This operation becomes essential due to the wide range of frequencies which
require wavelength matching to enable an optimum power transfer.
The antenna is connected to the transceiver through two coaxial cables, a type “N” and a type
“TNC”. The type N is used for frequencies in the 30 to 400 MHz range while the TNC is used for
frequencies in the 400 to 960 MHz range.
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5.4 V/UHF FlexComm II Controls and Indicators

5.4.1 Control Panel
The C-5000 communication management controller has 350 programmable channels, and the
further following specifications.
DISPLAY
The C-5000 has a two line alphanumeric display, 20 characters per line. It provides the visual
feedback of the system. Exactly what is displayed depends on the current operating mode of the
C-5000. During normal operation, the top line shows information for transceiver 1 and the
bottom line shows information for transceiver 2.
Note:Only one FlexComm transceiver is fitted to the AW189 - any mention of transceiver 2
should be ignored.
Upper Soft Key

This key’s use depends on the current operating mode of the C-5000. Some examples of its use
are increasing the display brightness, and selecting radio 1’s guard receiver.
Lower Soft Key

This key’s use depends on the current operating mode of the C-5000. Some examples of its use
are decreasing the display brightness, and selecting radio 2’s guard receiver.
Outer Volume Knob

This rotary switch is used to control the volume of radio 2.
Inner Volume Knob
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This rotary switch is used to control the volume of radio 1.
ON Button
This button is used to turn the C-5000 on or off.
Cursor Knob
This rotary switch is used to move the smart cursor along the display.
Value Knob
This rotary switch is used to modify values at cursor’s position.
Enter Button
This button use depends on the C-5000’s current operating mode, but is primarily used to
finalise data entry operations.
Data Transfer Port

This serial port is used to transfer data between the C-5000 and the Wulfsberg Remote
Programming software. While preset channels can be programmed from the front panel, the
best method is to use a PC and the Wulfsberg Remote Programming software.
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5.4.2 Control Display Page
The C-5000 will have multiple screens dependent on the function to be carried out. The
standard screen will show the following information:
 Main RT system availability indicator - shows the main systems available (1, 2 or 3 fitted)
 Active RT system indicator - the active RT system indicator field shows the number of the
RT system that is currently active (that is selected for transmitting as well as receiving)
 Transmit indicator - is a symbol that changes its appearance to indicate the operator is
transmitting over the active RT system.
The indicators are:
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5.4.3 Display Page Symbols 1
Symbol Description
Primary RT not transmitting
Primary RT transmitting
Secondary RT not transmitting
Secondary RT transmitting
Primary and secondary configured to transmit on the same system
Channel configured to receive only (or control of an RT has been switched to

the second C-5000 in a dual system)
 Receive indicator - also called the squelch annunciator, appears when the active RT is
currently receiving. The number of the receiving RT system appears in inverse video in the
main RT system availability indicator field (and the active RT system indicator field if the
active RT is receiving). In addition, the currently selected channel ID field shows the
channel frequency (or asterisks if the frequency display was disabled during preset
programming).
 Channel number - shows the number of the active preset channel that is currently selected
for transmission and receiving. The field can show 1 - 350 or if manual channel selection
was enabled during system configuration, the letter "M" appears in the field to indicate a
manual channel has been selected. Found on all display pages.
 Direct transmit mode indicator - shows whether the active preset channel is set for direct
(simplex) or repeat (semi-duplex) operation. It is found on all display pages except the
system display page.
o A channel set for direct operation transmits and receives over the same frequency.
o A channel set for repeat operation transmits and receives over different frequencies.
A letter "D" is displayed when the mode is direct and left blank for repeat modes.
 Currently selected channel ID - the field shows the alphanumeric ID of the active preset
channel. It is found in the control alpha display page, the active/standby alpha display page,
and the dual mic alpha display page. The alphanumeric ID is a label of from one to eight
characters long that is specified during preset channel programming. It allows the operator
to identify the channel more easily than a frequency. During transmission, the frequency
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appears in place of the alphanumeric ID. If the frequency display is disabled during preset
channel programming or during system configuration for guard receiver frequencies,
asterisks appear in place of the digits. If the frequency display is enabled during preset
channel programming (or during system configuration for guard receiver frequencies), the
frequency can be checked by pressing the 7 TEST key. The display also shows the tone if
one has been configured for the frequency.
 Currently selected channel frequency - the field shows the frequency of the active preset
channel. If the frequency display is not enabled during preset channel programming or
during system configuration for guard receiver frequencies asterisks appear in place of the
digits.
 Receive/transmit indicator - shows whether the active channel is currently receiving or

transmitting when the frequency is displayed. When the letter "R" appears in the field, it
indicates that the channel is receiving, when the channel is transmitting, the letter "T"
appears in the field.
 Guard receiver availability indicator - the field shows the guard receivers that have been
configured for the main RT systems. It also shows which guard receivers are enabled or
disabled, and the numbers of the guard receivers that can be made active. The field is
made up of the letter "G" followed by three character positions. The left character position
indicates the status of the guard receiver configured for RT system 1, the middle position
indicates the status of the system 2 guard receiver, and the right position indicates the
status of RT system 3 guard receiver.
o If a number appears in a character position, the indicated system’s guard receiver is

configured, enabled, and can be made active. If the number appears in reverse video,
the channel to which the guard receiver is tuned is currently receiving.
o If a dot appears in a character position, the indicated system’s guard receiver is

disabled. The guard receiver can be made active, but it cannot transmit or receive until
it is enabled.
o If a character position is blank, a guard receiver has not been configured for the
indicated system (or the system has not been configured). Until the system and guard
receiver are configured, it is unavailable and cannot be made active.
 Tone indicator - shows the status of subaudible tones that have been configured for the
active channel. The tone indicator is a three-character alphanumeric that changes to
indicate the current tone status of the active channel. Tones can be specified during preset
channel programming (for main RT systems) or during system configuration (for guard
receivers). Preset tones can be manually overridden.
The indications are:
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5.4.4 Display Page Symbols 2
Symbol Description
... No preset tones set for the active channel
ON Preset receive and transmit tones enabled for the active channel
OFF Preset receive and transmit tones disabled

Preset transmit tone enabled
.XX Manual CTCSS transmit tone enabled

(X=0-9) Receive tone disabled
XXX Manual DCS transmit tone enabled

Receive tone disabled
BXX Burst transmit tone enabled

Receive tone disabled
 Transmit mode indicator - shows whether the active preset channel is set for direct
(simplex) or repeat (semi-duplex) operation. The direct transmit mode indicator shows the
transmit mode on every display page except the system display page.
 Active RT power level indicator - shows whether the active RT is set for high or low power
operation. HI indicates that the system is set for high power operation. LO indicates that it is
set for low power operation.
 Encryption mode indicator - the encryption mode indicator appears when the encryption
feature is currently selected. When you select the voice encryption feature "PVT" appears
in the tone indicator field and "P" appears in the field between the main RT system
availability indicator and the active RT system indicator. Only the "P" appears in the dual
mic alpha display page and the dual mic frequency display page.
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5.4.5 Manual Channel Page
The display shows manual channel selection.
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6 VHF/FM Transceiver
6.1 FM Transceiver Architecture New
6.1.1 FM Transceiver Architecture
The panel mounted VHF/FM transceiver located within the interseat console is powered by
28vdc from the REPU number 3.
Audio RX/TX Control is via the Audio Control panels which sends selections to the AMU.
The MIC and TELS from and to the Transceiver is controlled by the Audio Management Unit.
The VHF FM dipole antenna is located under the tail fuselage.
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6.2 FM Transceiver Components

6.2.1 NPX FM Transceiver Location
The panel mounted VHF/FM transceiver is located within the interseat console is powered by
28vdc from the REPU number 3.
It is positioned between the two ECDU panels
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6.2.2 FM Antenna Location
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6.3 FM Transceiver Controls and Indications

6.3.1 Controls and Indications
General Controls
The general controls are those labelled and affect the over all operation of the radio.
The position of the EDIT switch determines the operating mode of the radio.
The other three controls (the two centre-off momentary switches and the pushbutton) have dual
functions, operating differently depending upon the selected operating mode.
When the EDIT switch is in the centre position the radio is in “Normal” operating mode and the
functions of the other swittches are those of the upper label.
Lock the EDIT switch to either the left (CH) or right (ST) position, to set the radio in one of the
two “EDIT” modes. In both “EDIT” modes, the functions of the other switches are those of the
lower label. Engraved panel lines tie related Edit functions together.
Channel switch
To scroll to the desired channel use the CHAN switch. Momentarily press it to the right ”+” to
increment by one channel and to the left “-” to decrement by one channel. Holding the switch in
either the left or right position causes the radio to continue to change channels with increasing
speed, thus allowing for quick channel selection.
Brightness Switch
The BRIGHT switch controls the brightness of the radio display. Momentarily press to the right
to increase the brightness and to the left to decrease the brightness. There are 7 brightness
levels. The radio will retain the display brightness information when turned off, but on power up
will limit brightness to a max of level five.
Squelch Pushbutton
Pressing the SQ (squelch) test button overrides all squelch logic and lets the radio unsquelched
audio recieve signal pass to the aircrafts audio system.
The squelch test function is useful for monitoring activity on the radio when tones prevent the
squelch from opening, or to verify volume settings or radio function
Guard Controls
The guard controls are only functional in radios with optional guard receiver installed. The rotary
knob independently sets the guard RX volume.
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The Guard selector switch GD1/GD2 selects the active guard channel. The Guard RX indicator
lights amber when there is activity on the selected guard channel.
Tx and Rx Status Indicator

These functions , ensure the RX/TX status indicator lights green when the radio is keyed to
transmit and amber when receiving.
Scan/Guard Switch
When this witch is in the SCAN position, the radio will begin scanning.
When the switch is in the GD TX position, all radio transmissions will be on the guard transmit
frequency, instead of the transmit frequency of the current channel.
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7 Satcom Skytrac
7.1 Satcom SkyTrac Architecture
7.1.1 Skytrac Architecture
The SkyTrac system consists of :
 Iridium® based transceiver that works at 1616 MHz–1626.5 MHz with a GPS integrated
module receiving GPS positioning which is sent to the Iridium® network in order to use the
tracking feature
 GPS/IRIDIUM combined antenna (L-band)
 Cockpit display unit comprising a cockpit display panel and a dispatch voice interface.
The transceiver interfaces with:
 Cockpit display unit via an RS485 line
 GPS/Iridium® combined antenna via two separate coax cables, one coax connects GPS
section and one coax connects the Satcom Iridium® section
 Analogue lines to connect to the aircraft AMU providing Satcom phone functionalities to
crew members
 WOW sensor to provide on ground/in flight signal.
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The transceiver is powered by 28 Vdc through a dedicated output of the solid-state power
distribution system Remote Electrical Power Unit 3 (REPU 3).
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7.2 Satcom SkyTrac System Components

7.2.1 SkyTrac Components
The primary components of the SkyTrac System are:
 Transceiver type ISAT-200R from SkyTrac - with mounting tray and configuration
Module(ITRAY-200)
 Cockpit display panel type CDP-300C from SkyTrac
 Dispatch voice interface type DVI-300A from SkyTrac
 GPS/Iridium® antenna type STS-ISAT-ANT from SkyTrac.
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7.3 Components of SkyTrac

7.3.1 SkyTrac Transceiver Location
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Location
The ISAT-200R transceiver is installed in the Left side of rear avionic compartment bay
(baggage compartment bay). The transceiver unit is installed by means of a dedicated mounting
tray (ITRAY-200) which also supports the interface connector. The unit is then fixed to the
mounting tray by means of a dedicated screwed hook. A handle is present on the module front
to make its installation and removal easier.
The mounting tray is fixed to the avionic bay shelf by means of four screws.
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7.3.2 ISAT-200R Transceiver
Purpose
The main purpose of the ISAT-200R is to provide communication with the Iridium® network and
provide controls, indications and audio communication with the crew.
Operation
The ISAT-200R transceiver works at 1616 MHz–1626.5 MHz with a GPS integrated module
receiving GPS positioning information which is sent to the Iridium® network in order to use the
tracking feature. It offers automatic position reporting, sending and receiving emails, generic
data transfers and full duplex voice communication. Data and voice communication can be
established from any point in the world via Iridium® Low Earth Orbit (LEO) satellites.
The ITRAY-200 has a configuration module placed at the back of the tray under the connectors.
The module stores the aircraft configuration data (tail number, serial number, reporting interval
information).
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7.3.3 CDU-300 Control Panel
Location
The cockpit display unit (CDU-300) is installed in the interseat console.
Purpose
The purpose of the unit is to:
 Display information
 Send/receive preconfigured, editable field or free form messages
 Send/receive satellite phone calls
 Human Machine Interface (HMI).
Description
The cockpit display unit is interfaced with the ISAT-200R transceiver through an RS485 high
speed serial link. The CDU-300 is composed of two panels:
 Cockpit display panel CDP-300C
 Dispatch voice interface DVI-300A.
The CDP-300C provides display data functions and allows management of the menu on the
display by dedicated arrow keys. It is interfaced directly with the dispatch voice interface panel
through an RS232 serial link.
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The DVI-300A provides a keybord to dial numbers, answer phone calls, manage functions and
write text for example.
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7.3.4 Antenna
Location
Satcom/GPS antenna is installed on the top of the tail fin. It is fixed to the fin with four screws.
Purpose
The Satcom/GPS antenna has dual function:
 Receive the L1 GPS signal (1.57452 Ghz)
 Transmit/receive the Iridium® signal.
Description
The Satcom/GPS antenna contains two independent antennas (combined antenna) one for
GPS and one for communication with Iridium® satellite network. The radome is low profile
moulded for low drag and ice resistant.
 The GPS section is an active L1 antenna receive only. The connector is a coax SMA
female (blue)
 The Iridium® section is a passive antenna receive/transmit, with a power handling of 30 W.

The connector is a coax TNC female (red).
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7.4 Satcom SkyTrac Controls and Indicators

7.4.1 ISAT-200R Transceiver
The following controls are available on the ISAT-200R transceiver and ISAT-200 tray:
 Menu display - an eight-character window displaying menus for selection during

configuration and troubleshooting.
 Ambient light sensor - automatically detects the ambient light level.
 Push button - used to scroll though the menu to access different configuration options and
error messages.
 LED - indicates power and alert status:
o Green on solid - power and operation normal
o Amber on solid - an alert or error message is waiting to be viewed
o Amber flashing slowly - in programming mode and is waitng for a program
o Amber flashing fast - programming is taking place.
 USB connection - used to update the firmware directly from a PC.
 SD card slot - used to update the firmware when a PC is not available.
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 ITRAY and ITRAY connection - combines connectors and the configuration module at the
rear of the tray giving direct connection to the transceiver and bolts to secure the
transceiver in place.
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7.4.2 CDU-300 Control Panel
The CDP-300C provides display data functions and allows the management of displayed menus
by the use of dedicated keys.
The keys provide the following functions:
 Arrow select keys - allow selection of the menu indicated by the cursor on display
 Enter select key - allows access to:
o Selection menu
o Enter e-mail menu
o Information menu
When pressed for more than 2 seconds, the system goes back to the home menu. The current
activity is stopped and any entries not stored or edited are lost.
The display shows the number dials, the menu selection and the other indications of the
selections made with the buttons. The menus are organised in:
 Selection menu - includes a list of options. Each option can be selected and activated using
the arrow and enter key.
 Edit menu - allows the user to enter text or numeric data using the text keys on the dispatch
voice interface (DVI-300) panel. The mode text or numeric is indicated on the display with a
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label "Txt" or "Num". To switch from text to numeric and vice versa, push and hold the up
arrow key for more than 2 seconds. The cursor on the edit display can be moved using
arrow keys. Double pressing the “0” key allows the deletion of the previous character.
 Information menu - gives the user timely alerts and feedback regarding the arrival of e-
mails and phones calls and error information, such as incorrect e-mail addresses or phone
numbers. Pushing the enter key exits the information menu.
The DVI-300A panel provides keyboard and indicators to allow the following functions:
 Activity light indicator - the light comes on (green light) when the SEND key is pushed.
 Quickly dialled numbers - telephone numbers are dialled using the keys numbered 1-9.
 VOL +/- keys - when pushed, increases (key 6)/decreases (key #) the system volume.
 ISAT EMERG lock toggle switch:
o Up position - system in the emergency condition:
o All keys ignored
o The system does not allow voice calls or text messages
o The CDP display shows "ISAT EMERGENCY"
o The user cannot go through the menu.
o Down position - exits the emergency condition.
 “0” quick dialled number - the phone menu will store the last dialled number under the 0
position. A press of the 0 key, followed by the SEND key, will call the last dialled number.
 SEND key - pushed to answer to a call. When completed, push the SEND key again to
hang up. The indication light changes to steady and the display changes to the current
state of the call. When completed, push the SEND key again to hang up. If the ground user
hangs up, it can possibly take a few seconds before the ISAT completes the call
automatically. The activity light indicator will go out when the ISAT hangs up the call.
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8 Satcom SkyConnect
8.1 Satcom SkyConnect Architecture
8.1.1 SkyConnect Architecture
The Satcom SkyConnect system is a satellite kit that allows the pilot, co-pilot and passengers to
dial and to receive worldwide phone calls and to transfer data (for example, connecting to the
internet) via the Iridium® network.
This system also provides a functionality that permits GPS tracking of the aircraft by ground
personnel using the web.
The Sky Connect Transceiver is interfaced with its own Mission Management Unit (MMUII)
which is effectively the SkyConnect control panel.
The audio communications interface is via the Audio Control Panels which provides control of
the audio for Transmission and Reception of the SkyConnect communications.
This audio is routed to the Audio Management Unit (AMU 50).
 The AMU Mic output and Audio input are interfaced with the MMUII Control panel which
then routes the signal to the Transceiver for onward transmission or incoming reception.
 The AMU also recieves a signal from the transceiver which detects incoming calls and
through the AMU produces an incoming call chime.
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 The MMUII provides both data and analogue audio signals, Plain Old Telephone System
(POTS).
 The Weight on Wheels switch allows the Data from the Configuration Module to be
uploaded (aircraft data) and also the connection to a PC to allow Text and Emails to be
accessed whilst on the ground.
 The antenna has 2 connections: GPS which provides the SkyConnect system with its
current positional data (for onward transmission regarding Tracking) and also the Iridium
Satellite network Tx/RX signals.
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8.2 Satcom SkyConnect Components

8.2.1 SkyConnect Components
The main components of the SkyConnect system are:
 Transceiver (XCVR)
 Transceiver mounting tray
 Mission Management Unit (MMU) II
 Configuration/SIM module
 Combined Iridium®/GPS antenna.
All components are supplied by SkyConnect.
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8.3 Components of SkyConnect

8.3.1 Transceiver
The Iridium® based transceiver (XCVR) works at 1.616-1.6265 GHz and is equipped with a
GPS integrated module receiving GPS positioning to send to the Iridium® network in order to
use the tracking feature. The XCVR is the heart of the system, it interfaces with:
 The dialler control panel by Plain Old Telephone Service (POTS) line where analogue
audio, mic and phone control signals travel
 The antenna with two separate coax cables that connect GPS and Iridium® lines
 The configuration/SIM module via RS0232 to allow the XCVR configuration on ground
 The PC COM port (DB9 connector) that can be used on the aircraft to transfer data such as
e-mails, messages and can be used for web page navigation.
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8.3.2 Configuration Module
The configuration/SIM module facilitates the transceiver maintenance operations by alleviating

the need to reprogram to an individual aircraft if units are moved from aircraft to aircraft within
the fleet.
The configuration module stores settings external to the transceiver and also provides a female
connector for easy connection to a PC via an RS-232 cable (straight TX-TX, RX-RX, GND-
GND) for system configuration.
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8.3.3 MMU-II Control Panel
The MMU-II is a two inch high (5 cm), panel mounted unit with a two line text display, a single
rotary push button knob and a 12 button keypad. It is used to exchange short text messages
with an operator on the ground via the Iridium® satellite system and can also be used to control
an Iridium® based phone call.
It is installed in the interseat console.
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8.3.4 Antenna
8.3.5 Antenna
The combined Iridium®/GPS antenna is an L-Band antenna that receives GPS signals and
connects the XCVR to the Iridium® satellite system.
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8.4 Satcom SkyConnect Controls and Indicators

8.4.1 MMU-II Control Panel
The controls on the front of the MMU-II provide the following:
 Push button/rotary knob - allows access to all MMU functions.
 Display navigation buttons - allow cursor movement within the MMU display.
 Keypad - alphanumeric keypad allowing direct telephone number or text message input. If
enabled, speed dialling and speed texting are available.
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Training Course
24 - Electrical

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-24
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Table of Contents
Electrical System Lesson ...................................................................................................................................1
1 Purpose of the Electrical System.............................................................................................................1
1.1 The General Purpose of the Electrical System ..............................................................................1
1.1.1 EPGDS Overview .......................................................................................................................1
2 Electrical System Architecture .................................................................................................................2
2.1 EPGDS Interface ............................................................................................................................2
2.1.1 EPGDS Interface ........................................................................................................................2
2.2 EPGDS Subsystems Overview ......................................................................................................3
2.2.1 EPGDS Subsystems ..................................................................................................................3
2.3 ACSGS, DCGS and AC/DC PDCS Main Components ..................................................................4
2.3.1 ACSGS Main Components .........................................................................................................4
2.3.2 DCGS Main Components ...........................................................................................................5
2.3.3 AC/DC PDCS Main Components ...............................................................................................6
2.4 SSEPMS Architecture ....................................................................................................................7
2.4.1 SSEPMS Architecture ................................................................................................................7
2.5 SSEPMS Main Components ..........................................................................................................8
2.5.1 SSEPMS Main Components ......................................................................................................8
2.6 EPGDS General Architecture .........................................................................................................9
2.6.1 EPGDS General Architecture .....................................................................................................9
2.6.2 EPGDS General Architecture .....................................................................................................9
2.7 Electrical Loads Distribution .........................................................................................................11
2.7.1 DC Electrical Loads Distribution ...............................................................................................11
3 Electrical System Components..............................................................................................................13
3.1 Location and Description of the EPGDS Main Components ........................................................13
3.1.1 EPGDS Main Components Location ........................................................................................13
3.2 Location and Description of the SSEPMS Main Components .....................................................14
3.2.1 SSEPMS Main Components Locations ....................................................................................14
3.3 Location and Description of the GEN1 and GEN2 .......................................................................15
3.3.1 Starter-Generators ....................................................................................................................15
3.3.2 Starter-Generator......................................................................................................................16
3.4 Location and Description of the SGCU1 and SGCU2 ..................................................................19
3.4.1 SGCU 1 and SGCU 2 Locations ..............................................................................................19
3.4.2 SGCUs Functional Description .................................................................................................20
3.5 Location and Description of the SRU ...........................................................................................23
3.5.1 SRU Location............................................................................................................................23
3.5.2 SRU Description .......................................................................................................................24
3.6 Location and Description of the AC PDU GENs...........................................................................26
3.6.1 AC PDU GENs Location ...........................................................................................................26
3.6.2 AC PDU GENs Description ......................................................................................................27
3.7 Location and Description of the APU GEN...................................................................................29
3.7.1 APU GEN Location ...................................................................................................................29
3.7.2 APU GEN Description ..............................................................................................................30
3.8 Location and Description of the APU GCU ..................................................................................33
3.8.1 DGCU Location.........................................................................................................................33
3.8.2 DGCU Description ...................................................................................................................34
3.9 Location and Description of the AC PDU APU .............................................................................37
3.9.1 AC PDU APU Location .............................................................................................................37
3.9.2 AC PDU APU Description.........................................................................................................38
3.10 Location and Description of the TRU1, TRU2 and TRU APU ......................................................40
3.10.1 VCUs Locations .................................................................................................................40
3.10.2 VCU1 Description..............................................................................................................41
3.10.3 VCU 2 Description..............................................................................................................42
3.10.4 VCU 3 Description..............................................................................................................43
3.11 Location and Description of the Batteries.....................................................................................44
3.11.1 Main Battery Location ........................................................................................................44

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3.11.2 MAIN BATT Description .................................................................................................... 45

3.12 Location and Description of the DC PDU1 and DC PDU2 .......................................................... 47
3.12.1 DC PDU 1 and DC PDU 2 Locations ................................................................................ 47
3.12.2 DC PDU 1 Description....................................................................................................... 48
3.12.3 DC PDU 2 Description....................................................................................................... 49
3.13 Location and Description of the CBP1 and CBP2 ....................................................................... 50
3.13.1 CBP1 and CBP2 Locations ............................................................................................... 50
3.13.2 ECS CBP Location and Description .................................................................................. 52
3.14 Location and Description of the EPGDS CP ............................................................................... 53
3.14.1 EPGDS Control Panel Location ........................................................................................ 53
3.14.2 EPGDS Control Panel Location ........................................................................................ 53
3.14.3 EPGDS Control Panel ....................................................................................................... 54
3.14.4 EPGDS Control Panel Functional Description .................................................................. 54
3.15 Location and Description of the REPU1, REPU2 and REPU3 .................................................... 56
3.15.1 REPU1, REPU2 and REPU3 Locations ............................................................................ 56
3.15.2 REPU1, REPU2 and REPU3 Locations ............................................................................ 56
3.15.3 REPU1, REPU2 and REPU3 Description ......................................................................... 57
3.15.4 REPU1, REPU2 and REPU3 Description ......................................................................... 58
3.16 Location and Description of the ECDU ........................................................................................ 60
3.16.1 E-DU1 and E-DU2 Locations ............................................................................................ 60
3.16.2 E-DU1 and E-DU2 Locations ............................................................................................ 60
3.16.3 ECDU1 and ECDU2 Descrption ........................................................................................ 61
3.16.4 E-DU1 and E-DU2 Functional Description ........................................................................ 61
3.16.5 IOM1 and IOM2 Locations ................................................................................................ 62
3.16.6 IOM1 and IOM2 Locations ................................................................................................ 62
3.16.7 IOM1 and IOM2 Descrption............................................................................................... 63
3.16.8 IOM1 and IOM2 Functional Descrption ............................................................................. 63
3.16.9 PM1 and PM2 Locations ................................................................................................... 65
3.16.10 PM1 and PM2 Locations ................................................................................................... 65
3.16.11 PM1 and PM2 Description................................................................................................. 66
3.16.12 PM1 and PM2 Functional Description ............................................................................... 66
3.17 Location and Description of External Power Components .......................................................... 67
3.17.1 External Power Receptacles ............................................................................................. 67
3.17.2 AC External Power ............................................................................................................ 68
3.17.3 DC External Power ............................................................................................................ 70
4 Electrical System Controls and Indicators ............................................................................................ 71
4.1 ECDUs General Controls and Indicators ..................................................................................... 71
4.1.1 ECDUs Controls and Indicators Overview ............................................................................... 71
4.1.2 Title/Header/Dataline ............................................................................................................... 72
4.1.3 Key Types definition................................................................................................................. 73
4.1.4 Dataline Display Rules ............................................................................................................. 75
4.1.5 Breaker Dataline Display Rules ............................................................................................... 77
4.1.6 Error Messages........................................................................................................................ 78
4.2 ECDU FKs Controls and Indicators ............................................................................................. 79
4.2.1 MENU Page ............................................................................................................................. 79
4.2.2 STATus Page ........................................................................................................................... 80
4.2.3 ALeRT Page ............................................................................................................................ 81
4.2.4 MaiNTenance Menu Page ....................................................................................................... 82
4.3 CDS Indicators for Electrical System ........................................................................................... 84
4.3.1 EPGDS on PWR PLANT page ................................................................................................ 84
4.3.2 EPGDS on PWR PLANT page ................................................................................................ 86
4.3.3 Parameters on EPGDS Synoptic Page ................................................................................... 88
4.3.4 Flag on EPGDS Synoptic Page ............................................................................................... 91
4.3.5 EPGDS (APU) on PWR PLANT page ..................................................................................... 94
4.3.6 EPGDS (APU) on PWR PLANT page ..................................................................................... 94
4.4 CBP1 and CBP2 Controls and Indicators .................................................................................... 96

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4.4.1 CBP1 and CBP2 Controls and Indicators .................................................................................96

4.5 EPGDS CP Controls and Indicators .............................................................................................97
4.5.1 EPGDS CP Controls and Indicators .........................................................................................97
4.6 ECDUs Controls and Indicators for Electrical System..................................................................98
4.6.1 ECDUs Controls and Indicators for Electrical System Only .....................................................98
4.7 Electrical System Warning/Caution Table ..................................................................................101
4.7.1 EPGDS CAS Messages .........................................................................................................101
5 Operation of the Electrical System ......................................................................................................103
5.1 SSEPMS Power On ....................................................................................................................103
5.1.1 Power On ................................................................................................................................103
5.1.2 ECDU DF and Locked CB List ...............................................................................................104
5.1.3 ECDU Start Up .......................................................................................................................106
5.2 System Power Up .......................................................................................................................107
5.2.1 Battery Mode - Hot Bus ..........................................................................................................107
5.2.2 Battery Mode - Switch Bus .....................................................................................................108
5.2.3 Battery Mode - Emergency Bus..............................................................................................109
5.2.4 28 VDC External Power Mode................................................................................................110
5.2.5 115 VAC External Power Mode ..............................................................................................111
5.3 APU Generator Supply ...............................................................................................................112
5.3.1 APU GEN Supply....................................................................................................................112
5.4 Engine Start ................................................................................................................................114
5.4.1 Engine 1 Start in 115 VAC External Power Mode ..................................................................114
5.4.2 GEN 1 ON and AC EXT PWR ON..........................................................................................115
5.4.3 Engine 2 Start in 115 VAC External Power Mode ..................................................................116
5.4.4 GEN 2 ON and AC EXT PWR ON..........................................................................................117
5.4.5 Engine 1 Start in APU Mode...................................................................................................118
5.4.6 GEN1 ON and APU GEN ON .................................................................................................119
5.4.7 Engine 2 Start in APU Mode...................................................................................................120
5.4.8 GEN1 ON and APU GEN ON .................................................................................................121
5.5 GEN 1 ON and GEN 2 ON and APU GEN ON ..........................................................................122
5.5.1 GEN 1 ON and GEN 2 ON and APU GEN ON ......................................................................122
5.6 Flight Condition ...........................................................................................................................123
5.6.1 Both Generators Supply .........................................................................................................123
Annexes
Annex A1 ......................................................................................................................................................... A1

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AW189-AF001-SN-I-24
24 - Electrical
Electrical System Lesson

1 Purpose of the Electrical System
1.1 The General Purpose of the Electrical System
1.1.1 EPGDS Overview
EPGDS General
The main purpose of the electrical system is to provide electrical power to the helicopter
systems.
The electrical system on the AW189 is named Electrical Power Generation and Distribution
System (EPGDS).
The EPGDS comprises of all the equipment necessary to generate, convert and distribute
electrical power to the rotorcraft’s electrical power utilization.
The EPGDS provides both direct current (dc) and alternate current (ac) sources of generated
power to the rotorcraft.
Associated equipment provides for energy conversion, energy storage, control, protection,
monitoring and indication to the flight crew, and distribution to required loads.
Manual selection of power sources is possible from control panels in the cockpit.
System failure indications are made available to the cockpit crew.
The EPGDS has the following main functions:
 Provides 28Vdc starting power to the APU DC Starter
 Provides 270Vdc power to start each main engine via its starter-generator
 Generates 115Vac for distribution to large loads (e.g. ECS compressor motors)
 Converts 115Vac power to 28Vdc power required by loads
 Distributes 28Vdc power to utilization equipment via DC power distribution units to Circuit
Breaker Panels and to Remote Electrical Power Units.
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2 Electrical System Architecture

2.1 EPGDS Interface
2.1.1 EPGDS Interface
The EPGDS interfaces with:
 Ground Power Units (GPU) in order to receive electrical power trough the external power
receptacles.
 An other AW189 because it can be powered from an another helicopter.
 APU in order to power the engine starters via the APU generator (APU GEN)
 Engines in order to convert mechanical energy to electrical power using engine torque
 System Integration and Display to provide monitoring and status information about the
electrical system
 An other AW189 helicopter in order to provide electrical power to it
 Electrical loads to supply them electrical power.
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2.2 EPGDS Subsystems Overview

2.2.1 EPGDS Subsystems
The Baseline EGPDS is grouped in Subsystems:
 Alternate Current Start-Generation Subsystem (ACSGS)
 Direct Current Generation Subsystem (DCGS)
 Alternate Current/Direct Current Power Distribution and Control Subsystem (AC/DC PDCS)
 Solid State Electrical Plant Management System (SSEPMS)
The main purpose of the ACSGS is to start the engines and to supply the helicopter with an
alternating current of 115 Volts with a nominal frequency range of 360 Hz to 420 Hz.
The main purpose of the DCGS is to supply the helicopter with a direct current of 28 Volts.
The main purpose of the AC/DC PDCS is to manage the alternating and direct current networks
and sources in order to supply the helicopter.
The main purpose of the SSEPMS is to manage the secondary power distribution and to
replace any circuit breakers and any mechanical switches used to handle the helicopter power
distribution and helicopter basic plants (i.e. pumps, valves, fans and lights).
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2.3 ACSGS, DCGS and AC/DC PDCS Main Components

2.3.1 ACSGS Main Components
The baseline ACSGS comprises the following main components:
 Two AC Starter-Generators (GEN1 and GEN2)
 One APU Generator (APU GEN)
 Two Starter Generator Converter (or Control) Units (SGCU1 and SGCU2)
 One APU GCU Generator Control Unit (APU GCU)
 One Start Rectifier Unit (SRU)
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2.3.2 DCGS Main Components
The baseline DCGS comprises the following main components:
 Three 28VDC Transformer Rectifier Units (TRU1, TRU2, TRU APU) called also Voltage
Converter Units (VCU1, VCU2, VCU3)
 One Main Battery (MAIN BATT)
 One Auxiliary Battery (AUX BATT) (Kit)
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2.3.3 AC/DC PDCS Main Components
The baseline AC/DC PDCS comprises the following main components:
 Two AC Power Distribution Units (AC PDU GENs and AC PDU APU)
 Two DC Power Distribution Units (DC PDU1 and DC PDU2)
 Two Circuit Breaker Panels (CBP1 and CBP2)
 One ECS Circuit Breaker Panel (ECS CBP)
 One Control Pane (EPGDS CP)
 Set of 115Vac and 28Vdc external power components
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2.4 SSEPMS Architecture

2.4.1 SSEPMS Architecture
The SSEPMS is the Solid State Electrical Plant Management System that manages the
secondary electrical power distribution using the remote power distribution concept.
The scope of the overall system is to replace any circuit breakers and any control panels,
switches and relays related to basic airframe systems with assemblies containing Solid State
Power Controllers (SSPCs); this assemblies are referred as Remote Electrical Power Unit
(REPU). The REPUs distribuite the electrical power supllied by distribution units to the electrical
loads.
Two ECDUs (Electric Control Display Unit) act as supervisor of the entire SSEPMS interacting
with operators; aim of the ECDU is to control and monitor the REPUs and the electrical
systems.
The ECDUs receive commands from the crew, data from the aircraft system, in order to control
the SSPCs contained in the REPUs and report data about the SSPCs status.
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2.5 SSEPMS Main Components

2.5.1 SSEPMS Main Components
The SSEPMS is the helicopter Electrical Plant Management System that replaces breakers and
any mechanical switch used to handle the helicopter electrical power distribution and helicopter
basic plants (pumps, valves, lights, etc.).
 The ECDU (Electric Control Display Unit), the supervisor of the entire SSEPMS system is
composed of two displays (E-DUs) providing the interface with the crew and two
input/output modules (E-IOMs); they provide discrete and analogical outputs and inputs.
 Three REPUs (Remote Electric Power Unit), they take care about the electrical switching
operations; aim of the REPUs is to provide electric power to the Aircraft Equipment and to
protect the wirings from overcurrent and arching.The REPUs are powered by DC PDUs. On
the AW189 three REPUs are installed.
 Two Personality Modules (PMs), whose purpose is to store the configuration file, in case
that this is not already loaded into the IOM.
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2.6 EPGDS General Architecture

2.6.1 EPGDS General Architecture
2.6.2 EPGDS General Architecture

The system architecture of the EPGDS presented in the figure ensures the control of the power
generation and its distribution to the helicopter loads and monitors the power quality in order to
protect against failures that would jeopardize the safe system operation.
The AC 115Vac power with a nominal frequency range of 360Hz to 420Hz is provided by two
engine gearbox drive Starter Generators. The Starter Generators (GEN) are also serving as
engine starters.
An additional AC generator (APU GEN) is mounted on the APU engine which is the non-time
limited power source.
Each Starter Generator Control (Converter) Unit (SGCU) manages on side GEN. APU GEN is
managed by its APU Generator Control Unit (APU GCU).
APU can be started by its DC Starter powered by main battery bus dc voltage.
A single SRU is connected between SGCU1 and SGCU2 and that is used to convert AC power
into DC power (270V) for Main Engine Start (MES).
In normal mode of operation, the two Starter Generators (GEN) are operational; the APU GEN
is activated during failure modes that require back up AC power.
The output of the generators is distribuited by AC PDUs to power AC heavy loads (i.e. ECS or
ENG Air Intake A/Ice); a second portion of the output is converted into 28Vdc power by Voltage
Converter Units (VCU or TRU). AC PDU GEN contains AC MAIN BUS 1 and AC MAIN BUS 2.
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The two buses are segregated.

The DC power is then distributed via two Power Distribution Units (DC PDUs). DC PDU1 and
DC PDU2 are connected to CBP1, CBP2 and ECS CBP, thus that is possible distribute
electrical power to the final equipments fed by emergency buses. DC PDU 1 contains DC MAIN
BUS 1 and MAIN BATT BUS. DC PDU 2 contains DC MAIN BUS 2 and APU BUS.
A control system implemented in the SGCUs and the AC/DC PDUs ensures the continuity of
power to the Emergency Buses of the helicopter during normal and abnormal modes.
REPU 1, REPU 2, REPU3 are connected to DC PDU 1 and DC PDU 2 thus that is possible to
distribute electrical power to the final equipments fed by buses (main buses, essential buses
and non-essential buses).
The distribution via the Essential and Non Essential buses is ensured on a priority basis during
failures of the main power sources.
The REPUs and CBPs protect wiring from over-current or other faults. Each CBP contains the
following busbars:
 Emergency Bus
 Switch Battery Bus
 Hot Battery Bus
Each REPU is divided in two channels, channel A and channel B. Each REPU has physical
separation and segregation between the two channels. The REPUs contain:
 Essential Bus Bars
 Main Bus Bars
 Non Essential Bus Bars
A Main Battery (17Ah) and Aux Battery (17Ah) (if installed) are connected in parallel with the
TRUs for charging. The battery serves as power source for APU starting and also as a time
limited power source for the emergency loads.
The switching logic control for the system reconfiguration resides in the SGCUs and the PDUs
and it is based on reacting to signals monitoring the power sources availability.
On ground, AW189 could be powered by Ground Power Units (AC GPU or/and DC GPU).
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2.7 Electrical Loads Distribution

2.7.1 DC Electrical Loads Distribution
Electrical power loads distribution is provided by several buses.
AC PDU GEN contains AC MAIN BUS 1 and AC MAIN BUS 2. The two buses are segregated
AC PDU APU contains AC APU BUS.
The AC Bus Bars are classified as follow:
 AC MAIN Bus 1: powered via Generator 1 (Eng. 1).
 AC MAIN Bus 2: powered via Generator 2 (Eng. 2).
 AC APU Bus: powered via APU Generator or via AC External Power.
DC PDU 1 contains DC MAIN BUS 1 and MAIN BATT BUS.

DC PDU 2 contains DC MAIN BUS 2 and APU BUS.
CBPs and REPUs provide power distribution and protection for all dc electrical loads.
The DC Bus Bars are classified as follow:
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 NON ESSENTIAL Bus Bars (1, 2, 3 and 4): all these bus bars are lost in case of one
generators failure (a manual override via ECDU is available). If the APU will come online,
all these bus bars return available and the electrical system is considered as per normal
condition.
 MAIN Bus Bars (1, 2, 3 and 4): the Main bus bars 1 and 3 are lost in case of generator 1
failure but the Main bus bars 2 and 4 are still available. In the same way the Main bus bars
2 and 4 are lost in case of generator 2 failure but the Main bus bars 1 and 3 are still
available. A manual BTC closure is possible via ECDU.
 ESSENTIAL Bus Bars (1 and 2): always powered with at least one generator online. When
Main Battery is the only electrical power source available, this cannot supply these bus bars
.
 ECS BUS bars (1 and 2): always powered with at least one generator online. When Main
Battery is the only electrical power source available, this cannot supply these bus bars.
 EMERGENCY Bus Bars (1and 2): always powered via generators or Main Battery.
 HOT BATTERY Bus Bar 1: always powered, directly from Main Battery.
 SWITCH BATTERY Bus Bar 1(2) is always powered via Alternators or Main (Aux) Battery if
the Battery Master Switch is set to ON position. The main purpose of the SW Main Batt Bus
is to feed the accessoris of the APU.
When Main Battery is the only electrical power source available, this supplies only the
Emergency, Hot and Switch Battery Bus Bars.
The EPGDS is protected against failures in the generation sources during both starting and
generation modes and also against impedance faults in the power distribution system and
aircraft wiring. The protection functionality is allocated to the SGCU, the APU GCU and Circuit
Breakers which directly feed the loads from the power distribution buses.
The protection system design ensures selectivity of protection(only the faulted area is isolated
without impact on the rest of the system). The Main Generators are mainly protected by
functionality implemented in the SGCU; the APU Generator is protected by its own GCU. The
protection of the distribution system is implemented in the Power Distribution Panels with control
signals originating in the SGCU. The SGCU acts to protect the power distribution system via
monitoring the status of the system and the load current flow. Whenever an abnormal current
level is detected, the SGCU will dispatch an Overcurrent signal to isolate the failed bus and
reconfigure the system so that the continuity of power is guaranteed.
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3 Electrical System Components

3.1 Location and Description of the EPGDS Main Components
3.1.1 EPGDS Main Components Location
The EPGDS components are installed in several areas: nose compartement, overhead panel,
interseat console, rear fuselage, etc.
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3.2 Location and Description of the SSEPMS Main Components

3.2.1 SSEPMS Main Components Locations
SOLID STATE ELECTRICAL PLANT MANAGEMENT SYSTEM
The scope of the overall system is to replace the circuit breakers panel and the most of control
panels, switches and relays related to basic airframe systems with assemblies containing Solid
State Power Controllers (SSPCs), two dedicated Display Unit (E-DUs) and using the Remote
Power Distribution concept.
The SSEPMS components are installed in several areas: nose compartement, overhead panel,
interseat console, rear fuselage, etc.
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3.3 Location and Description of the GEN1 and GEN2

3.3.1 Starter-Generators
The starter generator number 1 (GEN1) is installed on the accessory gearbox of the engine
number 1 .
The starter generator number 2 (GEN2) is installed on the accessory gearbox of the engine
number 2 .
They are attached to a starter-generator mount-flange through a V-band clamp. Thus you can
remove and install the starter generator quickly.
The main functions of the Starter-Generator (GEN) are to:
 convert electrical power to mechanical torque during main engine starting (MES)
 provide Variable Frequency (VF) AC power for AC loads and for conversion to 28Vdc
power
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3.3.2 Starter-Generator
Power is transmitted to the generator through a splined shaft that engages the output from the
gearbox. The generator incorporates a fan mounted at the opposite end from the QAD,
assembly that provides a forced air flow axially through the rotor and starter windings prior to
exhaust from the machine. In addition to the fan, a diffuser is used to direct high velocity air from
the fan into the generator cavity. This diffuser provides for a smooth transition, thereby reducing
turbulent air losses. This air flow also serves to cool the bearings supporting the rotor and
maintain acceptable operating temperatures. Air for this purpose is drawn from outside the
engine bay through NACA vents.
Low current connections are made using a circular connectors (J1 and J2) while high power
three-phase output connections are made to studs mounted on a terminal block. The generator
also incorporates a bi-metallic temperature sensor accesible through the plate.
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The AC Starter-Generator is an electromagnetic rotating machine capable of converting engine

input mechanical torque into output electrical power and viceversa. The generator is a brushless
synchronous, two bearing, salient pole, air cooled generator to mate with a transmission
gearbox operating at relatively constant speed.
The EPGDS is designed to provide generated 115/200Vac, 360Hz to 469Hz, three-phase
power from each generator at full performance, with generator rotor-shaft speed from 10,800
rpm to 14,071 rpm. The generated output power from each generator is rated to provide the
following, (from 360Hz to 469Hz), as measured at the 115Vac main POR:
 25kVA continuously (rated current of 72.5A)
 37.5kVA overload for 5 minutes
 45kVA overload for 5 seconds
 217.5A short circuit for 5 seconds (300% of rated current)
Mounted in the neutral lines of the windings within the generator is situated a three phase
current transformer that provides current information to the SGCU. The generator also
incorporates a bi-metallic temperature sensor that closes a set of contacts and provides
continuity through two pins on the interface connector when the temperature of the machine is
excessive.
The generator operates under the control of the Starter Generator Control Unit (SGCU) which
monitors system operation and provides the necessary excitation to the generator to produce
AC power output.
Generator mode
When the machine is rotated, the PM rotor magnets induce a three-phase AC voltage in the
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stator of the PMG. This voltage is fed into the voltage regulator of SGCU, where it is rectified,
conditioned, and fed back into the exciter field winding. The dc current induced in the exciter
field winding serves to set up a static magnetic field in the main generator rotor. In turn, this
magnetic field serves to induce the three-phase ac voltage in the main stator windings.
Starter mode
The Engine FADEC issues a Start Enable command to the SGCU to initiate the start
sequence.The SRU converts the 115Vac power to a 270Vdc power to be used by the SGCU.
On receiving the start command, the SGCU applies a variable voltage variable frequency power
wave to the main stator of the S/G trough the AC PDU GEN and an ac controlled current to the
S/G exciter machine in order to drive the SG providing the starting torque. The interaction
between the two fields generates the rotation of the S/G machine and is controlled by the
internal microprocessors of the SGCU. The SG will behave like a starter motor and will turn the
engine. Ignition is applied when light-off speed is reached. When ignition is successful, the
engine becomes self-sustaining and rapidly accelerates to operating speed. The FADEC will
determine the point at which the SG will terminate the start cycle and remove the start
command from the SGCU; if not removed, then the SGCU will automatically terminate starting
at fixed rpm.
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3.4 Location and Description of the SGCU1 and SGCU2

3.4.1 SGCU 1 and SGCU 2 Locations
The two SGCUs are located in the rear fuselage under the cargo compartment. The SGCUs are
installed in the rotorcraft by means of mounting feet that interface directly with the rotorcraft
structure.
The main funcions of the Starter Generator Converter Unit (SGCU) are to:
 Convert 270Vdc electrical power to variable voltage variable frequency power during MES
 Regulate voltage output during power generation
 Control the charging of the MAIN and AUX batteries
 Provide AC and DC bus power controls
 Perform BIT and protective functions
 Communicate with the AMMC and ECDU
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3.4.2 SGCUs Functional Description
The SGCU is a sensorless controller that controls the S/G for power generation and main
engine start (MES). It controls and manages also the contactors inside the AC PDU. It has six
operational modes:
 Power Up
 Standby
 Idle
 Start
 Generate
 Fail Safe
The SGCU 1(2) is powered by emergency bus 1(2) located in CB 1(2).While in generation
mode, if the 28Vdc bus power is not available, the SGCU derives the necessary internal
controls and excitation power from the S/G PMG 3-phase power.
SGCU receives 270Vdc from the SRU in the start mode. The SGCU receives two points of
regulation (POR) voltage measurements. One POR is the dc output voltage from the VCU (POR
28Vdc POR). The other POR is the three-phase ac voltage input at the AC PDU (115Vac POR).
The SGCU receives signals from three-phase current sense S/G, three-phase current sense
between the AC GEN to ACPDU, shunt sensor from VCUs, shunt sensor from DC battery
current, VCUs status.
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The SGCU provides BITE (Built-In-Test Equipment) functions for the diagnosis of its health and
to detect functional and interface failures during power up and normal operation. The BITE for
the SGCU is implemented at the system level and the equipment level. System level BITE can
verify those interfaces and functions that exist between the S/G and other systems. Equipment
level BITE can verify the functional integrity of the SGCU in addition to the internal interfaces.
The SGCU reports all failures to AMMC 1 and 2
The SGCU provides ARINC 429 data bus interface to AMMC and ECDU, which consists of one
ARINC transmit channel and two receiver channels.
Power Up Mode
The SGCU goes to power up mode when 28Vdc power is applied to the SGCU. In this operating
mode, the SGCU tests the I/O and hardware configuration. If hardware devices passed the test,
SGCU goes to Standby Mode, otherwise, SGCU goes to Fail Safe Mode.
Standby Mode
In Standby Mode, the SGCU is waiting for the Start command to perform Main Engine Start.
While MES command is not received, the SGCU executes continuous BIT (CBIT), If a BIT test
is failed, SGCU goes to Fail Safe Mode.
Start Mode
The SGCU is capable of performing the S/G start from either external ac, opposite S/G or APU.
In accordance with the power sources, the SGCU controls the associated contactors for
supplying power for the S/G start operation. When the SGCU receives the command to start
from the FADEC, it opens GNC contactor and VCUC contactor inside the AC PDU GEN,
disables ECS system, closes the contactors HVDCC inside the SRU in order to receive the
270VDC. The SGCU converts the 270Vdc into PWM waveforms through three phase DC/AC
inverter. The Exciter Power Relay (EPR) allows the S/G exciter to be connected to the single
phase inverter The SGCU uses the 270Vdc to generate a single-phase constant frequency
exciter current to accelerate the S/G to the cut off speed. When S/G reaches the cut off speed,
the SGCU is ready for transitioning to generate mode. The SGCU determines starting cycle
failure based on the duration of the acceleration. The SGCU will terminate the Start mode, if the
contactor is failed. When Start command is off or completed, SGCU will deactivate and disable
its engine starting controls and power circuit, open HVDCC contactors, gate off the power
devices and disconnect the 270Vdc input power to the SGCU. In Start Mode, the SGCU
executes continuous BIT (CBIT).
Idle Mode
The SGCU opens the associated contactors from the power sources and closes the contactor
GNC. In idle mode, the SGCU disables both three-phases and single-phase inverters. The
communication and BIT tests remain active. When the S/G speed reaches generating speed,
and passed all BIT tests; the SGCU is ready for transitioning to Generate Mode. If BIT is found
failed, the SGCU goes to Fail Safe mode.
Generate Mode
In Generate Mode, the SGCU closes the contactors GNC. The EPR allows the S/G exciter to be
connected to the voltage regulator. The SGCU converts S/G PMG power to S/G exciter
regulation power to regulate the output power from the S/G. The SGCU controls the S/G
excitation field and regulate the S/G three-phase output voltages. The SGCU uses the discrete
signals to manipulate the power generation sequence and to monitor the operations and to
reconfigure the distribution buses. The SGCU closes VCU contactor, if S/G speed is greater
than pre-set rpm. During power generation, the SGCU provides steady state voltage trimming of
the 28 Vdc output of the VCU at the 28Vdc bus (which is located inside each DC PDU). By
regulating the ac output voltages of the S/G, the SGCU shall trim the VCU dc output and the
charging current to the battery. The SGCU executes continuous BIT (CBIT). If any critical fault is
detected the SGCU goes to Fail Safe Mode.
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Failsafe Mode
If any critical fault is detected in Idle, Start or Generate Mode, the SGCU goes to Fail Safe
Mode. SGCU will de-activate the inverters and open all the contactors, in order to isolate the
faults from propagation. The fault status and operating condition is reported to AMMC/ECDU
through ARINC 429.
CROSS STARTING
The SGCU is capable of rectifying the AC power from the S/G and providing dc voltage for
cross starting the other S/G system. During power generation, the SGCU converts the 3-phase
115Vac power from the S/G to 270Vdc power providing dc voltage for cross starting the other
S/G system. When the Start command for the remote SGCU is activated, the local SGCU that is
in generating mode provides electrical power for cross start if there are no other electrical
sources During the cross start operation, the local SGCU disables the ECS and close the main
dc bus contactor.When the Start command for the cross start is completed, the local SGCU
opens the dc bus contactor and activates the ECS.
The SGCU incorporates, in addition to the voltage regulation and contactor control, a number of
protection features designed to protect the system from damage in the event that abnormal
conditions occur.
Overvoltage protection
The SGCU de-energizes and disconnects the Generator from the load bus before the voltage
exceeds the limits defined.
Undervoltage protection
The SGCU de-energizes and disconnects the Generator from the load in the case of
undervoltage. The function requires the voltage to fall below a preset value for a minimum time
period.
Anti-Cycling protection
The SGCU prevents cycling the system when a fault exists. When a fault occurs, the system
trips, and remains tripped until the control switch is operated to the reset position.
Underfrequency protection
The SGCU provides for the generator to be disconnected from the load bus and to be
deenergized when the generator frequency falls below 240Hz. Reconnection of the generator to
the load bus occurs automatically on rising frequency at 360Hz unless the SGCU had been
previously tripped off-line by another system protective function.
Feeder Fault protection

The SGCU provides for the generator to be disconnected from the load bus and to be
deenergized when the differential current on any phase exceeds 20 ? 2 Amps. Prior to
deenergizing the generator, the SGCU will try to isolate the fault to the ECS or the VCU which
are the main loads.
Indication Functions.
The SGCU provides also output signals for the use of the Warning and Caution indication of the
rotorcraft:
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3.5 Location and Description of the SRU

3.5.1 SRU Location
The SRU is located in the rear fusolage under the cargo compartement.
The main functions of Start Rectifier Unit (SRU) are to:
 Rectifies 115Vac power into 270Vdc output for MES
 Houses contactors for control of 270Vdc power into and from the SGCUs.
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3.5.2 SRU Description
The SRU interfaces with the following equipments in the system:
 AC PDU APU
 SGCU 1
 SGCU 2
 ACXPC (see AC External Power Description)
 ACXPS (see AC External Power Description)
 CP (see AC External Power Description)
 CBP 1 (see AC External Power Description)
 Power Export Switch (see AC External Power Description).
The SRU is capable of passively rectifying input AC into output DC and distributing the power to
SGCU for the MES, to accommodate the start of one engine followed by the start of the second
engine.
It is possible performing the SG starting from either external ac, opposite S/G or APU. In
accordance with the power sources, the SGCU controls the associated contactors for supplying
power for the S/G start operation. The SGCU closes the contactors HVDCC inside the SRU in
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order to receive the 270VDC.

When Start command is off or completed, SGCU opens HVDCC contactors.
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3.6 Location and Description of the AC PDU GENs

3.6.1 AC PDU GENs Location
The AC PDU GENs is located on the roof inside the rear fuselage.
The main functions of the AC Power Distribution Unit for the Starter-Generators (ACPDU GENs)
are to:
 Contain power contactors for Starter Generator 1 andStarter Generator2
 Distribute AC power to TRUs and ECS loads in segregated channels
 Protect power feeders and load feeders
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3.6.2 AC PDU GENs Description
The AC Power Distribution Unit Generators provides 115Vac power distribution, protection,
controls, and monitoring.
The AC PDU GEN contains power contactors for SG 1 and SG 2, distributes AC power to VCUs
and ECS loads in segregated channels, protects power feeders and load feeders. The AC PDU
GEN shall contain two fire-walle.
The AC PDU GEN interfaces with the following equipments in the system:
 SG 1
 VCU 1
 SGCU 1
 ECS Panel 1
 S/G 2
 VCU 2
 SGCU 2
 ECS Panel 2
It cointains components like the Ground Contactor for each SG to be switched ON during the
starting process of the engines and like the Current Transformers used by SGCUs to sense the
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current flown from AC busses to VCU. The contactor GNC is driven by SGCU, it remains open;
such that the neutral of the S/G is floated, during the Start Mode. In Generate Mode the SGCU
closes the contactors GNC.
The AC PDU GEN receives three phase 115 Vac power from S/G1 and S/G2, or from SGCU1
and SGCU2 for MES.
Circuit breakers protects their downstream components from damages tripping in case short-
circuit fault external to the AC PDU GEN.
Contactors VCUC1 and VCUC2, controlled by SGCU1 and SGCU2 respectively, are used also
to protect the feeders downstream of them. The downstream components are protected from
damage, in case of a short-circuit fault external to the AC PDU GEN, by the trip characteristic in
the SGCU; SGCU disconnects VCU opening VCUC.
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3.7 Location and Description of the APU GEN

3.7.1 APU GEN Location
The 25 kVA generator (APU GEN) is mounted on the gearbox drive pad.
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3.7.2 APU GEN Description
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The 25KVA APU Generator (PN 8G2420V00151) is part of the Electrical Power Generation and
Distribution Subsystem (EPGDS).
Each AW189 helicopter has one GEN installed on the APU Engine. The GEN is designed to
output a nominal voltage of 115/200 VAC, 400 Hz output frequency.
The main purpose of the GEN is to provide:
 On ground, the electrical power to start the engines and generate the electrical power on
the helicopter.
 In flight, it is used as a non time-limited AC emergency power source, if the APU is

operational.
The Generator is installed on the APU engine through its quick attach detach assembly (QAD)
and V-Band Clamp Assembly. A mechanical shear section is incorporated between the GEN
driving spline in the accessory pad and the GEN rotor shaft.
The Three-phase Brushless APU Generator is an air cooled, brushless synchronous machine
consisting of three-stages: A main generator; an exciter generator; a permanent magnet
generator (PMG). The GEN includes current transformer (CT) on each of the three GEN output
return phases that indicates the current flowing in each phase (for Over-Current and Differential
Current protection).
The GEN is designed to provide its own air cooling, drawing air from the outside of the aircraft,
and rejecting air back to the outside of the aircraft, via the aircraft GEN cooling ducts connected
to the GEN air inlet and outlet
The GEN is interfaced with AC PDU APU and Digital Generator Control Unit (DGCU)
electronics unit.
The GEN is designed for a normal steady-state operating speed range of 11,400 RPM to
12,600 RPM The GEN provides 3-phase, 4-wire output wye-connected.
The GEN is capable of delivering the right electrical power to SRU trough AC PDU APU for
engine start and the right electrical power to VCU 3 trough AC PDU APU.
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3.8 Location and Description of the APU GCU

3.8.1 DGCU Location
The APU GCU is located on the roof inside the main cabin.
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3.8.2 DGCU Description
The APU Generator Control Unit (APU GCU) is parts of the Electrical Power Generation and
Distribution System (EPGDS).
The DGCU is used with the 25Kva APU GEN.
The APU GCU consists of a self-contained unit Digital Signal Processor (DSP) based controller,
which provides voltage regulation, control and protection for the generator and built in test (BIT)
functions. In addition it monitors the AC Bus Bar connection and fault annunciation for APU
GEN. The DCGU is designed to be interfaced with AC PDU APU and APU GEN. The DGCU
maintains nominal 115V rms at the Point Of Regulation (POR).
The DGCU receives the following inputs signals:
 PMG power (from the generator).
 28 VDC back-up power.
 CTs signals (CTs inside the generator and CTs inside the AC PDU APU)
 Generator three phases monitoring
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 Generator Switch positions.
 Generator line contactors status
The DGCU controls the Generator output voltage and performs the following protection
functions:
 Under voltage
 Over voltage
 Under frequency (on ground only)
 Anti cycling
 Differential Protection
 Over current
 Current unbalance
 Dead bus sensing
The DGCU monitors the 3-phase POR voltage for voltage regulation, overvoltage and
undervoltage fault detection, the 3-phase generator and feeder currents for bus faults, and PMG
phase A frequency for generator speed sensing. Upon detection of a failure, the DGCU
disconnects the field current from the generator, commands the contactor to disconnect the load
bus from the generator, and annunciates the failure. The DGCU is powered by the nominal
1200Hz three phase Permanent Magnet Generator of the alternator. The characteristics of this
supply are such that at minimum speed of 10800 rpm the No Load Line to Line voltage is 25-
26Vrms. This power is internally rectified and transformed to provide power for DGCU circuitry,
contactors control and generator exciter field. The DGCU uses the highest of 3-phase PMG
power and 28Vdc backup power for internal control and protection circuitry. The DGCU
automatically de-energizes the generator and disconnect the generator from the load bus when
the OV, UV, OC, UF or Feeder fault (FF) is detected.
The DGCU detects the Overvoltage fault when any one of the POR phase voltage exceeds the
voltage and time limit defined.
The DGCU detects the undervoltage fault when any of the POR phase voltage is less than 100V
rms 3.5–5.0 Sec. The DGCU disables the undervoltage fault detection during the
underfrequency and short-circuit conditions.
The DGCUl detects Feeder Fault when the difference between generator current of any one
phase and load current of the same phase measured at AC PDU APU exceeds 25.0 ± 5.0A for
200 ± 20ms. With the Weight-on-wheel signal active (on ground operation), the DGCU provides
the generator to be disconnected from the load bus when the POR frequency drops below
335Hz ± 10 Hz for a period of 3 ± 1 seconds With the Weight-on-wheel signal not active (in flight
operation), the DGCU provides the generator to be disconnected from the load bus when the
POR frequency drops below 283Hz ± 10 Hz for a period of 3 ± 1 seconds Pickup value shall be
at least 10 Hz greater than drop out level and before the frequency exceeds 350 ± 6 Hz. The
DGCU detects a generator power off when the POR frequency drops below 218Hz ± 10 Hz or
PMG_rectified voltage is less than 27V and provide the generator to be de-excited. The DGCU
shall detect a Current Unbalance if the difference between the rms currents in any two phases
exceed 160± 10 amperes for 5 -0,5s
Anti-cycling shall be provided to prevent generator cycling in case of failure.
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The DGCU shall provide the generator to be de-energized and disconnected from the bus bar,
within 200 +-20 milliseconds, when the average of the three phase voltages on the AC BUS is
less than 55Vrms or the highest phase voltage on the Bus Bar is less than 70Vrms
The generators with the associated DGCU shall be capable to provide its performance at an
input speed range and then output frequencies as detailed in the following table
The 28Vdc back-up shall supply the DGCU circuitry during the following operations: - PBIT
phase. - Ground operation with engines not running. - Failure on PMG when in flight operation
(warning indications). The DGCU provides caution and maintenance indications output by a
ARINC429 line.
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3.9 Location and Description of the AC PDU APU

3.9.1 AC PDU APU Location
The AC PDU APU is located on the roof inside the main cabin.
The main function of the AC PDU APU are to:
 Distribute AC power to the Start Rectifier Unit for MES
 Contain power contactors to APU Generator
 Contain the AC APU Bus
 Distribute AC power to TRU and ECS/HEATER loads
 Protect power feeders and load feeders
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3.9.2 AC PDU APU Description
The AC Power Distribution Unit APU provides 115Vac power distribution, protection, controls
and monitoring. This includes power export (to adjacent helicopter) or external power import in
ground operation.
The AC PDU APU prevents the simultaneous connection of internal APU 115Vac power and
external 115Vac power to the MAIN AC LOAD BUS 2 located in the AC PDU APU.
The AC PDU APU is installed in Avionic Bay.
The AC PDU APU interfaces with the following equipments in the system:
 APU GEN
 AMMC
 APU GCU
 APU ECU
 ECS Panel 1 (option)
 ECS Panel 2 (option)
 SGCU 1
 SGCU 2
 SRU
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 VCU 3
 ACXPC
 CBP 1
 Power Export Switch
 ACXPR
 DC PDU 2
 De-Ice Unit (provision)
The AC PDU APU receives three phase 115 Vac power from APU GEN or 115VAC External
Power.
The AC PDU APU provides protected function-controlled output AC power at the output power
terminals and connector contacts.
The AC PDU APU provides the analog output signals (CT, voltage POR).
Circuit breakers and their downstream components are selected such that a short-circuit fault
external to the AC PDU APU results in the circuit breaker tripping and the downstream
components in the AC PDU APU being protected from damage.
Contactor AGC, controlled by the APU GCU, is used to protect the feeders downstream of it.
The downstream components is selected such that a short-circuit fault external to the AC PDU
APU, protected by the trip characteristic in the APU GCU, results in the downstream
components in the AC PDU APU being protected from damage.
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3.10 Location and Description of the TRU1, TRU2 and TRU APU
3.10.1 VCUs Locations
TRANSFORMER RECTIFIER UNIT
The main function of TRU (or VCU) is to :
 Convert 115/200Vac into 28Vdc whenever there is 115/200Vac upstream
The TRU1 and the TRU2 are located on the roof inside the main cabin. The TRU APU is located
on the roof inside the rear fuselage.
The TRUs are self cooled by an integral fan.
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3.10.2 VCU1 Description
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3.10.3 VCU 2 Description
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3.10.4 VCU 3 Description
The Voltage Conversion Unit is in principle a transformer plus a rectifier unit.

VCU converts 115/200VAC into 28Vdc.
The nominal input to the VCU is 115/200V, 3-phase, wye-connected, 3-wire, variable frequency
power, normal input frequency range is 340-420 Hz. VCU provides the output with the following
power quality characteristics: steady state voltage between 27.5 Vdc (TBC) to 29 Vdc (TBC)
when output current is between 30% IN and 100% IN in all environmental condition.
The VCU is rated for 300A continuous loading capability, 450A for 2 minutes and 900A for 5
seconds.
A temperature sensing device is installed in the VCU to provide continuity between two pins on
an output connector during over-temperature conditions.
The auxiliary output of VCU is 22 ± 2 Vrms nominal when the input and output power are in
steady state limits.
All VCU having the same part number are easily interchangeable.
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3.11 Location and Description of the Batteries

3.11.1 Main Battery Location
The main battery is located in the nose avionic bay.

The battery incorporates means to mount the battery to the airframe through secure tabs that
form part of the battery case cover. The case is essentially a steel box with the cover removable
in order that individual components within the battery can be serviced. The battery case
incorporates vent ports with provision to attach suitable tubing in order to route any outgased
materials to a containment vessel and overboard.
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3.11.2 MAIN BATT Description
The battery used on the helicopter is a Nickel-Cadmium battery. This type of battery is offers a
high power density with relatively low maintenance.
A characteristic of NiCd batteries that lends itself well to airborne applications, is its relatively flat
voltage curve under discharge conditions, thus supplying to aircraft services a constant potential
through the majority of the discharge cycle.
The NiCd main battery and auxiliary battery (if installed) provides the self-contained electrical
reserve. The rotorcraft flight essential electrical components are powered by the batteries to
maintain continued safe flight and landing in the event of a total electrical generation failure.
The battery is used for APU start as well as helicopter on ground electrical system supply and in
flight as an emergency power supply for flight critical equipment.
When external power is not available, the battery is used for starting the APU. To inhibit
charging and allow unattended ground operation, the battery can be manually disconnected
from the charging source when external power is applied. Battery power is distributed to aircraft
loads through DC PDU commonly used by the normal generation system in order to provide
backup to those essential loads.
The nominal terminal voltage of the battery is 24 Vdc. The rated capacity of the battery is a
minimum of 17.0 Amp Hours. The battery is float charged from the main battery bus at a
nominal voltage of 28.5Vdc which is the output voltage of the VCU connected in parallel on the
same bus.
The battery contains two internal temperature sensors placed at differing locations within the
battery cells to give an indication of the cell temperature, wired to an external connector placed
within the battery. Internal battery temperature sensing is achieved through a bi-metallic
temperature switch. Both sensors are dry contact heat sensitive switch type to indicate unsafe
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temperatures allowing adequate time to disconnect the battery.

The switches are set at 71.11 °C.
The switch is readily accessible for de-installing in order to check its integrity and functionality.
The battery will be monitored by AMMC1 and AMMC2 via discrete signals.
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3.12 Location and Description of the DC PDU1 and DC PDU2

3.12.1 DC PDU 1 and DC PDU 2 Locations
The two DC PDUs are located on the roof inside the main cabin.
The main functions of the DC PDUs are to:
 Distribute DC power to Circuit Breaker Panels and to Remote Electrical Power Units
 Protects power feeders and load feeders
The DC PDU1 and 2 incorporate contactor switching logic, contactor command and status
monitoring, main bus input current monitoring, bus voltage monitoring, overcurrent and
over/under voltage protection. The panels include additional components like auxiliary relays
that execute the control logic required for the reconfiguration of the buses during the normal and
abnormal modes of operation of the helicopter.
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3.12.2 DC PDU 1 Description
DC PDU1 supplies power directly to the largest DC load, which is the DC Starter for the APU.
DC PDU1 also provides a port for 28Vdc external power, required for ground operation.
Battery Master Switch allows SWBB1 contactor closure. The reley of this contactor, located
inside the DC PDU 1 , is energized by the HOT BATT BUS 1 through the SW BATT BUS CB
located in CBP1.
DC PDU1 includes two main buses, the DC Main Bus1 and the Main Battery Bus. The two
buses are tied via contactor BTC1. The main aircraft battery connects to Main Battery Bus via
its dedicated connector BATC1.
MAIN BATT: Main Battery switch allows MBATC1 contactor closure. The contactor can be
closed only if the relevant relay, located inside the DC PDU 1 is energized by HOT BAT BUS 1
trough MAIN BATT CB in CBP1 and the BATT MATER SW is closed as well In addition to the
input power from the left main VCU1, the left side DC PDU1 receives DC External Power and
accommodates its contactor DCXPC.
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3.12.3 DC PDU 2 Description
DC PDU2 includes two main buses, the DC Main Bus2 and the DC APU Bus.
The two buses are tied via contactor BTC2.
BATT MASTER: Battery Master Switch allows SWBB1(2) contactor closure. The reley of this
contactor, located inside the DC PDU 1(2), is energized by the HOT BATT BUS 1(2) through the
SW BATT BUS 1(2) CB located in CBP 1(2).
An optional Auxiliary connects to DC APU Bus via its dedicated connector BATC2. From this
same bus, contactor BTC4 enables transfer of DC power from side to side. In addition to the
input power from the right main VCU2, the right side DC PDU2 receives APU VCU Power and
accommodates its contactor VCUC3.
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3.13 Location and Description of the CBP1 and CBP2

3.13.1 CBP1 and CBP2 Locations
The two Circuit Breaker Panels (CBP) are installed on the overhead console.
The purpose of the Direct Current Circuit Breaker Panel (DC CBP) is to protect direct current
distribution lines against overloads. They protect power feeders/load feeders from overcurrent
and short circuit. It contains CBs for the power utilization equipment. The Panel provides
accessibility to crew for resetting CBs associated with essential, emergency and battery bus
loads
Each CBP have physical separation and segregation between the EMERGENCY BUS, the SW
BATTERY BUS and the HOT BATTERY BUS.
Circuit Breaker Panels 1 (CBP1) and 2 (CBP2) will protect the 28Vdc emergency and
battery bus loads, and their distribution feeders from over-current (short-circuit).
The CBP1 shall interface to DCPDU1 and CBP2 shall interface to DCPDU2 for power input
and to loads via power connectors.
The CBP1 shall contain the following rated busbars:
50A Emergency Bus 1
35A Switched Battery Bus 1
20A Hot Battery Bus 1
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The CBP2 contains the following rated busbars:
50A Emergency Bus 2
35A Switched Battery Bus 2
20A Hot Battery Bus 2 (space provisional only)
Each CBP shall have physical separation and segregation between the EMERGENCY BUS, the
SW BATTERY BUS and the HOT BATTERY BUS. CBPs is designed so that they can be easily
removed from their mounting positions. The CBPs is designed to be natural convection cooled
only, taking into account of the environmental conditions. The CBPs is designed to ensure the
easy mounting and easy removing of the protection devices and their wirings.
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3.13.2 ECS CBP Location and Description
Enviromental Control System Circuit Breaker Panel
The main functions of the ECS CBP are to:
 Protect the ECS Components supplied by 28V dc from over-current and short circuit
 Provide accessibility to crew for resetting CBs
The ECS CBP is installed on the overhead console
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3.14 Location and Description of the EPGDS CP

3.14.1 EPGDS Control Panel Location
3.14.2 EPGDS Control Panel Location

The EPGDS Control Panel is located in the interseat console.
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3.14.3 EPGDS Control Panel
3.14.4 EPGDS Control Panel Functional Description

The EPGDS Control Panel provides the crew means to control the operation of the EPGDS.
The Control Panel (CP) is an integrated switch panel assembly with the following switches:
 BATT MASTER: Battery Master switch (lever locked in "ON" position) allows SWBB1(2)
contactor closure. The relay of this contactor, located inside the DC PDU 1(2), is energized
by the HOT BATT BUS 1(2) through the SW BATT BUS 1(2) CB located in CBP 1(2).
 MAIN BATT: Main Battery switch (lever locked in "ON" position) allows MBATC1 contactor
closure. The contactor can be closed only if the relevant relay, located inside the DC PDU 1
is energized by HOT BAT BUS 1 trough MAIN BATT CB in CBP1 and the BATT MATER
SW is closed as well.
 AUX BATT (Optional): Auxiliary Battery Contactor switch (lever locked in "ON" position)
allows MBATC2 contactor closure. The contactor can be closed only if the relevant relay,
located inside the DC PDU 2 is energized by HOT AUX BAT BUS 2 trough AUX BATT CB
in CBP2 and the BATT MATER SW is closed as well.
 EMER GEN (Optional): DC Emergency Generator switch (lever locked in "ON" position)
switches on the generator
 EXT POWER DC: 28 VDC External Power switch allows DCXPC contactor closure
 EXT POWER AC: 115 VAC External Power switch allows ACXPC contactor closure.
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The panel is made with backlighting developed with LED technology. The panel backlight
control, located inside the panel, is powered from the 28Vdc and it ricieves 5V PWM from
Backlight Dimming Unit.
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3.15 Location and Description of the REPU1, REPU2 and REPU3

3.15.1 REPU1, REPU2 and REPU3 Locations
3.15.2 REPU1, REPU2 and REPU3 Locations

The REPU1 is located in front of copilot pedals.
The REPU2 is located in front of pilot pedals.
The REPU3 is located in the rear fuselage under floor.
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3.15.3 REPU1, REPU2 and REPU3 Description
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3.15.4 REPU1, REPU2 and REPU3 Description
The purpose of the REPU is to provide electric power to the aircraft equipment and to protect
the wirings from overcurrent and arching. Each REPU consists of two independent, physically
separated channels.
The scope of this unit in the system is to implement a secondary power distribution. The scope
of the overall system is to replace the circuit breakers panel and the most of control panels,
switches and relays related to basic airframe systems with assemblies containing Solid State
Power Controllers (SSPCs), two dedicated Display Unit (E-DU) and using the Remote Power
Distribution concept.
REPU l has the following functions:
 Turn ON/OFF a specified SSPC
 Turn ON/OFF a specified set of SSPCs
 Turn ON/OFF all SSPCs
 Disable a device to turn ON for maintenance purpose
 Turn OFF a set of predefined non-essential loads (loadshed)
 Turn OFF a set of predefined non-essential load in specified zone
 Reset a tripped SSPC
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 Reset a specified set of tripped SSPCs.
It is able to report the following data:
 Report the status of a specified SSPC (ON, OFF, Tripped due to overcurrent, Tripped due
to arc fault, LOCKED, BLOCKED, FAILED)
 Report the status of specified set of SSPC
 Report the status of all SSPCs
 Report average current drawn by Main bus (as SSPC currents sum) with 1A resolution, a
maximum refresh rate of at least 250 ms and 6% FS accuracy, where FS is the sum of the
selected FS of each SSPC
 Report average current drawn by Essential bus (as SSPC currents sum) with 1A resolution,
a maximum refresh rate of at least 250 ms and 6% FS accuracy, where FS is the sum of
the selected FS of each SSPC
 Report average voltage with 100mV resolution, 2% FS accuracy of the Main bus and a
maximum refresh rate of at least 250 ms
 Report average voltage with 100mV resolution and 2% FS accuracy of the Essential bus
and a maximum refresh rate of at least 250 ms
 Report the temperature of the REPU
 Report internal failure condition
 Report power buses failures
 Report loss of data flow from MCDUs
 Report REPU P/N
 Report REPU S/N.
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3.16 Location and Description of the ECDU

3.16.1 E-DU1 and E-DU2 Locations
3.16.2 E-DU1 and E-DU2 Locations

The two E-DUs are located in the interseat console.
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3.16.3 ECDU1 and ECDU2 Descrption
3.16.4 E-DU1 and E-DU2 Functional Description

The ECDU system is part of the helicopter Solid State Electrical Plant Management System
(SSEPMS)
The Display Unit (E-DU) constitutes the Human Machine Interface (HMI) and allows the crew to
interact with the system. The crew shall interact with the Electric Plant by means of a set of
pages providing the capability to manage the equipment power distribution
Each DU provides eight Functional Keys (FK), two Rocker Switches (Rocker Switch 1 and
Rocker Switch 2) and 12 LSKs.
The eight FKs are used as links to main function pages.
The Rocker Switch1 is used to browse parallel pages and Rocker Switch 2 to change DU
brightness.
The LSKs are used to implement all possible actual switches and trimmers installed on
helicopter panels and to browse pages and manages defined set of LSK key types.
The two IOM are connected together in a MASTER/STANDBY criterion in order to perform the
redundancy policy.
The E-DU 2 is powered by emergency bus 1 located in the cicuit breaker control panel 1and by
REPU 2.
The E-DU 1 is powered by REPU 1 and by REPU 2.
The two E-DUs comunicate with the two IOMs via ARINC 429.
In case of failure of one Display Unit and/or one Input and Output Module (IOM), the system is
still able to perform all functionalities.
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3.16.5 IOM1 and IOM2 Locations
3.16.6 IOM1 and IOM2 Locations

The two IOMs are located in the rear fuselage under floor.
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3.16.7 IOM1 and IOM2 Descrption
3.16.8 IOM1 and IOM2 Functional Descrption

In the ECDU system, the IOM unit identifies the active part of the system since it has in charge
to actually execute the software managing the basic helicopter plants.
Each IOM provides the following resources/capabilities:
 Discrete I/O.
 Analogue I/O.
 ARINC429 general purpose and dedicated communication channels.
 Non volatile storage capability (logging/configuration functions).
The two IOM are connected together in a MASTER/STANDBY criterion in order to perform the
redundancy policy.
Each IOM is double wired to each REPU and transmits data at the same time on both the lines.
The REPU is listening to both the ARINC 429 input lines and in case of missing data coming
from the designated main line it starts receiving from the secondary one.
In case of failure of one Display Unit and/or one Input and Output Module (IOM), the system is
still able to perform all functionalities.
The E-DUs receive commands from the crew, data from the aircraft sensors, data from the
Aircraft Monitoring Computer (AMC);system and data from the REPUs and control the SSPCs
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contained in the REPUs and report data about the SSPCs status trough the IOMs.
The IOM2 installed on the right side of the helicopter and that is always identified as MASTER
unit.
It gathers information from the DU, REPU, discrete and analogical channels, process the
collected data and set the output and display pages according to the results of the processing.
IOM1 is installed on the opposite side of the IOM2 and it is always identified as ACTIVE
STANDBY unit. It collects all input information like IOM2 (the Master), but it does not apply any
process to the input data. It will be aligned with the MASTER operations in order to become the
new MASTER in case of IOM2 failure.
Connected to each IOM there is also a component called Personality Module (PM).
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3.16.9 PM1 and PM2 Locations
3.16.10 PM1 and PM2 Locations

The two PMs are located in the rear fuselage under floor.
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3.16.11 PM1 and PM2 Description
3.16.12 PM1 and PM2 Functional Description

The ECDU is independent from the helicopter configuration. The information related to the
power-controlled peripherals and their connections are configurable in relation to the helicopter
where the ECDU has to be installed.
The configuration file is stored into a dedicated component called Personality Module (PM)
which is connected to each IOM and internally composed by a flash memory.
Each PM pair identifies a single helicopter and its electrical plant capabilities.
The PM is an independent component and can be installed/removed separately from the IOM.
The Configuration File contains all information relevant to:
 HMI definition (DU pages in terms of layout, key functionalities, colours, fonts)
 Link definition between physical resources and application (i.e. link between keys on DU
and I/O physical resources)
 Macro procedure definition (set of basic operations like "input get" or "output set" gathered
together in sequence in order to execute full macro functionalities).
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3.17 Location and Description of External Power Components

3.17.1 External Power Receptacles
The helicopter is provided with an external AC power receptacle and an external DC power
receptacle.
Both receptacles are located on the external right side of the helicopter.
The main functions of the set of 115Vac and 28Vdc external power components are to:
 Provide the capability of connecting external power AC and DC for ground operation
 Provide the capability of exporting 115Vac power for an adjacent helicopter
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3.17.2 AC External Power
The required power for the helicopter operation on ground can also be supplied by an AC
Ground Power Unit (GPU) trough the AC External Power Receptacle (ACXPR). The same
receptacle is also used for exporting power to another helicopter. The external power quality is
monitored by an AC External Power Sensor (ACXPS), it is energized closed when AC External
Power is present and within the limits. In this case the indication 'AC EXT PWR READY' is sent
to AMMC.
ACXPS is dirctly connected to the ACXPR. The Control Logic inside the SRU is mainly
composed by a relay (K42) chassis attached. The Contro Logic needs to be supllied by the Hot
Batt Bus that provides 28VDC. When Hot Batt Bus is powered and the helicopter is on ground,
the Export Relayis is energized. Setting to ON position EXT PWR AC switch on the APGDS CP,
you can provide AC XPC SWITCH signal to the Control Logic, in order to enable AC XPC
CONTROL signal to close the relevant contactor, then 'AC EXT PWR ON' indication is provided
to AMMC, SGCUs and ECS.
When AGC inside the AC PDU APU is closed, the signal AGC AUX 3 disables K42 Control
Logic to close ACXPC; AGC AUX 3 is used for APU GEN/AC External Power interlock.
When AC XPC is opened, AGC Enable signal provided to AC PDU APU enables the AGC
closure.
The Control Logic closes the ACXPC via ACXPC control line when:
 HOT MAIN BAT BUS is powered
 ACXPS is energized
 AC EXT PWR switch on the EPGDS control panel is setted to ON position
 WOW RLY is on GROUND position
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 Power Export Switch is in OFF position
 AGC inside the AC PDU APU is open, thet means the APU GEN is not connected to AC
Main Load Bus and AGC AUX 3 is a ground signal
The ACXPS disconnects the AC external power contactor (ACXPC), trough Control Logic inside
SRU, after 2 seconds ± 10% confirmation time if one of the following conditions is detected:
Incorrect phase rotation
Under voltage
Over voltage
Under frequency
Over frequency
Export Mode
The Export of Power functionality is required in order to be able to start the engine of a power
disabled helicopter from an adjacent helicopter. For this procedure, the two helicopters AC
External Power receptacles will be connected via a special cable. The APU power from the
active helicopter will be used to power up the SRU of the starting helicopter. With the SRU
powered, the starting helicopter will be able to start its own engine.
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3.17.3 DC External Power
The required VDC power for the operation of the aircraft on ground can also be supplied by a
DC Ground Power Unit. The external power quality is monitored by internal voltage sensors
located inside DC PDU1.
The DC External Power Contactor (XPC) Control Logic is really composed of a several relais
installed inside the PDU; these relais are connected in order to sense the quality of the external
power trough the control line in order to disconnect the external power in case of undervoltage
and/or overvoltage.
DC EXT PWR Receptacle CTRL signal provides 28 Vdc to internal circuitry, this signal is
monitored by the control logic that provides DC EXT PWR READY when the signal is within the
required voltage tolerance.
DC EXT PWR READY signal provides the indication to AMMC and the power to the EXT PWR
DC in the EPGDS CP when external power is available. Closing the EXT PWR DC switch, the
28 Vdc is provided to close DC XPC and therefore connecting the DC EXT PWR Input to the
Main Battery Bus.
DC EXT PWR ON IND is provided to AMMC and the DC XPC closed indication to both SGCU.
DC XPC VCU3 Inhibit signal is provided to DC PDU 2 in order to disable ATRUC when DC XPC
is closed.
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4 Electrical System Controls and Indicators

4.1 ECDUs General Controls and Indicators
4.1.1 ECDUs Controls and Indicators Overview
Display Unit overview
The Display Unit (DU) constitutes the Human Machine Interface (HMI) for the ECDU System
and allows the crew to interact with the system.
Each DU provides 8 Functional Keys (FK), 1 Rocker Switch (RS), 12 Line Soft Keys (LSK) and
one Annunciator Light.
The 8 FKs are used as links to main function pages.

The RSs are used one to browse parallel pages (RS 1) and one to change DU brightness (RS
2).
The LSKs are used to implement all possible actual switches and trimmers installed on
helicopter panels and to browse pages, manages a defined set of LSK key types.
The annunciator light provides FAIL indication in caso of DU failure.
In this case CAS List shows ECDU FAIL caution message.
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4.1.2 Title/Header/Dataline
Display Unit layout
The DU layout is logically organized in the following objects:
 Title Line. It is used as title for a HMI page.
 Data Lines. They are used to display actual I/O parameters values, to indicate an executive
action.
 Header Lines. They are used as title/description for related Data Lines.
 Scratchpad Line. It is used to display local error messages or aid messages to the operator.
 Caret ( < or > ) symbol. It can be present only on data lines.

If the caret is present in the inward direction, it indicates an active control (i.e. set an output
or execute a complex action). If the caret is present in the outward direction, it indicates a
‘goto’ page control. If the caret is not present, it indicates that no action can be performed
on the LSK (i.e. a display only information or a LSK temporary disabled)
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4.1.3 Key Types definition
Key Types Definition
The data lines usually contain dynamic data that are displayed based on key types using a set
of “dynamic display rules”. Here follows a description of implemented key types for ECDU HMI.
For any key type a layout example is reported. The example must be intended for reference
only in terms of colours and fonts.
CENTRAL VERTICAL TOGGLE

This control allows performing the toggle among multiple mutually exclusive options listed
vertically in the page.
The applicable range of options must be from three (3) up to five (5). The options are displayed
vertically on the central field of the page layout. The options are selectable the left-side LSKs.
The header line is present above the higher dataline in the central field.
This type is provided to design a control that has got central serigraphy on the original panel of
the helicopter. See also VERTICAL TOGGLE type.
DISPLAY ONLY (inline)

This type is provided to display two (2) mutually exclusive STATUS ONLY options (e.g.
ON|OFF, YES|NO, etc.).
The LSK alongside has got no function. Both the options are displayed and the active one is
highlighted. The options are separated by the character “|”. See also IMPOSED DISPLAY
ONLY type.
EXECUTIVE
This control allows to perform a request or set a condition or to start a procedure.
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GOTO
This control allows recalling the DU page linked to the relevant LSK.
IMPOSED DISPLAY ONLY

This type is provided to display one of two (2) mutually exclusive STATUS ONLY options (e.g.
ON or OFF, YES or NO, etc.). The LSK alongside has got no function. Only the ACTIVE option
is displayed. See also INLINE DISPLAY ONLY type.
IMPOSED TOGGLE
This type is provided to perform the request to toggle between two possible mutually exclusive
options (e.g. ON or OFF, YES or NO, etc.). Only the ACTIVE option is displayed. See also
INLINE TOGGLE type. This key type is mainly used for breakers.
LAMP
This type is provided to display one of up to five (5) mutually exclusive STATUS ONLY options
with a related color attribute based on the option severity. The LSK alongside has got no
function.
MESSAGE
This type allows reporting a message to be displayed on the ECDU page. This can be used to
inform the pilot with Special procedure to be followed or Information. Both the central header
line and the central dataline in all fields can be used to display messages.
MULTIPLE TOGGLE
This type is provided to perform the request to toggle among multiple mutually exclusive
options. The applicable range of options will be from three (3) up to five (5). They are all
displayed horizontally in the central field of the page and separated by the character “|”. The
options are selectable both via left side LSKs (the active selection is moved left not circularly)
and via right side LSKs (the active selection is moved right not circularly).
TOGGLE (inline)
This type is provided to perform the request to toggle between two (2) mutually exclusive
options. The options are all displayed horizontally on side fields and separated by the character
“|”.
TRIMMER
This type is provided to manage the display and control the current value of the trimmers. This
selector is displayed horizontally and it is controllable on both sides of the DU: the left side LSK
is used to the decrease the value and the right side LSK is used to the increase the value. The
number of steps is calculated according to the max value, the min and the step weight values
associated to the trimmer control. The parameter representation is graphical: a horizontal bar
(max 22 characters) is displayed.
VERTICAL TOGGLE
This control allows performing the toggle among multiple mutually exclusive options listed
vertically in the page. The applicable range of options must be from three (3) up to five (5). The
options are displayed vertically on the side field of the page layout. For all the description refer
to CENTRAL VERTICAL TOGGLE type.
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4.1.4 Dataline Display Rules
Dataline Display rules
As a general rule, if a data is not available, for example the status of a breaker relevant to a
REPU that has been turned off, the string representing its value is replaced by dashes and the
caret is removed as depicted in the figure for CP PRI and FCC 1 SEC.
The same rule applies to all data relevant to a REPU that is in NOT CONFIGURED Status.
In case the data is available the active option is displayed in GREEN colour, NO INVERSE and
BIG font and the not active option(s) is(are) displayed in CYAN colour, NO INVERSE and
SMALL font.
The bar used to represent an analogue output (a trimmer) is displayed in GREEN colour.
If an error occurred in setting an option, the current active one is displayed in AMBER colour,
INVERSE video.
This situation can mainly happen in the following cases:
 The requested option is relevant to a REPU and the REPU does not execute the request
within a given timeout
 The requested option implies to set a TRIPPED, FAILED or LOCKED SSPC or an SSPC
relevant to a turned–off REPU channel
 The requested option is relevant to an IOM discrete that is in failure condition due for
example to a short circuit. The indication is also present in the MAINTENANCE 16/16 Page
(see Par. Maintenance Menu Pages Management)
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 The requested option is relevant to an IOM analogue that is in failure condition due for
example to a short circuit. The indication is also present in the MAINTENANCE 16/16 page
(see Par. Maintenance Menu Pages Management)
If an option has been indicated ‘with confirm’ (via Configuration File), when requested, the
option is highlighted using CYAN colour and INVERSE at first pressure and accepted/forwarded
by the system only if the same button is pushed again within a timeout of 2 seconds, otherwise
the previous option is re-established.
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4.1.5 Breaker Dataline Display Rules
Breaker Dataline Display rules
In ACTIVE MODE a further set of dedicated rules are used to display the breaker statuses in
breaker list page:
 if a breaker is LOCKED, the relevant value is replaced by the string ‘LCKD’ in CYAN colour
and the caret is removed.
 if a breaker is TRIPPED, the caret is removed and the relevant dataline is replaced with the
'TRIP' string in WHITE colour and INVERSE video.
 If a breaker recovered from TRIP but has not yet been inserted (see Par. Alert
Management), the caret is removed and the relevant dataline is replaced with the 'OUT'
string in WHITE colour and NO INVERSE video
 If a breaker is FAILED, the caret is removed and the relevant dataline is replaced with the
'FAIL' string in WHITE colour and INVERSE video in case the relevant Alert has not been
already acknowledged or NO INVERSE video in case the relevant Alert has been already
acknowledged
In MAINTENANCE MODE the previous rule is not applied in order to let the operator change the
breaker LOCK status.
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4.1.6 Error Messages
When the operator presses an LSK while a change is already in progress on it, the error
message “CMD IN PROGRESS” is displayed on the scratchpad as a dynamic message.
When the operator presses an LSK and for any reason the requested value cannot be set within
a given timeout, the error message “CMD NOT EXECUTED” is displayed on the scratchpad as
a dynamic message. The operator should retry the action.
When the operator presses an LSK related to a more complex action (i.e. SOV) and for any
reason some of the requested actions cannot be performed within a given timeout the
“AUTOMATIC PROC FAILURE” local error message on the scratchpad as a dynamic message.
When a REPU channel is turned off or stops responding to IOM requests the error message
‘REPUx CHNy LINK FAIL’ is displayed on the scratchpad as a dynamic message, where x
indicates the REPU id (from 1 to 4) and y indicates the REPU channel (A or B).
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4.2 ECDU FKs Controls and Indicators

4.2.1 MENU Page
The helicopter systems managed by the ECDU can be reached via MENU page.
The MENU can be reached using the MENU functional key (the functional key 1).
More over the most important or used aircraft systems can be reached via the second row
functional keys that are shortcut for these systems.
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4.2.2 STATus Page
The system provides pages to display to the operator the Solid State Status (STAT) that is the
list of Locked CB and the state of SSEPMS equipments.
When the operator presses the ‘STAT’ FK when in ACTIVE or MAINTENANCE mode, the
depicted page is displayed:
When the operator presses the 'LOCKED CB LIST' LSK, the list of locked breakers relevant to
REPUs whose status is different from 'NOT INSTALLED' and 'NOT CONFIGURED' is collected
and displayed in a set of circular pages. A single page in the set has the following format:
When the operator presses the 'EQUIPMENT STATUS' LSK, the system collects the statuses of
the possible equipments whose value is different from GO and displays them in a set of circular
pages
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4.2.3 ALeRT Page
The ECDU implements an Alert Management in order to help the operator in solving system
Alerts.
Alerts are used to inform the operator in case of SSPC TRIP or FAIL conditions. When the
operator presses the ALRT FK, the system displays a page resuming the current alert. Each
alert page displays a maximum of 6 alerts. In case of more than 6 alerts present in the system,
the operator can view other alert pages browsing them using the PRV/NXT Rocker Switch.
Each time a new alert occurs in the system, the alert page is automatically displayed and the
"NEW ALERT(S) PRESENT” message is displayed on the scratchpad as a Scratchpad Static
Message and blinking on both DUs independently from the current displayed page.
A single Alert Page provides all needed functionalities to solve an alert manually.
Alert page can also provide the way to start an automatic alert recovery procedure
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4.2.4 MaiNTenance Menu Page
The purpose of MNT FK on the DU is to provide the operator the access to a Maintenance
Menu where a set of information relevant to the system status in terms for example of
CBIT/PBIT/ETI/ temperature and the breaker list can be viewed.
In this Maintenance Menu, it is also possible to change mode from ACTIVE to MAINTENANCE
and vice-versa.
During ACTIVE MODE, if the operator presses the MNT FK and the Maintenance Menu have
not already entered, the 'Maintenance Menu Entry Page' is displayed.
If the operator then contemporary presses LSK 6 and LSK 12, the 'Maintenance Menu in
ACTIVE Mode' page is displayed.
Pressing the EQUIPMENT STATUS LSK, the operator is allowed to reach and browse the
Equipment Status Pages.
Pressing the SYSTEM CB LIST LSK, the CB List pages ordered by relevant SYSTEM are
displayed.
Pressing the BAR CB LIST LSK, the CB List pages ordered by relevant Power BAR are
displayed.
Pressing the MAINTENANCE MODE LSK, MAINTENANCE MODE is entered. While the mode
change is in progress, the message ‘MODE CHANGE IN PROGR’ blinks on the scratchpad and
any pressed DU key is refused.
If the helicopter is in FLIGHT, the MAINTENANCE MODE LSK is not displayed as depicted in
the 'Maintenance Menu in FLIGHT' picture.
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During MAINTENACE MODE, if the operator presses the MNT FK, the 'Maintenance Menu in
MAINTENANCE Mode' page is displayed.
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4.3 CDS Indicators for Electrical System

4.3.1 EPGDS on PWR PLANT page
AC GEN 1 and 2 Loadmeters
AC GEN 1 and 2 Loadmeters are showed in both MFDs on PWR PLANT page.
The loadmeter represents the ac current provided by the generator expressed in percentage
relative to the generator power range.
The two loadmeters are presented by one single vertical scale with two analog pointers (one per
system) and two digital readouts (one per system).
 The range is from 0 to 200%. 100 % = 72.5 A
 The red band is comprised between 101% and 200%; it is equal to 39% of the total.
 Red triangle is equal to 150%; it is equal to 1% of the total.
 Green band is comprised between 0 and 100%; it is equal to 60% of the total.
For Electrical System Limitations refer to RFM
TRU 1 and 2 Loadmeters
TRU 1 and 2 Loadmeters are showed in both MFDs on PWR PLANT page.
The loadmeter represents the dc current absorbed by the loads and therefore the dc current
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supplied by TRU.
The two loadmeters are presented by one single vertical scale with two analog pointers (one per
system) and two digital readouts (one per system).
 The range for analog scale and digital readout is from 0 to 200%; 100 % = 300 A.
 The red band is comprised between 101% and 200%; it is equal to 39% of the total.
 Red triangle is equal to 150%; it is equal to 1% of the total.
EMER BUS 1 and 2 Voltmeters
EMER BUS 1 and 2 Voltmeters are showed in both MFDs on PWR PLANT page.
The voltmeter represents the voltage measure of the emergency bus bar 1 and 2.
Each voltmeter is presented by one digital readout (2 total).
 The range is from 0 to 40.0VDC (display 0 when voltage < 15 VDC).
 The resolution is equal to 0.1 VDC.
 The color of the value is amber when the range is < 22VDC and green when the range is
>= 22 VDC.
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4.3.2 EPGDS on PWR PLANT page

AC Ground Power Unit
The AC GPU is displayed in white with grey wheels when 115VAC Ext Power Door is opened.
The GPU will be in view under the same conditions as the Caution message AC EXT PWR
DOOR appears on the CAS display.
The color of the square is green when the GPU is connected, switched to on and a voltage with
a proper range is available at the external power receptacle of the helicopter, but EXT PWR AC
switch on the EPGDS CP is OFF. In this condition the GPU pipeline is gray and in view with the
switch open. The Advisory message AC EXT PWR READY appears on the CAS display.
The GPU pipeline will be in view and green with with the switch closed when the EXT PWR AC
switch on the EPGDS CP is closed. In this condition advisory message AC EXT PWR ON
appears on the CAS display.
DC Ground Power Unit

The DC GPU is displayed in white with grey wheels when 28VDC Ext Power Door is opened.
The GPU will be in view under the same conditions as the Caution message DC EXT PWR
DOOR appears on the CAS display.
The color of the square is green when the GPU is connected, switched to on and a voltage with
a proper range is available at the external power receptacle of the helicopter, but EXT PWR DC
switch on the EPGDS CP is OFF. In this condition the GPU pipeline is grey and in view with the
switch open. The Advisory message DC EXT PWR READY appears on the CAS display.
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The GPU pipeline will be in view and green with the switch closed when the EXT PWR DC
switch on the EPGDS CP is closed. In this condition advisory message DC EXT PWR ON
appears on the CAS display.
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4.3.3 Parameters on EPGDS Synoptic Page
The purpose of the synoptic page is to provide the operator with graphical information
concerning the status of the electrical system. The page is accessible from a drop down menu
on the MFD, either in maintenance mode (on ground) or in flight.
AC GEN 1 and AC GEN 2 Loadmeters
The AC generator loadmeters are showed in both MFDs on SYNOPTIC page. Each loadmeter
display readout is displayed inside the Power Distribution Unit symbol labeled GEN 1 and GEN
2. The loadmeter is presented by one digital readout. The loadmeter value has the same
percentage value indication as the EICAS display. The range is from 0 to 200% (100 % = 72.5
A).
The resolution is equal to 1%.
The red band is comprised between 101% and 200%.
Green band is comprised between 0 and 100%.
AC APU GEN
The AC APU generator display readout is displayed inside the Power Distribution Unit symbol
labeled APU GEN, in both MFDs on SYNOPTIC page, only when APU is Ready To Load (RTL).
The loadmeter is presented by one digital readout. The loadmeter value will have the same %
value indication as the EICAS display.
The range is from 0 to 200% (100 % = 72.5 Amps)

The resolution is equal to 1%
The red band is comprised between 101% and 200%;
Green band is comprised between 0 and 100%.
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DC TRU 1 and DC TRU 2
The DC TRU 1 and DC TRU 2 Loadmeters are showed in both MFDs on SYNOPTIC page near
the TRU 1 symbol.
Each loadmeter is presented by one digital readout and the value has the same percentage
value indication as the EICAS display. The range is from 0 to 200%; 100 % = 300 A.
The red band is comprised between 101% and 200%;
Green band is comprised between 0 and 100%
APU TRU Loadmeter
The APU TRU Loadmeter is showed in both MFDs on SYNOPTIC page, only when APU is
Ready To Load (RTL) or when 115VAC Ext Power is on and the28VDC Ext Power is off.
The loadmeter is presented by one digital readout and the value has the same percentage
value indication as the EICAS display.
The range is from 0 to 200% (100% =300 Amps)
The resolution is equal to 1% (digital readout)
The red band is comprised between 101% and 200%
Green band is comprised between 0 and 100%
MAIN BATT Amperometer
The MAIN BATT Amperometer is showed in both MFDs on SYNOPTIC page.

The amperometer is presentated by one digital readout. This current digital display is displayed
near the MAIN BATTERY symbol.
When the value is positive the battery is charging. When the value is negative the battery is
discharging.
The range is from -999 to +300 ADC (display 0 if -3A < batt. Current < 3A). The resolution is
equal to 1 ADC.
The color of the value is green when the range is from 0 to +200. The color of the value is
amber when the range is from -200 to -1.
AUX BATT Amperometer
The AUX BATT Amperometer is showed in both MFDs on SYNOPTIC page.

The amperometer is presentated by one digital readout. This current digital display is displayed
near the AUX BATTERY symbol.
When the value is positive the battery is charging. When the value is negative the battery is
discharging.
The range is from -999 to +300 ADC (display 0 if -3A < batt. Current < 3A). The resolution is
equal to 1 ADC.
The color of the value is green when the range is from 0 to +200. The color of the value is
amber when the range is from -200 to -1.
EMER 1 and EMER 2 bus Voltmeters
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The EMER 1 and EMER 2 bus Voltmeters are showed in both MFDs on SYNOPTIC page.
Each voltmeter is presented by one digital readout near the EMER 1 and EMER 2 bus symbol;
The voltmeter value has the same Volt value indication as the EICAS display. The range is from
0 to 40.0VDC (display 0 when voltage < 15 VDC).
The resolution is equal to 0.1 VDC.
The color of the value is amber when the range is < 22VDC and green when the range is >= 22
VDC.
ESS 1 and ESS 2 bus Voltmeter
The ESS 1 bus and ESS 2 bus Voltmeter are showed in both MFDs on SYNOPTIC page.
Each voltmeter is presentated by one digital readout near the ESS 1 and ESS 2 bus symbol.
The range is from 0 to 40.0 VDC (display 0 when voltage < 15 VDC).
The resolution is equal to 0.1 VDC.
The color of the value is amber when the range is < 22VDC and green when the range is >= 22
VDC.
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4.3.4 Flag on EPGDS Synoptic Page
MAIN BATTERY HOT caution flag, an AMBER text located near the Main battery
symbol,indicates to the pilot that the Main Battery is approaching a high and dangerous
temperature. This caution flag appears under the same conditions as the CAUTION message
“MAIN BATT HOT” appears on the CAS display.
AUX BATTERY HOT caution flag, an AMBER text located near the Auxiliary battery symbol,
indicates to the pilot that the Auxiliary Battery is approaching a high and dangerous
temperature. This caution flag appears under the same conditions as the CAUTION message
“AUX BATT HOT” appears on the CAS display.
ALT GENERATOR 1 HOT caution flag, an AMBER text located near the ALT Generator 1
symbol, indicates to the pilot that the ALT Generator 1 is approaching a high and dangerous
temperature. This caution flag appears under the same conditions as the CAUTION message 1
AC GEN HOT appears on the CAS display.
ALT GENERATOR 2 HOT caution flag, an AMBER text located near the ALT Generator 2
symbol, indicates to the pilot that the ALT Generator 2 is approaching a high and dangerous
temperature. This caution flag appears under the same conditions as the CAUTION message 2
AC GEN HOT appears on the CAS display.
ALT GENERATOR APU HOT caution flag, an AMBER text located near the ALT Generator
APU symbol, indicates to the pilot that the ALT Generator APU is approaching a high and
dangerous temperature. This caution flag appears under the same conditions as the CAUTION
message APU GEN HOT appears on the CAS display.
TRU 1 HOT caution flag, an AMBER text located near the TRU 1 symbol, indicates to the pilot
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that the TRU 1 is approaching a high and dangerous temperature. This caution flag appears
under the same conditions as the CAUTION message 1 TRU HOT appears on the CAS display.
TRU 2 HOT caution flag, an AMBER text located near the TRU 2 symbol, indicates to the pilot
that the TRU 2 is approaching a high and dangerous temperature. This caution flag appears
under the same conditions as the CAUTION message 2 TRU HOT appears on the CAS display.
TRU APU HOT caution flag, an AMBER text located near the TRU APU symbol, indicates to the
pilot that the TRU APU is approaching a high and dangerous temperature. This caution flag
appears under the same conditions as the CAUTION message APU TRU HOT appears on the
CAS display.
ALT GENERATOR 1 FAIL caution flag, an AMBER text “FAIL” located near the ALT
GENERATOR 1 symbol, indicates to the pilot that the ALTERNATOR GENERATOR 1 is in
failure condition. This caution flag occurs when the caution “1 AC GEN FAIL” is in view in the
CAS window.
ALT GENERATOR 1 FAIL warning flag, a RED text “FAIL” located near the ALT GENERATOR
1 symbol, indicates to the pilot that ELEC SYS is in failure condition This warning flag occurs
when the warning “ELEC FAIL” is in view in the CAS window.
ALT GENERATOR 2 FAIL caution flag, an AMBER text “FAIL” located near the ALT
GENERATOR 2 symbol, indicates to the pilot that the ALTERNATOR GENERATOR 2 is in
failure condition. This caution flag occurs when the caution “2 AC GEN FAIL” is in view in the
CAS window.
ALT GENERATOR 2 FAIL warning flag, a RED text “FAIL” located near the ALT GENERATOR
1 symbol, indicates to the pilot that ELEC SYS is in failure condition This warning flag occurs
when the warning “ELEC FAIL” is in view in the CAS window.
ALT GENERATOR APU FAIL caution flag, an AMBER text “FAIL” located near the ALT
GENERATOR APU symbol, indicates to the pilot that the ALTERNATOR GENERATOR APU is
in failure condition. This caution flag occurs when the caution “APU GEN FAIL” is in view in the
CAS window.
ALT GENERATOR APU FAIL warning flag, an RED text “FAIL” located near the ALT
GENERATOR APU symbol, indicates to the pilot that the ELEC SYS is in failure condition. This
caution flag occurs when the caution warning “ELEC FAIL” is in view in the CAS window.
TRU 1 FAIL caution flag, an AMBER text located near the TRU 1 symbol, indicates to the pilot
that the TRU 1 (VCU 1) is in failure condition. This caution flag appears under the same
conditions as the caution message 1 TRU FAIL appears on the CAS display.
TRU 2 FAIL caution flag, an AMBER text located near the TRU 2 symbol, indicates to the pilot
that the TRU 2 (VCU 2) is in failure condition. This caution flag appears under the same
conditions as the caution message 2 TRU FAIL appears on the CAS display.
TRU APU FAIL caution flag,an AMBER text located near the TRU APU symbol, indicates to the
pilot that the TRU APU (VCU 3) is in failure condition. This caution flag appears under the same
conditions as the CAUTION message “APU TRU” appears on the CAS display.
EMER BUS 1 FAIL caution flag, an AMBER text located near the EMER BUS 1 symbol,
indicates to the pilot that the EMER BUS 1 is in failure condition. This caution flag appears when
the EMER BUS 1 does not receive power from BATT BUS. This caution flag appears under the
same conditions as the CAUTION message 1 EMER BUS appears on the CAS display. EMER
BUS 2 FAIL caution flag, an AMBER text located near the EMER BUS 2 symbol, indicates to
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the pilot that the EMER BUS 2 is in failure condition. This caution flag appears when the EMER
BUS 2 does not receive power from APU BUS This caution flag appears under the same
conditions as the CAUTION message 2 EMER BUS appears on the CAS display.
SGCU 1 FAIL caution flag, an AMBER text located near the SGCU 1 symbol, indicates to the
pilot that the SGCU 1 is in failure condition. This caution flag appears under the same conditions
as the caution message 1 GCU FAIL appears on the CAS display.
SGCU 2 FAIL caution flag, an AMBER text located near the SGCU 2 symbol, indicates to the
pilot that the SGCU 2 is in failure condition. This caution flag appears under the same conditions
as the caution message 2 GCU FAIL appears on the CAS display.
REPU 1 FAIL caution flag, an AMBER text, located near the REPU 1 symbol, indicates to the
pilot that the REPU 1 is in failure condition.
(AC EXT PWR) READY advisory flag, a green text, located near the AC electrical power cart
symbol, indicates to the pilot that a voltage with a proper range is available at the aircraft input
connector. This advisory flag appears under the same conditions as the advisory message AC
EXT PWR READY appears on the CAS display.
(DC EXT PWR) READY advisory flag, a green text,located near the DC electrical power cart
symbol, indicates to the pilot that a voltage with a proper range is available at the aircraft input
connector. This advisory flag appears under the same conditions as the advisory message DC
EXT PWR READY appears on the CAS display.
START 1 legend flag, a green text, located near the S/G 1 symbol, is in view when the S/G 1
works as a starter.
START 2 legend flag, a green text, located near the S/G 2 symbol, is in view when the S/G 2
works as a starter.
BUS TIE CLOSED status flag, a white text, indicates to the pilot that the BUS TIE switch is
closed. This advisory flag appears under the same conditions as the advisory message BUS
TIE CLOSED appears on the CAS display.
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4.3.5 EPGDS (APU) on PWR PLANT page
4.3.6 EPGDS (APU) on PWR PLANT page

APU GEN Loadmeter
APU AC Generator Loadmeter is showed in both MFDs on PWR PLANT page, only when APU
is Ready To Load (RTL).
The loadmeter is presented by one single vertical scale with one analog pointer and one digital
readout.
 The range is from 0 to 200% (100 % = 72.5 Amps)
 The red band is comprised between 101% and 200%; it is equal to 39% of the total
 Red triangle is equal to 150%; it is equal to 1% of the total
APU TRU Loadmeter
APU TRU Loadmeter is showed in both MFDs on PWR PLANT page, only when APU is Ready
To Load (RTL) or when 115VAC Ext Power is on and the 28VDC Ext Power is off.
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The loadmeter is presented by one single vertical scale with one analog pointer and one digital
readout.
 The range is from 0 to 200%. (100% =300 Amps)
 The red band is comprised between 101% and 200%; it is equal to 39% of the total
 Red triangle is equal to 150%; it is equal to 1% of the total
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4.4 CBP1 and CBP2 Controls and Indicators

4.4.1 CBP1 and CBP2 Controls and Indicators
In the picture you can view the indicators about the Hot Battery buses, the Switch Battery Buses
and the Emergency Buses.
The graphics shown on the CBPs ( i.e. single line large box , single/double line small box) help
the crew to distinguish between specific bus bars.
The single line large box identifies the SWITCH BATT bus; The single line small box identifies
the HOT BATT bus, The double line small box identifies the EMERGENCY BUS.
 EMERGENCY Bus Bars (1 and 2) are always powered (via Alternators or Main Battery) if
the Main Battery Switch is set to ON position.
 HOT BATTERY Bus Bar 1(2) is always powered directly from Main (Auxiliary) Battery via a
dedicated CB.
 SWITCH BATTERY Bus Bar 1(2) is always powered via Alternators or Main (Aux) Battery if
the Battery Master Switch is set to ON position. The main purpose of the SW Main Batt Bus
is to feed the accessoris of the APU.
When Main Battery is the only electrical power source available, this supplies only the
Emergency, Hot and Switch Battery Bus Bars.
ECS BUS bars (1 and 2) are always powered with at least one generator online. When Main
Battery is the only electrical power source available, this cannot supply these bus bars.
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4.5 EPGDS CP Controls and Indicators

4.5.1 EPGDS CP Controls and Indicators
The EPGDS Control Panel (CP) provides an integrated assembly for locating switches used to
provide control signals to the following functions:
 BATT MASTER: connects MAIN BATTERY to SW BATT BUS1 and AUX BATTERY to SW
BATT BUS2
 MAIN BATT: connects MAIN BATTERY to MAIN BATTERY BUS closing MBC
 EXT PWR DC: connects DC GPU to BATT BUS closing EPC
 EXT PWR AC: connects AC GPU to APU GEN closing EPC
 AUX BATT: connects AUX BATT to APU BUS closing ABC
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4.6 ECDUs Controls and Indicators for Electrical System

4.6.1 ECDUs Controls and Indicators for Electrical System Only
The operator can achieve the electrical page on E-DU either ELEC FK and from MENU page
pushing ELEC LSK. On the ELEC page the operator can command the generator on line or off
line as well as the TRUs and override the NON ESS busses shed restoring the power supply to
the non essential loads; the NON ESS loads shedding is automatically performed. The operator
can also reset the BTC and manage the BTC1 and BTC2.
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 GEN 1 is a toggle commands type with OFF and ON as option and confirm on ON to OFF
transition; the default at power up is ON allowing trough SGCU1 the generator on line when
the start phase is finished. In OFF position, shuts down the generator and resets functions
in the SGCU1.
 GEN 2 is a toggle commands type with OFF and ON as option and confirm on ON to OFF
transition; the default at power up is ON allowing trough SGCU2 the generator on line when
the start phase is finished. In OFF position, shuts down the generator and resets functions
in the SGCU2.
 TRU 1 is a toggle commands type with OFF and ON as option and confirm on ON to OFF
transition; the default at power up is ON allowing the TRU1 on line when GEN1 is in
generating mode; 28Vdc power is provided to MAIN BUS. In OFF position, disables the
TRU1
 TRU 2 is a toggle commands type with OFF and ON as option and confirm on ON to OFF
transition; the default at power up is ON allowing the TRU2 on line when GEN1 is in
generating mode; 28Vdc power is provided to MAIN BUS. In OFF position, disables the
TRU2.
 BUS TIE is a momentary commands type with RESET as option. In RESET position, resets
the logic involved in the cross-tie of the main busses.
 BTC1 is is a toggle commands type with AUTO and CLSD (closed) as option. In CLSD
position closes the Bus Tie Contactor 1 (BTC1), when 28Vdc is provided to ESS BUS1,
connecting MAIN BUS and BATT BUS in DC PDU1. In AUTO position, based on the
availability of the sources, the system is automatically reconfigured when different sources
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available. After the power up BTC1 is set automatically to CLSD or AUTO in accordance to
ESSBC1.
 BTC2 is is a toggle commands type with AUTO and CLSD (closed) as option. In CLSD
position closes the Bus Tie Contactor 2 (BTC2), when 28Vdc is provided to ESS BUS2,
connecting MAIN BUS and APU BUS in DC PDU2. In AUTO position, based on the
availability of the sources, the system is automatically reconfigured when different sources
available. After the power up BTC2 is set automatically to CLSD or AUTO in accordance to
ESSBC2.
 NON-ESS 1 is a toggle commands type with AUTO and OVRD as option; the default at
power up is AUTO. In AUTO position, based on the availability of the sources, the system is
automatically reconfigured when different sources available. In OVRD position power on
NON-ESS BUS1 and on the heavy loads will be restored.
 NON-ESS 2 is a toggle commands type with AUTO and OVRD as option; the default at
power up is AUTO. In AUTO position, based on the availability of the sources, the system is
automatically reconfigured when different sources available. In OVRD position power on
NON-ESS BUS2 and on the heavy loads will be restored.
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4.7 Electrical System Warning/Caution Table

4.7.1 EPGDS CAS Messages
AC GEN1, AC GEN 2 and APU GEN Failed

ELEC FAIL
AC GEN 1 and AC GEN 2 Failed

1-2 AC GEN FAIL
AC GEN 1(2) Failed

1(2) AC GEN FAIL
APU AC GEN Failed

APU GEN FAIL
APU GEN Overloaded

APU GEN OVERLOAD
AC GEN 1(2) Overheated

1(2) AC GEN HOT
SGCU 1(2) Failed

1(2) GCU FAIL
TRU 1(2) Failed

1(2) TRU FAIL
TRU APU Failed

APU TRU FAIL
TRU 1(2) Overheated

1(2) TRU HOT
TRU APU Overheated

APU TRU HOT
EMER BUS 1(2) not supplied

1(2) EMER BUS FAIL
MAIN BATT disconnected from MAIN BATT BUS

MAIN BATT OFF
AUX BATT disconnected from APU BUS (if installed)

AUX BATT OFF
MAIN BATT Overheated

MAIN BATT HOT
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AUX BATT Overheated (if installed)

AUX BATT HOT
DC EXT PWR DOOR Opened

DC EXT PWR DOOR
AC EXT PWR DOOR Opened

AC EXT PWR DOOR
DC EXT/PWR connected and READY

DC EXT PWR READY
DC EXT PWR supplying DC BUSSES

DC EXT PWR ON
AC EXT/PWR connected and READY

AC EXT PWR READY
AC EXT PWR supplying AC MAIN BUS

AC EXT PWR ON
BUS TIE CONTACTOR Closed

BUS TIE CLOSED
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5 Operation of the Electrical System

5.1 SSEPMS Power On
5.1.1 Power On
At power on, ECDU system performs the PBIT; during the test the system displays on DU the
page depicted in the figure, where the PLEASE WAIT string is blinking.
The PBIT time duration is about 20 seconds in case of system started on ground and about 6
seconds in case of system started in flight.
When the PBIT phase is completed, the following page is displayed:
In this page the current OPSW Release Part Number and CRC and Equipment Software Part
Number are indicated.
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5.1.2 ECDU DF and Locked CB List
Dormant Failure analisys
After the PBIT the system performs the Dormant Failure (DF) analysis.
If at least one failure is detected during the full BIT activity, a page resuming the possible failed
equipments is then displayed on PILOT E-DU.
The format of the page is the one indicated in the figure.
If more than one page is needed to display the equipment list, the set of pages can be browsed
using the PRV/NXT Rocker Switch.
The DF analyzes DUs, Disrete Drivers, Analogue Drivers, REPUs, PMs and IOMs. Each of
those equipment and signals are analised for each IOM.
The displayed statuses resultant from the analysis can be:
 NOGO (Abort the mission)
 DEGRADED (Mantenance as soon as possible)
 NOT CONF (Abort the mission)
If one IOM status is NOGO, no other equipment statuses relevant to this IOM are displayed.
'PRESS STAT TO CONTINUE' message displayed on the Scratch Pad line is used to ask for
operator confirmation to continue the Start-Up also in case of the failure occurrence.
The start-up continues when the operator presses the ‘STAT’ FK on the E-DU.
The system then checks for any possible new REPU installations from the last start-up.
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Locked CB List
The system then checks for any possible new REPU installations from the last start-up.
If all SSPCs contained on a REPU are locked, the REPU is considered as a brand new one. If
the REPU is not a brand new one and at least one SSPC locked status is different from the last
start-up, the system considers it as a changed REPU from installation point of view.
If at least one of the two above conditions occurs, the right page is displayed, where each
dataline indicates the new locked status of the SSPC.
If more than one page is needed to display the list of locked SSPC, the set of pages can be
browsed using the PRV/NXT Rocker Switch. The list of pages is circular.
Note that the list contains SSPCs relevant only to REPUs whose status is different from 'NOT
INSTALLED' or not 'NOT CONFIGURED'.
The message displayed on the Scratch Pad line is used to ask for operator confirmation to
continue the Start-Up.
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5.1.3 ECDU Start Up
The message displayed on the Scratch Pad line is used to ask for operator confirmation to
continue the Start-Up. This phase initializes the system in the default condition defined by mean
of the Configuration File. During this phase, the message START-UP IN PROGRESS blinks
on the scratchpad.
If any failure is detected during this phase, the error message 'START-UP FAILED' is displayed
as a dynamic scratchpad message. If this error occurs, the operator should check: the Solid
State Status to look for any possible equipment failure, the Alert page to look for possible
tripped or failed breakers, the breaker pages in order to find any possible breaker who failed its
initialization.
If there is no failure the system shows as default the LIGHTS page displayed on the right
picture.
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5.2 System Power Up

5.2.1 Battery Mode - Hot Bus
The main battery feeds directly the HOT BATT BUS 1.

(When installed, the auxiliary battery feeds directly the HOT BATT BUS 2).
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5.2.2 Battery Mode - Switch Bus
Selecting on the EPGDS control panel BATT MASTER control switch to ON, SWBB1 inside DC
PDU 1 and SWBB2 inside DC PDU 2 are closed, MAIN battery supplies the SW BATT BUS 1
and and AUX Battery supplies SW BATT BUS 2.
On APU CNTRL PNL the READY green indication illuminates.
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5.2.3 Battery Mode - Emergency Bus
Setting the MAIN BATT switch to ON position, you can close MBATC1 and connect the battery
to the MAIN BATTERY BUS, likewise setting the AUX BATT switch to ON position you can
connect the auxiliary battery to the APU BUS.
As result: MAIN and AUX Battery supply EMER BUS 1 and EMER BUS 2 and then all the
equipments powered by the two emergency bus burs.
BTC4 is closed.
Only the Emergency. Hot and Switch Battery Bus Bars could be supplied by the Batteries.
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5.2.4 28 VDC External Power Mode
Connecting the DC GPU to the DC External Power Receptacle, switching on the DC GPU you
can read DC EXT PWR READY on the CAS messages box. Selecting EXT PWR DC switch
on EPGDS CP to ON you can supply power to all the DC BUSSes.
In this condition DC XPC connets DC GPU to MAIN BATT BUS, BTC4 is closed. BTC1 and
BTC2 are closed as well (either in AUTO condition and CLSD condition).
All REPUs are fed.
The DC EXT PWR ON advisory message is diplayed by the AMMS.
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5.2.5 115 VAC External Power Mode
The AC GPU is used to supply electrical power to AC and all DC BUSSes. With BATT MASTER
and MAIN BATT switches to ON and AC GPU connected and powered, the CAS messages box
displays AC EXT PWR READY .
We are supposing DC GPU connected and powered but the EXT PWR DC switch to OFF
position, so you are on view the DC EXT PWR READY advisory message.
In order to use the AC External Power, EXT PWR AC must be selected to ON. In this condition
the AC EXT PWR ON advisory message is displayed by the AMMS.
When AC external power is used, the EPGDS control circuits supply electrical power, through
VCU3 (ACXPC and ATRUC closed), to AC APU BUS and all DC BUSSES.
In this condition and BTC4 is closed. BTC1 and BTC2 are closed as well (either in
AUTO condition and CLSD condition).
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5.3 APU Generator Supply

5.3.1 APU GEN Supply
The APU is started by its own DC Starter connected to the APU machine gearbox.
The APU is started via the DC PDU1 which houses its start contactor (ASC1) in accordance
with APU start logic. In addition to the power required by the starter, the APU auxiliaries like fuel
pumps, solenoids, etc. are fed by SW BATT BUS.
The EPGDS is designed of providing 28Vdc to the APU starter from any of the following
sources:
 28Vdc external power from a ground power unit
 28Vdc from external 115Vac power via TRU APU
 28Vdc from an internal 115Vac generator via TRU1 and TRU2
 24Vdc power from the Main Battery
The APU can be started by the APU PNL.

The start operation begins with the pilot selecting the MASTER BATT switch to ON, in this way
the SW BATT BUS is fed.
On APU PNL the green status READY light indication is now illuminated.
In order to start the APU, it is enough to select sel mode rotary selector to START; green
START light illuminates on the APU PNL.
When the start phase has been terminated (minimum speed for operation attained), APU engine
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is running and APU Generator comes on line, the ON stautus light on APU PNL illuminates.
The control logic for APU starting is fully automatically and done by APU ECU.
The APU GEN power source is used to supply power to AC APU BUS and DC BUSSes and for
Main Engine Starting. When APU GEN power is used, the EPGDS control circuits supply
electrical power, directly to AC APU BUS and through VCU3 (ATRUC closed) to all DC
BUSSES. If the AC GPU and DC GPU are also connected and powered but the EXT PWR AC
and EXT PWR DC are setted to OFF position
AC EXT PWR READY
and
DC EXT PWR READY
advisory messages are displayed by the AMMS.
Refer to RFM for procedure.
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5.4 Engine Start

5.4.1 Engine 1 Start in 115 VAC External Power Mode
Main Engine Start (MES) can be performed by:
 AC External Power
 APU GEN Power
 Engine Cross Start
Either engine may be started first.
Selecting ENG MODE 1 Switch to IDLE (or FILGHT) on ENG CNTRL PNL, the Engine FADEC
sends the start signal, the SGCU 1 commands close the HVDCC1 contactors in the SRU. The
AC External Power 115Vac is rectified by the SRU bridge and the 270Vdc power is passed via
the HVDCC1 contactors in the SRU to the SGCU 1 power and excitation power passes. The
Starter GEN 1 spins the engines until the starting is terminated.
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5.4.2 GEN 1 ON and AC EXT PWR ON
When the start phase is finished, the starter GEN1 comes on line as generator.
As a result TRU 1 supplies side 1 DC busbars and APU TRU supplies side 2 DC busbars; BTC4
is opened.
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5.4.3 Engine 2 Start in 115 VAC External Power Mode
 APU GEN Power
AC External Power 115Vac is rectified by the SRU bridge and the 270Vdc power is passed via
the HVDCC2 contactors in the SRU to the SGCU2 power and excitation power passes. The
Starter GEN2 spins the engines until the starting is terminated.
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5.4.4 GEN 2 ON and AC EXT PWR ON
When the start phase is finished, the starter GEN2 comes on line as generators.
As a result TRU 2 supplies DC MAIN BUS 2 and APU TRU supplies side all the other DC
busbars.
BTC4 will be close
BTC2 will be open.
BTC1 will be close.
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5.4.5 Engine 1 Start in APU Mode
 APU GEN Power
APU GEN 115VAC is rectified by the SRU bridge and the 270VDC power is passed via the
HVDCC1 contactors in the SRU to the SGCU 1 power and excitation power passes. The Starter
GEN 1 spins the engines until the starting is terminated.
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5.4.6 GEN1 ON and APU GEN ON
When the start phase is finished, the starter GEN1 comes on line as generator.
As a result TRU 1 supplies side 1 DC busbars and APU TRU supplies side 2 DC busbars; BTC4
is opened.
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5.4.7 Engine 2 Start in APU Mode
 APU GEN Power
APU GEN 115VAC is rectified by the SRU bridge and the 270Vdc power is passed via the
HVDCC2 contactors in the SRU to the SGCU2 power and excitation power passes. The Starter
GEN2 spins the engines until the starting is terminated.
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5.4.8 GEN1 ON and APU GEN ON
When the start phase is finished, the starter GEN2 comes on line as generators.
As a result TRU 2 supplies DC MAIN BUS 2 and APU TRU supplies side all the other DC
busbars.
BTC4 will be close
BTC2 will be open.
BTC1 will be close.
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5.5 GEN 1 ON and GEN 2 ON and APU GEN ON

5.5.1 GEN 1 ON and GEN 2 ON and APU GEN ON
When all the three AC generators are running and connected to the distribution, the situation is
displayed on the picture.
GEN 1 supplies side 1 AC Bus; GEN 2 supplies side 2 AC Bus; APU GEN supplies AC APU
BUS.
TRU1 supplies side 1 DC bus bars; TRU 2 and APU TRU supply side 2 DC bus bars.
BTC2 and BUS TIE are in open condition.
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5.6 Flight Condition

5.6.1 Both Generators Supply
When switching from AC External power or APU GEN power to Generators power, the bus
system to operates in a non-parallel configuration. This means that GEN1 & TRU1 feeds the
No. 1 Busses and GEN2 & TRU2 feeds No. 2 Busses. The batteries are “float” charged from the
Main busses via MBC and ABC (if AUX battery is installed) contactors.
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Issue No 3.0 2013-07-12 Page 124


Training Course
25 - Equipment and Furnishing - Emergency
Equipment

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-25
25 - Equipment and Furnishing - Emergency Equipment
Table of Contents
Equipment and Furnishing - Emergency Equipment System Lesson ................................................................1
1 Introduction to Equipment and Furnishing - Emergency Equipment System ..........................................1
1.1 Describe the Architecture of the Equipment and Furnishing - Emergency Equipment System .....2
1.1.1 Interfaced Components of the Equipment and Furnishing - Emergency Equipment System ....3
1.1.2 Emergency Equipment System Circuit Breakers .......................................................................5
2 Automatic Deployable Emergency Locator Transmitter ..........................................................................6
2.1 Purpose of the Automatic Deployable Emergency Locator Transmitter ........................................6
2.1.1 Introduction .................................................................................................................................6
2.2 Automatic Deployable Emergency Locator Transmitter Architecture.............................................7
2.2.1 ADELT Architecture ....................................................................................................................7
2.3 Components of the Automatic Deployable Emergency Locator Transmitter .................................8
2.3.1 Crash Position Indicator Beacon ................................................................................................8
2.3.2 Beacon Release Unit ................................................................................................................10
2.3.3 System Interface Unit ...............................................................................................................11
2.3.4 Configuration Unit .....................................................................................................................13
2.4 Control and Indications of the Automatic Deployable Emergency Locator Transmitter ...............14
2.4.1 Cockpit Control Panel (ADELT) ................................................................................................14
2.4.2 Water Activated Switch .............................................................................................................16
2.5 Operation of the Automatic Deployable Emergency Locator Transmitter ....................................17
2.5.1 Automatic Operation .................................................................................................................17
2.5.2 Manual Operation .....................................................................................................................19
2.5.3 ADELT Self-Test .......................................................................................................................20
3 Emergency Locator Transmitter ............................................................................................................21
3.1 Purpose of the Emergency Locator Transmitter...........................................................................21
3.1.1 Introduction ...............................................................................................................................21
3.2 Emergency Locator Transmitter Architecture ...............................................................................22
3.2.1 Emergency Locator Transmitter Architecture ...........................................................................22
3.2.2 Emergency Locator Transmitter Architecture (Continued) .......................................................23
3.3 Components of the Emergency Locator Transmitter (ELT) .........................................................24
3.3.1 Emergency Locator Transmitter Unit ........................................................................................24
3.3.2 ELT Unit Construction ..............................................................................................................25
3.3.3 ELT Navigation Interface Unit...................................................................................................27
3.3.4 Emergency Locator Transmitter Buzzer ...................................................................................28
3.3.5 Emergency Locator Transmitter Antenna .................................................................................29
3.4 Controls and Indications of the Emergency Locator Transmitter .................................................30
3.4.1 ELT Control Panel ....................................................................................................................30
3.5 Operation of the Emergency Locator Transmitter ........................................................................31
3.5.1 Emergency Locator Transmitter Operation ..............................................................................31
4 Emergency Equipment (Offshore) .........................................................................................................32
4.1 Emergency Equipment (Offshore) ................................................................................................32
4.1.1 Life Jackets ...............................................................................................................................32
4.1.2 First Aid Kit ...............................................................................................................................33
4.1.3 Portable Flashlight ....................................................................................................................35
4.1.4 Fire Extinguisher .......................................................................................................................36
5 Flight Compartment Components..........................................................................................................37
5.1 Purpose of the Flight Compartment Components ........................................................................37
5.1.1 Introduction ...............................................................................................................................37
5.2 Components of the Flight Compartment ......................................................................................38
5.2.1 Cockpit Furnishings ..................................................................................................................38
5.2.2 Cockpit Seats............................................................................................................................40
5.2.3 Cockpit Liners and Soundproofing ...........................................................................................41
6 Passenger Compartment .......................................................................................................................42
6.1 Purpose of the Passenger Compartment Components ...............................................................42
6.1.1 Introduction ...............................................................................................................................42
6.2 Passenger Compartment Architecture .........................................................................................43

AW189-AF001-SN-I-25
6.2.1 16 Passenger Seat Configuration ............................................................................................ 43

6.3 Components of the Passenger Compartment ............................................................................. 46
6.3.1 Passenger Compartment Furnishings ..................................................................................... 46
6.3.2 Passenger Seats...................................................................................................................... 48
6.3.3 Fourth Row Passenger Seats .................................................................................................. 49
6.3.4 Safety Belts .............................................................................................................................. 50
6.4 Control and Indications of the Passenger Compartment Components ....................................... 51
6.4.1 Cabin Passenger Service Unit ................................................................................................. 51
7 Single Rescue Hoist.............................................................................................................................. 52
7.1 Purpose of the Single Rescue Hoist ............................................................................................ 52
7.1.1 Introduction .............................................................................................................................. 52
7.1.2 Hoist Capabilities and Features ............................................................................................... 54
7.1.3 Hoist Light Capabilities ............................................................................................................ 55
7.2 Single Rescue Hoist Architecture ................................................................................................ 56
7.2.1 Single Rescue Hoist Architecture ............................................................................................ 56
7.2.2 Single Rescue Hoist ECDU Circuit Breaker Pages ................................................................. 57
7.2.3 Single Rescue Hoist ECDU Power Supply Pages ................................................................... 58
7.3 Components of the Single Rescue Hoist ..................................................................................... 59
7.3.1 Single Rescue Hoist Components ........................................................................................... 59
7.3.2 Hoist Motor ............................................................................................................................... 60
7.3.3 Hoist Mountings ....................................................................................................................... 61
7.3.4 Hoist Cowling ........................................................................................................................... 62
7.3.5 Hoist Cable .............................................................................................................................. 63
7.3.6 Hoist Light ................................................................................................................................ 64
7.4 Controls and Indications of the Single Rescue Hoist................................................................... 65
7.4.1 Cockpit Collective Grips ........................................................................................................... 65
7.4.2 Cockpit Hoist Control Panel ..................................................................................................... 66
7.4.3 Hoist Pendant Controller .......................................................................................................... 67
7.4.4 Hoist Operator Control Panel ................................................................................................... 69
7.4.5 Hoist Light Modes .................................................................................................................... 71
7.5 Operation of the Single Rescue Hoist.......................................................................................... 72
7.5.1 Single Rescue Hoist Operation ................................................................................................ 72
7.5.2 Single Rescue Hoist Emergency Operation ............................................................................ 74
7.5.3 Single Rescue Hoist Light Operation ....................................................................................... 76
8 Cargo Hook ........................................................................................................................................... 78
8.1 Purpose of the Cargo Hook ......................................................................................................... 78
8.1.1 Introduction .............................................................................................................................. 78
8.2 Cargo Hook Architecture ............................................................................................................. 79
8.2.1 Cargo Hook Architecture.......................................................................................................... 79
8.2.2 Cargo Hook ECDU Pages ....................................................................................................... 80
8.3 Components of the Cargo Hook .................................................................................................. 81
8.3.1 Cargo Hook Support ................................................................................................................ 81
8.3.2 Cargo Hook .............................................................................................................................. 82
8.3.3 Cartridge .................................................................................................................................. 84
8.4 Controls and Indications of the Cargo Hook ................................................................................ 85
8.4.1 Load Indicator .......................................................................................................................... 85
8.4.2 Cargo Hook Control Panel ....................................................................................................... 86
8.4.3 Cyclic Grip Switches ................................................................................................................ 87
8.5 Operation of the Cargo Hook ....................................................................................................... 88
8.5.1 Cargo Hook Operation ............................................................................................................. 88
8.5.2 Cargo Hook Emergency Operation.......................................................................................... 89

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Equipment and Furnishing - Emergency Equipment System

Lesson
1 Introduction to Equipment and Furnishing - Emergency
Equipment System
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1.1 Describe the Architecture of the Equipment and Furnishing - Emergency

Equipment System
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1.1.1 Interfaced Components of the Equipment and Furnishing - Emergency Equipment

System
The equipment and furnishing - emergency equipment system fitted to the aircraft interfaces
with the following systems:
 Cockpit Control Panels (CCP)
 Cabin control panels
 Cockpit cyclic and collective grips
 Power
 Automatic Deployable Emergency Locator Transmitter (ADELT)/Emergency Locator

Transmitter (ELT) systems
 Emergency equipment
 Flight compartment
 Passenger compartment
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 Rescue hoist
 Cargo hook.
How the systems are interfaced, and what is provided to and from each of the above will be
discussed later.
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1.1.2 Emergency Equipment System Circuit Breakers
The overhead Circuit Breaker (CB) panels in the cockpit provide access to the following:
 Left panel:
o ELT
o Cargo hook
 Right panel:
o Hoist cable
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2 Automatic Deployable Emergency Locator Transmitter

2.1 Purpose of the Automatic Deployable Emergency Locator Transmitter
2.1.1 Introduction
The need to accurately pinpoint downed aircraft through the use of an ADELT has always
existed. The increasing use of COSPAS/SARSAT and GPS has highlighted the need for a
system which has expanded capabilities. This includes full COSPAS/SARSAT coverage
together with the inclusion of transmission of last known GPS coordinates in the satellite long
message.
The ADELT system is a primary radio location aid to alert Search and Rescue (SAR) authorities
to pinpoint the downed aircraft, regardless of any environmental drift of the Crash Position
Indicator (CPI) beacon with wind and current.
Features include on aircraft programming of COSPAS/SARSAT protocols allowing easy

removal and replacement of the CPI beacon, whereby the replacement is automatically
programmed with the existing aircraft protocol.
Modular design of the system allows for ease of maintenance and multi-axis solid-state "g"
switch technology ensures reliable operation.
The system incorporates latitude/longitude information from the aircraft navigation system and
automatically activates during a crash or aircraft ditching.
It is mounted on the left-hand side of the tail cone and consists of a locator beacon containing
the transmitter and antenna.
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2.2 Automatic Deployable Emergency Locator Transmitter Architecture

2.2.1 ADELT Architecture
The ADELT system has the following main components:
 CCP (ADELT)
 Configuration Unit (CU)
 Beacon Release Unit (BRU)
 CPI beacon
 System Interface Unit (SIU)
 Water Activated Switch (WAS).
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2.3 Components of the Automatic Deployable Emergency Locator Transmitter

2.3.1 Crash Position Indicator Beacon
The CPI beacon is installed on the rear left side of the fuselage. It is attached by a bolt to the
BRU and comprises:
 Transmitter
 Battery pack
 Antenna system.
The beacon has two skin surfaces filled with rigid foam of fire retardant ABS plastic which is
resistant to damage when landing on the ground or water. The beacon has positive buoyancy
and the outer surfaces are normally coloured “international orange” for high visibility.
The beacon can be manually or automatically activated and deployed from the aircraft in the
event of a crash. It provides full emergency frequency operation at 121.5 MHz/243.0 MHz and
406.025 MHz (the same frequencies as the ELT system). It also comprises an additional
integrated GPS antenna/receiver to enable updated GPS position data to be transmitted in the
406.025 MHz message.
The integral antenna system is designed to provide an essentially omnidirectional radiation

pattern with the CPI beacon in either of its two possible stable rest attitudes.The beacon casing
is designed to withstand impact on land or water and to provide positive buoyancy. The shape
of the CPI beacon is such as to aerodynamically assist separation from the aircraft on release.
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A reset switch is incorporated by means of which the beacon can be shut down on recovery
after an incident.
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2.3.2 Beacon Release Unit
The BRU provides the mechanical and electrical interface between the aircraft and CPI beacon.
It comprises of a base plate for mounting to the aircraft and a housing which contains:
 Beacon latching
 Release and ejection mechanisms.
The CPI beacon is attached to the BRU by a spigot and retained by a single bolt into a fitting
retained by a sear latch system. The sear is withdrawn by an electro-explosive actuator to allow
the latch to release. This ensures that the CPI beacon is then ejected by the remaining stroke of
the actuator which is assisted by a compressed coil spring.
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2.3.3 System Interface Unit
The SIU is the processor for the ADELT system and is located in the left rear avionics bay. The
SIU incorporates the following:
 Power supplies
 Crash sensor
 Deployment control
 ARM/OFF switch.
Power Supplies
The ADELT is powered via this unit from the aircraft 28 Vdc power supplies and a standby
power supply. The standby power supply is a rechargeable (nickel metal hybrid) battery within
the unit, kept on trickle charge whilst aircraft power is available.
In the event of all aircraft power being lost, operation of the system for up to two hours is
switched to this standby power source. An automatic "power down" switches the system off two
hours after removal of aircraft power.
Crash Sensor
The unit is fitted with a three axis "g" switch which utilises digital pulse accelerometer to
eliminate the possibility of false response due to vibration inputs.
Deployment Control
Deployment control is provided by a capacitor which supplies the firing energy to the BRU
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actuator.
ARM/OFF Switch
When armed, the ADELT deploy the CPI beacon automatically on receipt of the relevant inputs
from the crash sensor or by manual command from the CCP.
When selected to OFF, the crash sensor and deployment systems are powered down and the
capacitors are discharged. The standby power supply will continue to charge whilst aircraft
power is available.
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2.3.4 Configuration Unit
The CU contains the identification details of the aircraft to which it is fitted. The unit is installed
in the rear avionc bay, in close proximity to the SIU.
To minimise the possibility of data corruption, the cable length between the CU and SIU must be
no longer than 30 mm.
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2.4 Control and Indications of the Automatic Deployable Emergency Locator

Transmitter
2.4.1 Cockpit Control Panel (ADELT)
The ADELT CCP allows the operator to test, monitor and manually activate the CPI system. It is
located on the interseat console and provides the following controls.
TEST/RESET Switch
TEST/RESET provides the following two functionalities:
 TEST - pressing the TEST/RESET switch initiates a system self-test function. Successful
completion is confirmed by an visual indication from the panel which is accompanied by an
audio tone.
 RESET - should the TRANSMIT switch be selected to on, pressing the TEST/RESET
button will switch off all CPI beacon transmissions and reset the system. This function will
not work if the beacon has been deployed.
DEPLOY Guarded Switch

The CPI beacon is deployed by opening the red guard, and moving the switch to the up
position. Deployment of the beacon will cause the green TX/TEST and red BEACON GONE
indications to illuminate together. These indications will also be accompanied by an audio tone.
TRANSMIT Guarded Switch

Activation of TRANSMIT functionality will initiate beacon transmissions without deploying the
BRU. This is achieved by opening the green guard and moving the switch to the up position.
Upon activation the green TX/TEST indication will illuminate and an audio tone will be heard. To
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stop transmitting it is necessary to return switch to the down position and perform a test/reset.
BEACON GONE Indication

This indication illuminates when the CPI beacon is deployed (whether intentionally or
inadvertently), and is transmitting a distress signal.
TX/TEST Indication
This indication illuminates when the beacon is transmitting a distress signal.
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2.4.2 Water Activated Switch
The WAS is located in the lower left sponson. It provides an alternative means of automatic
deployment should the aircraft perform a controlled ditch into water.
Due to the possibilty of a relatively soft landing during a controlled ditch, the SIU "g" switches
may not activate the beacon.
Once the sensor is immersed in fresh or salt water, the deployment of the beacon is
automatically initiated.
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2.5 Operation of the Automatic Deployable Emergency Locator Transmitter

2.5.1 Automatic Operation
Normal operation is initiated by positioning the switch to the ARM position on the SIU and when
the system first boots up, two beeps will be heard from the CCP, signifying the system is ready
for operation. In the ARM position, the system is ready and can be activated by any single or
multiple combinations of the following commands:
 The "g" switches sensing an excess load
 The operator switching the system to TRANSMIT or DEPLOY positions at the CCP
 The WAS being immersed in water.
In the event of a crash one or more of the multi-axis "g" switch in the SIU will operate, activating
the logic circuitry which, in turn, provides the firing energy for the BRU actuator from an internal
capacitor.
In the event of ditching the WAS will operate, activating the logic circuitry which, in turn,
provides the firing energy for the BRU actuator from an internal capacitor.
On activation of the logic circuitry the SIU produces two signals, one of which is sent to the
ADELT in the beacon, and the other to the actuator in the BRU:
 The first signal from the SIU operates a switch in the beacon, connecting the internal
battery pack to the 121.5 MHz/243.0 MHz and 406.025 MHz transmitter, which begins to
transmit simultaneously on all three frequencies.
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 The second signal operates the sear latch system in the BRU, which is an electrically
operated chemical fuse. On activation this allows the latch to release and the beacon is
then ejected by the remaining stroke of the actuator assisted by a compressed coil spring.
The ADELT transmits the standard swept tone on 121.5 MHz/243.0 MHz until the battery power
is exhausted, which will typically be 48 hours.
The 406.025 MHz transmitter sends an encoded digital message of aircraft position, as received
from the GPS/Flight Management System (FMS) and will operate for 24 hours.
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2.5.2 Manual Operation
Manual operation can be performed via the ADELT CCP at the pilot’s discretion. The manual
functions available are:
 Beacon transmission - open the green transmit guard and operate the TRANSMIT switch.
Confirm TX/TEST light illuminates and audio tone is heard.
 Beacon transmission and release - open the red deploy guard and operate the DEPLOY
switch. Confirm TX/TEST and BEACON GONE lights illuminate.
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2.5.3 ADELT Self-Test
The ADELT system has a self-test routine built into the system. The test should only be
performed monthly as more frequent checks will reduce battery life.
Prior to self-test activation the nearest Air Traffic Control (ATC) establishment should be notified
as the distress signals transmitted will be considered as a valid crash signal.
The following action is taken to perform the test:
 Press the TEST/RESET button on the CCP.
 Confirm both TX/TEST and BEACON GONE indicators illuminate and the TX/TEST light
flashes in synchronisation with the audio tone on VHF radio (121.5 MHz).
 The indicators should then extinguish and if the indicators fail to light or extinguish there
may be a fault.
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3 Emergency Locator Transmitter

3.1 Purpose of the Emergency Locator Transmitter
3.1.1 Introduction
The ELT provides a single output that incorporates latitude/longitude information from the
aircraft navigation system.
The purpose of the ELT is to help locate the aircraft after a crash or an emergency landing.
The ELT automatically activates following a crash due to an internal "g" switch and transmits the
standard tone on VHF and UHF guard frequencies (121.5 MHz and 243.0 MHz) and coded
information to the SARSAT system (406.025 MHz).
The 406.025 MHz transmitter sends an encoded digital message containing:
 Serial number of the transmitter
 Aircraft identification (ID) (24 bit address or tail number)
 Country code
 COSPAS/SARSAT ID code (serialised only)
 Position coordinates provided by the aircraft navigation system.
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3.2 Emergency Locator Transmitter Architecture

3.2.1 Emergency Locator Transmitter Architecture
The ELT main components are the following:
 ELT control panel
 ELT antenna
 ELT/navigation interface unit
 ELT buzzer
 ELT unit.
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3.2.2 Emergency Locator Transmitter Architecture (Continued)
The block diagram shows the following components:
 ELT/navigation interface unit
 ELT antenna
 ELT buzzer
 ELT unit
 CCP (ELT) remote switch.
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3.3 Components of the Emergency Locator Transmitter (ELT)

3.3.1 Emergency Locator Transmitter Unit
This is a fixed unit located inside left rear fuselage of the aircraft. It will transmit on 121.5
MHz/243.0 MHz and send coded information to the SARSAT system on 406.025 MHz when
activated.
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3.3.2 ELT Unit Construction
The ELT unit main components are as follows:
 Top cover
 ELT
 Battery pack
 Mounting tray
 Coaxial connectors
 Captive screw
 End cover
 Electrical connector.
The ELT main assembly C406-N HM unit battery power pack consists of four “D“ lithium
manganese dioxide cells connected in series.
The battery pack must be replaced with a new one:
 After use in an emergency
 After an inadvertent activation of unknown duration
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 When the total of all known transmissions exceeds one hour
 On or before the battery replacement/expiration date.
The ELT is powered by 28 Vdc from emergency CB panel 1.
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3.3.3 ELT Navigation Interface Unit
The navigation interface unit provides the ELT with the FMS positional data.
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3.3.4 Emergency Locator Transmitter Buzzer
The ELT buzzer is located in the tail boom. It operates whenever the ELT is activated.
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3.3.5 Emergency Locator Transmitter Antenna
The ELT antenna has two connectors which provide the connection for:
 121.5/243.0 MHz transmitter
 406.025 MHz transmitter.
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3.4 Controls and Indications of the Emergency Locator Transmitter

3.4.1 ELT Control Panel
The ELT control panel consists of a switch and an indicator light.
ELT Switch
The ELT switch is red in colour and has two positions that provide the following functions:
 ARM - the ELT automatically activates on impact. Moving the switch to ARM turns the
transmitter off if activated
 ON - the ELT is manually activated.
If the ELT has been activated accidentally, the switch on the panel must be set to ON and, after
1 second, returned to ARM.
Note: The ON position can be used to test the ELT operation. The actual ELT transmission can
be monitored using the VHF COM radio.
Indicator Light
The ELT indicator light flashes red to indicate that the ELT has been activated. After switching
the transmitter off, the light only flashes once more. Should the light flash more than once, an
internal failure may have occurred.
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3.5 Operation of the Emergency Locator Transmitter

3.5.1 Emergency Locator Transmitter Operation
Following an automatic or manual activation, the ELT immediately starts transmitting on both
guard frequencies and after 50 seconds it starts transmitting on 406.025 MHz.
Once activated, the 121.5 MHz and 243.0 MHz transmitter will continue to operate until the
battery power is exhausted, which typically will be longer than 48 hours, whilst the 406.025 MHz
transmitter will operate for 24 hours before shutting down automatically.
An aural (buzzer) and a visual (red LED) monitor are provided to alert the crew when the ELT is
transmitting.
For normal operation, the switch on the ELT control panel must be in the ARM position.
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4 Emergency Equipment (Offshore)

4.1 Emergency Equipment (Offshore)
4.1.1 Life Jackets
Life jackets are intended for use by all passengers and crew for emergency flotation in the event
of aircraft evacuation over water.
In most configurations the jackets are positioned under the seats, however some seating
layouts may require them to be positioned in an alternative location, but in close proximity to the
seat.
Each life jacket is equipped with:
 CO² cylinder and pull tab - the primary inflation method
 Oral inflation tube - for topping up and a backup method of inflation
 Water activated survivor locator light - to assist in locating survivors at night.
Note: For offshore operations, all aircraft will be equipped with one life jacket for each
passenger.
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4.1.2 First Aid Kit
The AW189 first aid kit is located on the back of the pilot seat.
It complies with specific Part-CAT (Commercial Air Transport) Subpart D requirement and
includes the following contents:
 Equipment
o Bandages (assorted sizes)
o Burns dressings (unspecified)
o Wound dressings (large and small)
o Adhesive dressings (assorted sizes)
o Adhesive tape
o Adhesive wound closures
o Safety pins
o Scissors
o Antiseptic wound cleaner
o Disposable resuscitation aid
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o Disposable gloves
o Tweezers (splinter)
o Thermometers (non mercury).
 Medications
o Simple analgesic (may include liquid form)
o Antiemetic
o Nasal decongestant
o Gastrointestinal antacid, in the case of aircraft carrying more than nine passengers
o Anti-diarrhoeal medication, in the case of aircraft carrying more than nine passengers
o Antihistamine.
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4.1.3 Portable Flashlight
The AW189 is equipped with two flashlights stowed in the pilot and co-pilot doors providing a
convenient portable light source. Two AA alkaline batteries energise each flashlight. The
flashlight's lamp has the following specifications:
 Luxeon Star LED and regulator circuit to provide much better output than the standard
incandescent bulb provided with the light.
 Power push regulator circuit that provides semi-regulated output with 50% brightness
attained after seven hours of use from two AA alkaline batteries.
 Switch ON/OFF.
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4.1.4 Fire Extinguisher
The AW189 helicopter carries three Halon 1211, 0.7 kg hand fire extinguishers in the following
positions:
 Two are installed in the cabin (visible and easy to reach by all occupants), on the seat rail,
close to the instrumentation bench/benches that are considered the main source of cabin
fire for the presence of computers and electronic device.
 One is installed in the cockpit on the floor next to pilot seat.
The requirements show that for the intended operation these are sufficient for an adequate level
of safety.
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5 Flight Compartment Components

5.1 Purpose of the Flight Compartment Components
5.1.1 Introduction
The flight compartment consists of:
 Cockpit furnishings
 Cockpit seats
 Cockpit liners and soundproofing.
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5.2 Components of the Flight Compartment

5.2.1 Cockpit Furnishings
The cockpit furnishings comprise:
 Cockpit furnishing installation:
o Hardliner
o Marking and placard
o Document pocket (A4)
o Coaming handle on airframe structure
o Headset holder for pilot/co-pilot
o Fire extinguisher installation
o Flight manual box/e-book provision
o First aid kit provision
o Torch light provision
o Sun blind (optional)
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 Intercommunications System (ICS):
o Pilot/co-pilot control panel and outlets
o Additional ICS outlet for crew member
 ICS and Passenger Amplifier (PA):
o Pilot headset and control panel
o Co-pilot headset and control panel
o Maintenance (one in nose and one in rear)
o Additional interseat console headset (crew member).
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5.2.2 Cockpit Seats
The pilot/co-pilot seat back and pan are constructed of aluminium frames covered by metal
sheets. The seats are equipped with an energy absorbing system which reduces crash impact
loads by transferring the energy to the aircraft structure, therefore increasing chances of
survivability.
The energy absorbing system is based on absorbing crash impact energy by forcing a pair of
aluminium alloy tubes to pass through steel dies, squeezing the tubes across from circular to an
almost elliptical shape.
This system is very efficient, since it incorporates an anti-rebound device. This device is
designed to minimise any seat/occupant rebound which may result from the elasticity within the
seat and the resulting lack of structural rigidity due to the stroking process.
The seats are equipped with an adjustable movement mechanism and headrests, and if
requested an armrest.
The seats are connected to their respective cockpit floor seat rail structure by four sliding shoes.
These allow easy removal of the seat without the need for a special tool. Each seat rail is
machine finished from aluminium alloy extrusions and is mechanically fastened to the cockpit
floor by means of screws and a number of potted inserts located in the sandwich floor structure.
The sandwich panel structure comprises aluminium alloy skins, edge members and doublers
with a 25.4 mm thick honeycomb core.
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5.2.3 Cockpit Liners and Soundproofing
The total weight for the cockpit liner is 50 kg.
The ceiling roof panels are divided into three sections to allow access to the equipment installed
in the roof.
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6 Passenger Compartment
6.1 Purpose of the Passenger Compartment Components
6.1.1 Introduction
The passenger compartment is a large area equipped with modern crashworthy stroking seats
and is a regular shape with no obstructions, for maximum flexibility.
It has two large doors, one on either side providing quick access/egress for passengers.
The dimensions of the passenger compartment are:
 Length - 3.40 m (11 ft 2 in)
 Width - 2.40 m (7 ft 11 in)
 Height - 1.42 m (4 ft 8 in)
 Volume - 11.20 m³ (396 ft³).
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6.2 Passenger Compartment Architecture

6.2.1 16 Passenger Seat Configuration
The 16 seat configuration has three different layouts. They are:
 All seats facing forward
 Front row (four seats) facing aft and 12 seats facing forward
 All seats facing forward in a different configuration.
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The 18 seat configuration has 10 seats facing aft and eight facing forward.
The seating layout is:
 Front row facing aft
 Second row facing forward
 Third row facing aft
 Fourth row facing forward.
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The 19 seat configuration shows 10 seats facing aft and nine facing forward.
The seating layout is:
 Front row facing aft
 Second row facing forward
 Third row facing aft
 Fourth row facing forward.
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6.3 Components of the Passenger Compartment

6.3.1 Passenger Compartment Furnishings
The passenger compartment furnishings include:
 Passenger compartment furnishing installation:
o Hardliner (ceiling panels, sidewalls panels, aft panel)
o Marking and placard installation
o Soundproofing installation
o Emergency light and switch installation
o PA/loud speakers installation
o Passenger Service Unit (PSU) (modular unit including reading lights, reading light
on/off push button, ICS plug, ventilation outlet)
o Coaming and door step
o Fire extinguisher installation
o Torch light provision (optional).
 ICS:
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o Control panel installation
o Headset plugs installation
 Passenger seat layouts
 Power outlet.
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6.3.2 Passenger Seats
Each floor mounted passenger seat is connected to its respective seat rail structure by four
double stud fittings, which allow easy removal of the seat without the need for a special tool.
The seat attachment rails are positioned laterally across the cabin floor from extreme left to
extreme right and enable the seats to be reconfigured according to the approved layouts.
The seat rails are machine finished from aluminium alloy, heavy duty extrusions and, depending
on the seat configuration, can be mechanically fastened directly to the cabin floor sandwich
panel or to the floor frame structure beneath using screws. Cabin floor panel attachment is
provided by means of potted inserts located in the panel’s sandwich structure, and/or
connection to the floor skeleton structure via anchor nuts.
The sandwich panel structure has a similar composition to that of the cockpit floor panel. The
floor skeleton structure consists of both aluminium alloy machined plate and fabricated sheet
metal structure.
The passenger seats located in the fuel bay area attach directly to the panel structure. This is
common for all passenger configurations.
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6.3.3 Fourth Row Passenger Seats
The rear passenger seats are used to form the fourth passenger row of the AW189 aircraft's
public transport passenger configuration. The rear passenger seats are mounted on top of the
fuel bay surround structure.
The following rear (fourth row) passenger seat configuration consists of the following
parts/assemblies:
 Guide strap assembly (one per seat)
 Inertia reel (one per seat)
 Fuel bay surround structure
 Mounting assembly (left-hand) - connects two rear seats (right-hand mounting assembly
similar)
 Forward outboard mounting assembly
 Forward attachment plates (four per seat)
 Forward inboard mounting assembly
 Rear seats
 Seat backrests.
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6.3.4 Safety Belts
The seats are fitted with a lightweight and easily operated four-point restraint system which
comprises:
 Safety lap belt
 Double shoulder harness and locking inertia reels.
A five-point restraint system is also available as an option for the pilot and co-pilot seats.
Soundproof cushions and film are used in the AW189 hardliner aircraft configuration only. They
are designed to decrease the sound level caused by airframe vibrations, engines/rotors and
other external noise. The aircraft can use both soundproof metallic film and soundproof
cushions.
Internally of the cabin the metallic film is stuck on the structural panels (ceiling panels, sidewalls
panels and an aft panel) while the soundproof cushions are installed between the fuselage
structure and the hardliner.
The total weight of the installation is 6 kg and the soundproofing and damping weigh a further
43 kg.
In the softliner aircraft the softliner is fitted to the aircraft frame around lights, windows and
equipment.
In the hardliner aircraft the material used is polycarbonate.
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6.4 Control and Indications of the Passenger Compartment Components

6.4.1 Cabin Passenger Service Unit
A PSU is installed above each cabin seat in the hardliner ceiling panels (not directly onto the
aircraft structure). They are compatible with all seat configurations however for configurations
with five seats in a row, the central seat is not provided with a unit. There are a maximum of 16
units fitted within the aircraft. The aircraft main looms provide cabin connector breaks for the
PSU at row intervals on the left and right side.
The full PSU has the following components:
 Environmental Control System (ECS) ventilation outlet
 ICS headset connection point
 Personal reading light
 Personal reading light ON/OFF switch
 ICS Press-To-Transmit (PTT) switch.
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7 Single Rescue Hoist

7.1 Purpose of the Single Rescue Hoist
7.1.1 Introduction
The external hoist assembly is installed on the starboard side of the aircraft on the upper deck
fuselage structure towards the front of the passenger sliding door therefore allowing easy
accessibility by the rescue hoist operator when controlling the egress/ingress of crew members
and casualties.
A steerable hoist light is installed under the starboard fuselage providing illumination for the
hoist operator via the hoist operator control panel.
A fixed operator control panel and pendant are located internal to the cabin just forward of the
sliding door aperture. These equipments provide the hoist operator with all the necessary
control functionality.
All of these items are supplied by UTC Aerospace Systems (previously known as Goodrich)
located in Brea, California.
The external hoist system is electrically powered and electronically controlled by 28 Vdc aircraft
power. A brushless DC motor and controller assembly are mounted within the rescue hoist
assembly.
A variable speed control mode is available to the hoist operator through a rotating thumbwheel
on the control pendant while a fixed speed control mode of operation is available to the pilot/co-
pilot through the collective grip. The fixed speed mode permits a 50% nominal speed control
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and the pilot/co-pilot's control overrides the hoist operator control. An automatic load brake
locks the cable drum when power or the hoist command signal is interrupted.
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7.1.2 Hoist Capabilities and Features
The hoist is capable of raising and lowering a 600 lb (272 kg) weight at a variable speeds of
between 0 and 250 ft/min (0 to 76 m/min) under normal conditions. This is over a length of 88 m
(290 ft) using a type 1 (19 x 7 stand) nonrotating stainless steel cable designed for an ultimate
load of 3150 lb (1429 kg) using highest strength materials ensuring hoist integrity.
In the unlikely event of “snagging” a cable/hook assembly, an overload pinion and slip clutch
assembly within the gear train of the rescue hoist enables the hoist cable to slip (reel out) if the
cable tension exceeds a nominal load of 1400 lb (635 kg) (1230 lb (558 kg) minimum).
Automatic acceleration and deceleration controls are built into the circuitry to protect the hoist
from excessive “g” force. They limit “g” loading to less than 0.3 “g” to protect personnel from
injury during hoisting operations.
In the event of an aircraft emergency the deployed cable and attached load can be jettisoned by
the use of an explosive cartridge activated from a late arm CABLE CUT switch located on the
pilot and co-pilot collective grips or from the hoist operator control panel.
In the event that this dual redundant emergency cut system should fail a manual cable cutter
accessible to the hoist operator is included under the hoist operator's seat.
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7.1.3 Hoist Light Capabilities
The hoist light system is designed to aid aircrew during SAR operations. The hoist light is the
same part number as the steerable landing light providing configuration management and
spares advantages. The hoist light is installed on the underside of the aircraft fuselage on the
right side so that when the aircraft is hovering 7˚ nose up, 0˚ roll:
 The hoist light provides as much illumination as possible of the hoist hook at the end of the
hoist cable when it is extended at a nominal distance of 10 ft (3 m).
 With a nominal hover height of 70 ft (21 m) the hoist hook is located at the rear of the
projected hoist light beam. This allows a shadow of the hook to be cast while being
extended providing a visual reference for the hoist operator.
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7.2 Single Rescue Hoist Architecture

7.2.1 Single Rescue Hoist Architecture
The external hoist system integrates with the following components:
 Hoist motor
 Hoist mounting
 Hoist cowling
 Cockpit collective grips
 Cockpit hoist control panel
 Hoist pendant controller
 Hoist operator control panel
 Steerable hoist light.
The system takes its 28 Vdc power from the aircraft power supply via Remote Electrical Power
Unit (REPU) 3, main bus 4. The hoist light power is via main bus 3.
Crew Alerting System (CAS) messages are displayed to the cockpit crew when the system is
operated.
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7.2.2 Single Rescue Hoist ECDU Circuit Breaker Pages
The single rescue hoist CB are accessed via the SYSTEM CB page of the Electronic Control
and Display Unit (ECDU) as follows:
 Select SYSTEM CB page 1/2.
 Select NXT - SYSTEM CB page 2/2 will display.
 Select MISC - CB/MISC page 1/2 will display showing HOIST CTRL and HOIST PWR.
 Select NXT - CB/MISC page 2/2 will display showing HOIST CUT1.
When the selected Line Select Key (LSK) is depressed, it allows the CB to be turned ON or
OFF.
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7.2.3 Single Rescue Hoist ECDU Power Supply Pages
Power supply CB are accessed as follows:
 Select the BUS BAR CB page.
 Select DC MAIN 3 for the HOIST ICS AND HOIST LT P CB, or
 Select DC MAIN 4 for the HOIST LT C, HOIST CTRL, HOIST CUT1 and HOIST PWR CB.
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7.3 Components of the Single Rescue Hoist

7.3.1 Single Rescue Hoist Components
The rescue hoist system consists of three major components:
 Rescue hoist assembly
 Hoist operator control panel
 Hoist control pendant.
The hoist assembly includes drum, fairings and control mechanisms, a hook and cable cutting
explosive cartridge. All of these items are mounted on a fixed boom outside of the main aircraft
cabin.
The control pendant and control panel are located within the main aircraft cabin. All three
components are interconnected by aircraft wiring.
Individual limiting devices are installed to control automatic acceleration, deceleration and
stopping of the cable at predetermined positions throughout the full operational range of the
cable.
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7.3.2 Hoist Motor
The main drive motor assembly is the latest DC motor assembly which is currently being used
on other AgustaWestland aircraft models.
The rescue hoist assembly is composed of three subassemblies:
 Gearbox - provides torque at the input shaft and houses the automatic brake assembly,
limit switches and oil fill port and pump
 Level wind and storage drum assembly - includes the cable guide for uniform cable winding
and houses the cable cutter, hoist cable and hook assembly
 Drive motor/controller - includes the main drive motor at 28 Vdc and heat sink.
An intermediate limit switch is activated when the cable is approximately 10 ft (3 m) from either
operating extreme (0 - 10 ft and 280 - 290 ft/0 - 3 m and 85 - 88 m), maximum variable hoist
cable speed is limited to 0 to 75 fpm (22.86 m/min) and the caution indicator remains
illuminated.
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7.3.3 Hoist Mountings
The hoist mount assembly is a carbon composite structure that is attached to the starboard side
of the aircraft structure above the cabin door by four bolts. The two upper attachment bolts and
the two lower attachment bolts are secured together with lock wire. It provides the required
clearance between the rescue hoist and the aircraft structure, and it is equipped with a handle
for use by the crewman during hoisting operations.
The rescue hook is attached to the free end of the hoist cable by a captive split collar which
allows the cable to be assembled or disassembled from the hook without the use of special
tools, and allows the hook to swing as much as 30° to ensure that no cable bending occurs at
the end fitting.
A sealed stainless steel ball bearing within the hook assembly allows the hook to swivel freely
360° about the cable axis.
Energy absorber/bumper stop ensures a homing tension of between 100 lb and 200 lb (45 kg
and 90 kg) remains on the cable as the cable is fully retracted.
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7.3.4 Hoist Cowling
The hoist cowling provides an aerodynamic cover for the rescue hoist, and it essentially consists
of two frames that are bolted onto the hoist support assembly and three cowlings (forward, mid
and aft) that are attached to the two frames. All parts are manufactured from a carbon
composite material, and when installed, the assembly is open at the bottom to permit access to
the rescue hoist.
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7.3.5 Hoist Cable
The hoist cable is a nonrotating type and has a minimum breaking strength of 3300 lb (1497 kg).
Maximum usable linear displacement of the hook is not less than 290 ft (88 m).
Cable retirement life shall be at least 1500 lifts as defined below:
 A lift is defined as an unreeling and recovery of the cable with a load attached to the hook,
independent of the length of the cable that is deployed/recovered.
 An unreeling/recovery of the cable with no load attached on the hook is not considered to
be a lift. Any operation where load is applied for half the operation (unreeling or recovery)
must be considered as one lift.
Cable Foul Conditions

If the cable is not wound back onto the drum correctly during the reeling in cycle, the build-up of
cable results in an actuator plate being displaced upwards, and redundant cable foul
microswitches actuate to remove power from the electric motor. All operations are therefore
automatically stopped to prevent potential cable breakage due to continued operation with a
fouled cable. At the same time, redundant indication microswitches actuate to generate the
amber HOIST CBL FOUL caution caption on the Primary Flight Display (PFD) to alert the
aircrew to the failure condition. All further hoisting operations are permanently inhibited until the
cause of the failure is rectified during ground maintenance.
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7.3.6 Hoist Light
The hoist steerable search light is installed underneath the starboard fuselage with the light
pointing upwards to protect it in the stowed position. Once deployed the searchlight is controlled
from the hoist operators control panel and used to search the local area underneath the aircraft.
The steerable search light uses a High Intensity Discharge (HID) bulb for white light, with a
beam angle of 12º (horizontal) x 10º (vertical) producing 32,000 cp (Candlepower) at its peak.
Night Vision Goggle (NVG) compatible Infrared (IR) light is provided from the lights arrangement
of IR diodes that produce a light output not less than 30 W/Sr (Radiance) throughout a beam
angle of 20º (horizontal) x 10º (vertical).
The light is manoeuvrable in the range of 0º to 120º in extension (with 0º being the stowed
position) and is rotatable 360º (continuous in azimuth).
The search light is the same model as that used for the steerable landing light.
Selection between white and IR modes is made via the ECDU LIGHTS page via the STEER
LTS button therefore only the pilot and co-pilot are able to select the light modes.
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7.4 Controls and Indications of the Single Rescue Hoist

7.4.1 Cockpit Collective Grips
Both the pilot and co-pilot collective grips have the same functionality.
A guarded late arm type cable cut switch provides the same operation as that installed on the
hoist operator control panel.
A simple two position UP/DOWN switch is located for the control of the hoisting operations.
When the variable speed electronic controller receives input signals from this switch all hoisting
operations are performed at a fixed speed, and any input made by the pilot/co-pilot overrides
the variable speed commands from the pendant control.
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7.4.2 Cockpit Hoist Control Panel
The master hoist power and main hoist light ON/OFF switches are located on a hoist control
panel on the interseat console. When the HOIST or HOIST LT switch is set to the ON position, a
HOIST ON or a HOIST LT ON advisory message is displayed on the pilot/co-pilot PFD in the
CAS part of the screen. Additionally when the HOIST switch is set to ON a green indication light
is illuminated on the hoist operator pendant control.
There are no warning messages generated by the rescue hoist system but there are two
cautions associated with it, these are as follows:
 HOIST CUT ARM - this message is displayed when any of the three discrete (pilot/co-pilot
collectives, operator control panel) cable cutting switch guards are raised to activate the
system. If this message is displayed when none of the switch guards are raised the rescue
hoist system should be switched off and not used.
 HOIST CBL FOUL - this message is generated when the rescue hoist system detects a
cable misalignment which could lead to a cable foul. Power is removed from the rescue
hoist motor until the cable misalignment or foul is removed.
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7.4.3 Hoist Pendant Controller
The rescue hoist control pendant is a portable NVG compatible device which is held within the
operator's hand allowing limited movement around the passenger cabin. The control pendant
provides the following control functions and displays.
Up/down Thumbwheel
The thumbwheel is spring-loaded to the centre (off) position. Slight rotation of the thumb wheel
towards the UP (reel in) or DN (reel out) markings will initiate a hoist cable reel in or reel out
command. The thumbwheel can be rotated up to 35° to either side of the centre position,
velocity of extension is proportional to the angular displacement of the thumbwheel. Internal
stops prevent the thumbwheel from rotating more than 35° in either direction.
Displays
PAYOUT (NVIS green) is a seven-segment three-digit display providing an indication of the
deployed cable length.
CBL (NVIS yellow) caution indicates that a potential cable miswrap has been detected. All
power will be removed from the rescue hoist until the miswrap is cleared.
TEMP (NVIS yellow) is illuminated when an over temperature condition is detected from any
one of three thermal sensors (motor power transistors, motor windings or gearbox oil), at the
same time, the motor current limit will be reduced from 150 amperes maximum to 80 amperes
maximum reducing the rescue hoist overall performance and reducing thermal increase. When
the temperature subsequently falls below the predetermined settings, the TEMP indicator
extinguishes and full power performance is returned to the rescue hoist. The indicator is also
used in a flashing mode to indicate that hoist power is not available.
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SLOW (NVIS green) illuminates when the rescue hoist assembly is operating in the slow speed
zones at either end of the cable extremes (0 - 10 ft and 280 - 290 ft/0 - 3 m and 85 - 88 m).
WTR (NVIS green) illuminates when hover trim functionality is available to the rescue hoist
operator.
WTR is a five-position control switch allowing activation of limited hover trim control from the
pendant. Once selected the rocker switch allows limited movement of the aircraft in accordance
with the directions indicated on the pendant (WTR indicator will be illuminated when WTR is
activated).
An ICS trigger switch is installed in the grip handle permitting the operator to communicate with
the pilot via the ICS or radio system depending on the selected communication system.
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7.4.4 Hoist Operator Control Panel
The operator control panel is installed within the passenger cabin above the rescue hoist
operator seat allowing easy access for the rescue hoist operator. The operator control panel
provides the following control functions and displays:
 NORM/NVG - a toggle switch which provides two light settings to the control pendant
display and indicators.
 DIM - a rotary switch controlling the backlighting brightness of the control panel.
 SQUIB TEST - a simple push button which provides a low current continuity test of the
cable cut circuit. If successful both circuit green lights will illuminate.
 SEARCHLIGHT LAMP - a toggle switch controlling the illumination of the searchlight lamp
either on or off.
 SEARCHLIGHT CONTROL - a five-way beep switch. At the first depression of the beep
switch the hoist searchlight system is powered (if the LAMP switch is set to ON the light will
illuminate) allowing steerable control of the searchlight. At the second depression of the
beep switch the searchlight system is powered off. The searchlight will automatically switch
off and return to the stowed position.
 CUT - a guarded switch which enables the hoist operator to cut the rescue hoist cable in
the case of an emergency. When the guard is lifted the HOIST CUT ARM caution will be
displayed on the PFD. Subsequent depressing the switch will activate the cable cutting
Electro-explosive Device (EED) “squib” severing the rescue hoist cable and dropping the
load.
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 HEADSET - plug point for hoist operator headset.
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7.4.5 Hoist Light Modes
The STEER LTS key (LSK8) on the ECDU LIGHTS page controls the mode of lighting for the
NVG variant of the hoist light.
When the IR mode is selected the following CAS advisory message is displayed on the PFD
EXT LTS IR MODE . When white light is selected the CAS message is removed.
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7.5 Operation of the Single Rescue Hoist

7.5.1 Single Rescue Hoist Operation
When the master hoist control switch is set to the ON position, power is supplied to the HOIST
ON advisory message on the PFD and to the variable speed electronic controller. Additionally
the HOIST ON green indication light is illuminated on the connected pendant control.
Note: The hoist light will only be available if switched on at the master hoist control panel.
The system is now configured for hoisting operations which can be performed at variable
speeds by the crewman operated pendant control switch or at fixed speed by the pilot/co-pilot's
control switch located on the collective grip. Control priority is assigned to the pilot/co-pilot, and
any inputs made via the collective grip switch will override those being issued from the pendant
control.
When the deployed cable length is between 13 - 16 ft (4 - 5 m) from the full-out position during
the reeling out cycle, the intermediate down limit switches are actuated and the control logic
automatically reduces the speed to a predetermined value. This is a built-in safety feature to
avoid reaching the cable full-out position at high-speed. The amber SLOW indication light will
illuminate on the pendant control to provide evidence to the crewman that speed reduction has
occurred. Reeling out operations will continue at this reduced speed until the deployed cable
length reaches the maximum allowed, and the full-out limit switches actuate to remove power
from the electric motor. All operations are stopped with a minimum of three and a half to four
dead wraps of cable remaining on the hoist drum, and the amber SLOW indication light on the
pendant control will be extinguished.
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The reeling in cycle follows a similar sequence to that discussed above. When the retracted
cable (the hook end) is between 11 - 15 ft (3.5 - 4.5 m) from the full-in position, the intermediate
up limit switches are actuated and the control logic automatically reduces the speed to a
predetermined valve. This is a built-in safety feature to avoid reaching the fully homed position
at maximum speed. The amber SLOW indication light will illuminate on the pendant control to
provide evidence to the crewman that speed reduction has occurred. Reeling in operations will
continue at this reduced speed until the hook bumper assembly makes contact with an actuation
pin in the cable guide, and the full-in switches actuate to remove power from the electric motor
and stop all operations when the hook and bumper assembly are in the correctly homed
position. The amber SLOW indication light on the pendant control will be extinguished.
Although the operation of the redundant intermediate up and down limit switches is fully
automatic, it is worth noting that if the crewman is controlling operations via the pendant control,
he should be aware that the cable extremities are being reached as a result of the painted cable
ends being visible. In the unlikely event of a failure of these switches, he should be prepared to
reduce the cable speed via the thumbwheel switch to avoid a high-speed stop (and potential
cable damage) when the full-out and full-in limit switches actuate.
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7.5.2 Single Rescue Hoist Emergency Operation
In the event of emergency conditions that require the aircrew to sever the cable and release the
attached load, any one of the three cable cut switches can be activated:
 Pilot/co-pilot collective grip - the power supplies to the cable cut switches located on the
collective grips are considered to be the primary circuit (as the pilot/co-pilot has overall
control with respect to the safety of the aircraft)
 Hoist operator control panel - the power supplies to the crewman actuated cable cut switch
on the hoist operator control panel are considered to be the secondary circuit.
The cable cut switches consist of a switch guard and the push button below the guard. When
the guard is raised, the guard contacts close and the first set of relays are energised to arm the
electrical circuit to the explosive cartridge in the rescue hoist assembly, resulting in the
generation of a HOIST CUT ARM caution on the PFD in the cockpit. When the push button is
pressed, the contacts close to energise a second set of relays to complete the circuit to the
explosive cartridge, therefore resulting in detonation and the cable being severed by the
guillotine.
Note: The main hoist control switch on the hoist control panel must be set to the ON position. If
set to the OFF position for whatever reason during an emergency situation, the cable cut circuits
will not operate.
Manual Cable Cutter

Included in the provision is an emergency manual cable cutter which is stored under the hoist
operator's seat. A placard is displayed next to the hoist control pendant which reads "CABLE
CUTTER UNDER HOIST OPERATOR SEAT".
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Once cut close to the outlet, the lower part of the cable will fall away freely from the hoist without
danger of entanglement and the remaining cable will be retained without causing injury to the
operator.
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7.5.3 Single Rescue Hoist Light Operation
Hoist Control Panel

The hoist searchlight power is enabled via the LT switch when lighting is required. This also
displays an LED light when switched on.
An advisory message is displayed in the CAS list as HOIST LT ON .
Hoist Operator Control Panel

The operator control panel is the means by which the searchlight is controlled:
 Norm/NVG - allows the operator to choose between NVIS white and NVG lighting mode
 DIM - a dimmer switch which adjusts the backlighting of the control panel only
 Searchlight - consists of two controls:
o Lamp - turns the search light ON or OFF
o Searchlight control - five-way beep switch providing the following:
o First depression - turns on the searchlight system. The searchlight will illuminate if the
cockpit hoist control panel LT switch is set to on.
o Beep switch - allows the operator to manoeuvre the extended searchlight forward and
aft, and turn it right and left, by pressing the corresponding edge of the switch itself.
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o Second depression - powers off the searchlight system, turns the light off and returns it
to the stowed position.
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8 Cargo Hook
8.1 Purpose of the Cargo Hook
8.1.1 Introduction
The cargo hook system is optional role fit equipment for the AW189 aircraft and consists of a
support frame assembly, cargo hook assembly (with pressure cartridge), load indicator, hook
control panel, load release switches (on the cyclic sticks) and the aircraft electrical wiring.
Only Nonhuman External Cargo (NHEC) can be attached to the cargo hook, and this load must
not exceed the maximum weight of 6000 lb (2721 kg). It should however be noted that the hook
assembly and support frame are designed for a maximum load of 9000 lb (4082 kg).
The cargo hook is installed so that the cargo hook is in line with the aircraft centre of gravity.
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8.2 Cargo Hook Architecture

8.2.1 Cargo Hook Architecture
The cargo hook architecture consists of the following components:
 AW189 aircraft
 Cargo hook
 Instrument panel
 Load indicator
 Cargo hook control panel
 Load release switches (on the cyclic sticks).
The system is supplied with electrical power from:
 The 28 Vdc main bus 1 busbar through the CARGO REL circuit breaker
 The 28 Vdc ess 2 busbar through the CARGO REL EMERG circuit breaker.
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8.2.2 Cargo Hook ECDU Pages
The cargo hook CB are accessed via the SYSTEM CB page of the ECDU as follows:
 Select SYSTEM CB page 1/2
 Select NXT - SYSTEM CB page 2/2 will display
 Select MISC - CB/MISC page 1/2 will display showing the CARGO REL CB.
When the selected LSK is depressed, it allows the CB to be turned ON or OFF.
Power supply CB are accessed as follows:
 Select the BUS BAR CB page
 Select DC MAIN 4 for the CARGO REL CB.
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8.3 Components of the Cargo Hook

8.3.1 Cargo Hook Support
The cargo hook support is a rectangular aluminium frame consisting of forward and aft flanges,
and left and right side channels.
The forward and aft flanges support the cargo hook assembly. The forward flange has an
internal bush to support the forward mount of the cargo hook. It is designed to slide out of the
frame allowing easy assembly of the hook inside the frame. The aft flange incorporates a split
bush.
The left and right side channels are bolted to the aircraft by four mounting positions. A U-bolt is
installed within the frame for securing the cargo hook assembly in the stowed position when not
in use.
The cargo hook and frame will be bonded via a paint free section of the case mountings. The
DC resistance between the hook frame and the aircraft structure will not exceed 2.5 milliohm.
Bonding of all metal parts of the equipment case shall be such that the DC resistance between
all metallic parts of the unit will not be greater than 10 milliohm.
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8.3.2 Cargo Hook
The cargo hook is a load beam which supports the load when fitted within the cargo hook
support frame. The hook has a keeper (throat locking device) to ensure that any attached load
is retained.
The load beam is actuated to the closed and open positions by a series of mechanisms and
linkages installed within the body of the hook. The hook is secured in the closed position by a
latch assembly and lock.
To open the load beam (hook), the lock is rotated releasing the latch assembly, which then
rotates to release the latch arm, allowing the load beam to pivot downwards releasing any
attached load. The lock can be opened by any one of the following three methods:
 Normal release is provided from the guarded late arm switches located on the pilot and co-
pilot cyclic sticks. Activation of these switches energises the rotary solenoid, which causes
the lock to release allowing the load beam to open dropping the load. Limit switches are
incorporated to remove power from the rotary solenoid at both the fully open and closed
positions preventing overheating of the solenoid. A spring in the cargo hook assembly then
positions the load arm back to its closed and latched position after load release and release
of the push button switch.
 Manual release can be activated by personnel on the ground. A hand actuated release
handle, external to the cargo hook assembly, is connected to the lock. Rotating the handle
up disengages the lock allowing the load beam to open, dropping the load.
 Emergency release can be initiated electrically in an emergency, if normal release fails,

from a guarded push button switch located on the cockpit control panel. An explosive
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cartridge is actuated in the cargo hook assembly forcing a pin down to disengage the lock
allowing the load beam to open, dropping the load.
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8.3.3 Cartridge
The explosive cartridge used in the emergency release operation of the cargo hook is contained
in a pressure cartridge kit, which is supplied separately, and can be installed at the flight line
level after the cargo hook is removed from the cargo hook support frame on the helicopter.
When supplied with 28 Vdc, the minimum all-fire current of the cartridge is 5.0 amperes per
bridge wire.
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8.4 Controls and Indications of the Cargo Hook

8.4.1 Load Indicator
The load indicator, installed in the cockpit, is connected through aircraft wiring to the load cell in
the cargo hook assembly. The indicator has three main components:
 Display - shows the weight sensed by the load cell in increments of 10 in the unit of
measure set with the LB/KG button
 ZERO button - when pushed, resets the display to zero
 LB/KG button - sets the display to show the weight in pounds (lb) or in kilograms (kg).
When the power is first applied to the system, the display of the load indicator shows 18880
momentarily.
Then the display shows 0 ±20 lb (0 ±10 kg) if no load is on the cargo hook.
If not, the pilot or the co-pilot must push the ZERO button on the face of the load indicator below
the display. When the load cell senses the load hung below the cargo hook, the display of the
load indicator shows the weight of the load.
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8.4.2 Cargo Hook Control Panel
The cargo hook control panel houses two switches and is located within the interseat console.
The two switches are described as follows:
 A main power switch with two selectable positions (ON and OFF). This switch when set to
the ON position will simultaneously connect 28 Vdc power supplies from two different
supply sources (one must be an essential supply) to the load release circuit.
 A guarded late arm type emergency switch that provides an electrical contact arming the
circuit when the guard is raised, and a push button that provides the second contact to
complete the circuit to the explosive pressure cartridge causing the load to release when it
is depressed.
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8.4.3 Cyclic Grip Switches
A pilot/co-pilot cyclic grip has a guarded late arm type emergency switch which provides an
electrical contact arming the circuit when the guard is raised. When it is depressed, a push
button provides the second contact to complete the circuit to the rotary solenoid which opens
the load beam causing the load to release.
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8.5 Operation of the Cargo Hook

8.5.1 Cargo Hook Operation
For a normal load release, the following will apply:
 Hook control panel power ON
 Hook control panel CARGO REL switch guard set to up. CAS caution message HOOK
ARM will display on the PFD
 A momentary press of the CARGO REL switch on cyclic stick handgrip will disengage the
lock opening the hook, releasing load. CAS caution message HOOK OPEN will display.
In the case of a manual load release, the personnel on the ground can do this if required.
A hand operated release handle, external to the cargo hook, is connected to the lock. When the
handle is turned up, it disengages the lock which releases the latch arm. The weight of the load
then causes the load arm to open and the load moves away from the load arm.
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8.5.2 Cargo Hook Emergency Operation
In the case of an emergency load release the pilot/co-pilot can operate the CARGO REL
EMERG switch on the cargo hook control panel.
This results in the pressure cartridge being fired. The lock is disengaged releasing the latch
arm. The weight of the load causes the load arm to open and the load moves away from the
load arm.
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Training Course
26 - Fire Protection

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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Table of Contents
Fire Protection System Lesson ..........................................................................................................................1
1 Purpose of the Fire Protection System ....................................................................................................1
1.1 Systems Overview ..........................................................................................................................1
1.1.1 Fire Protection System Purpose .................................................................................................1
2 Architecture of the Fire Protection System ..............................................................................................2
2.1 Engine/APU/Baggage Compartment Architecture .........................................................................2
2.1.1 Interface ......................................................................................................................................2
2.1.2 Architecture.................................................................................................................................3
3 Components and Location of the Fire Protection System .......................................................................4
3.1 Fire Detection Components ............................................................................................................4
3.1.1 Engine Compartment Fire Detector Wire ...................................................................................4
3.1.2 APU Compartment Fire Detector Wire .......................................................................................5
3.1.3 Engine Firewire Responder ........................................................................................................6
3.1.4 APU Firewire Responder ............................................................................................................7
3.1.5 Baggage Compartment Smoke Detector ...................................................................................8
3.2 Fire Extinguishing Components......................................................................................................9
3.2.1 Engine Fire Extinguishing Bottles ...............................................................................................9
3.2.2 Discharge indicators .................................................................................................................10
3.2.3 APU Fire Extinguishing Bottle ..................................................................................................11
3.2.4 APU Discharge Indicator ..........................................................................................................12
3.2.5 Explosive Cartridges .................................................................................................................13
3.2.6 Firewire .....................................................................................................................................14
3.3 Fire Extinguishing Components....................................................................................................15
3.3.1 Engine Piping............................................................................................................................15
3.3.2 APU Piping ...............................................................................................................................16
3.3.3 Double check tee valve ............................................................................................................17
4 Fire Protection System Controls and Indicators ....................................................................................18
4.1 Controls and Indications ...............................................................................................................18
4.1.1 Engine Fire Control Panel ........................................................................................................18
4.1.2 Engine Fire Indication ...............................................................................................................19
4.1.3 Fire Indications .........................................................................................................................19
4.1.4 APU Fire Indication ...................................................................................................................20
4.1.5 Fire Protection Indication ..........................................................................................................21
5 Operation of the Fire Protection System ...............................................................................................22
5.1 Fire Protection System .................................................................................................................22
5.1.1 Firewire Detection Operation ....................................................................................................22
5.1.2 Firewire Detection Operation ....................................................................................................22
5.1.3 Engine Fire Extinguishing Procedure .......................................................................................24
5.1.4 Engine Fire Extinguishing Procedure .......................................................................................24
5.1.5 APU Fire Extinguishing Procedure ...........................................................................................25
5.1.6 APU Fire Extinguishing Procedure ...........................................................................................25
5.1.7 Baggage Smoke Detector ........................................................................................................26
5.1.8 Fire Test....................................................................................................................................27
5.1.9 Fire test .....................................................................................................................................27
5.2 System Operation .........................................................................................................................28
5.2.1 APU Fire Detection ...................................................................................................................28
5.2.2 APU Fire Detection ...................................................................................................................28
5.2.3 APU Fire Extinguishing .............................................................................................................29
5.2.4 APU Fire Extinguishing .............................................................................................................29
5.2.5 Engine Fire Detection ...............................................................................................................30
5.2.6 Engine Fire Detection ...............................................................................................................30
5.2.7 Engine Fire Extinguishing .........................................................................................................31
5.2.8 Engine Fire Extinguishing .........................................................................................................31

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Fire Protection System Lesson

1 Purpose of the Fire Protection System
1.1 Systems Overview
1.1.1 Fire Protection System Purpose
The purposes of the fire protection system are as follows:
 Simultaneously protect all zones of the engines/Auxiliary Power Unit (APU) bays
 Provide an adequate quantity of extinguishing agent and rate of discharge for each fire
zone
 Dilute all of the atmosphere within and entering the engine/APU bay with sufficient inert gas
that it will not support combustion, and continue the process long enough to extinguish the
existing flame and dissipate the vapors or eliminate the ignition sources
 Provide indication in case of smoke detection in the baggage area.
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2 Architecture of the Fire Protection System

2.1 Engine/APU/Baggage Compartment Architecture
2.1.1 Interface
The fire protection system interfaces with:
 Electrical system, in order to provide electrical power from DC EMER BUS 1 and 2 to the
components
 Engines, in order to detect and extinguish fire presence
 APU, in order to detect and extinguish fire presence
 Fuel system, in order to close the engines fuel line via the shutoff valve
 Environmental control, in order to close the engine bleed valve when fire is detected
 Indicating system, in order to provide indications in the cockpit.
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2.1.2 Architecture
The fire protection system architecture comprises different areas:
 Power supply: from electrical system different bus bars provides 28VDC to the entire
system
 Detection: inside the engine bay, APU bay and baggage compartment different means
detect fire or smoke presence and provide indication to the crew
 Extinguishing: for both engine bays and APU bay bottles filled with halon are provided to
extinguish fire presence
 Indication: in the cockpit the crew is aware about fire presence and extinguishing by means
of PFD/MFD and engine/APU fire control panel.
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3 Components and Location of the Fire Protection System

3.1 Fire Detection Components
3.1.1 Engine Compartment Fire Detector Wire
Each engine bay is equipped with an independent engine fire warning system. The firewire is
the sensing element and consists of:
 A stainless steel tube containing the gas (helium) under pressure
 A core material (wire) located inside the tube
The core material is a gas absorption material impregnated with hydrogen. One end of the
firewire is connected to the responder and the other end is sealed.
The fire detection system consists of responder (pressure transducer) attached to the fire wire
containing a fixed quantity of inert gas (helium) with an internal metal core filled with an active
gas and a pressure transducer.
Each sensing element is routed to monitor the vicinity of the engine combustion chamber, fuel
supply lines and entry to the exhaust ejector. The sensing element is deliberately not routed in
close proximity to areas of normal high temperature (>450 °C) to avoid the potential of false
alarms.
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3.1.2 APU Compartment Fire Detector Wire
The APU bay is equipped with an independent engine fire warning system.
The fire warning system provides a cockpit signal when flames or excessive bay temperatures
are detected. The system consists of a wire gas type circuit similar to the firewire in the engine.
The circuit has a sensing element, which, when sensing a temperature exceeding the preset
value, causes the warning to illuminate on the APU control panel and the relevant voice warning
to be generated.
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3.1.3 Engine Firewire Responder
Each engine firewire includes a responder. The responder is a pressure transducer used to
detect the firewire gas pressure according to the temperature or the condition of the wire itself,
and to generate an alarm to warn the crew.
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3.1.4 APU Firewire Responder
The APU firewire installed in APU bay, has a responder identical to those for the engine.
The only difference between the Engines and APU responder is the lenght of the firewire: 10
meters and 6 meters respectively.
Its purpose is the same as the engine firewall responder, providing an alarm in the case of APU
fire detection.
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3.1.5 Baggage Compartment Smoke Detector
The smoke detector is installed in the baggage compartment, on the upper bulkhead.
The smoke detector is a photoelectric device that uses the light scattering effect. When a beam
of light goes though air that contains smoke, the smoke particles cause the reflection of the
incident light.
The intensity of the light scattering is dependent on the concentration of the smoke.
The smoke detectror transmits a 28 Vdc signal to the Aircraft and Mission Management
Computer (AMMC), and shows the warning message on the Multifunction Display (MFD).
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3.2 Fire Extinguishing Components

3.2.1 Engine Fire Extinguishing Bottles
Two identical and interchangeable stainless steel engine fire extinguisher bottles charged with
HALON 1301 and nitrogen gas are installed between the engine ejectors, under the rear sliding
fairing.
The bottles are cross-connected so that the content of any one bottle can be discharged into
either engine bay.
A temperature compensated pressure sensor is present in the bottle to provide low pressure
indication to the pilot when pressure drops below a preset safety level.
The bottle has a special filling adapter that after filling is sealed by fusion welding. The safety
relief fill fitting then forms the primary safety relief device.
A rupture disc is incorporated in the adapter and will burst if the bottle pressure increases
beyond the specified limit.
In the event of this primary overpressure relief, the bottle contents are vented, through the
discharge indicator.
The safety relief fill fitting yields when the internal gas pressure increases beyond the specified
limit.
A temperature compensated pressure switch is fitted on each bottle.
The fire extinguisher bottle is attached to the helicopter structure by three mounting lugs.
Fire extinguisher bottle will function up to 20000 ft.
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3.2.2 Discharge indicators
Two visual discharge indicators the engines are provided to allow visual indication of bottle
discharge through its overpressure safety relief.
The discharge indicator’s disc (green in colour) are ejected when the extinguisher agent is
expelled through the primary safety relief and connecting tube.
Upon ejection of the green disc, the red interior of the indicator bowl will be exposed thus
providing a visual indication when it is inspected by the crew on ground.
The discharge indicators for the engines are flush mounted on the aircraft left and right side of
the fuselage, close to the bottles.
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3.2.3 APU Fire Extinguishing Bottle
The stainless steel APU fire extinguisher bottle is charged with HALON 1301 and dry nitrogen
gas and is installed on the forward side of the front APU bay firewall.
The APU fire extinguisher bottle is fitted with one discharge outlet and one cartridge, therefore
providing a single discharge capability. The bottle outlet valve contains an electrically actuated
explosive cartridge and a frangible disc.
The fire extinguishing bottle incorporates a digital temperature compensated pressure switch to
provide indication of the internal pressure condition. This pressure switch also alerts the pilot if
the fire extinguisher has been activated either by a crew member or if pressure relief has
occurred by the yielding of the filler cap.
In the latter case, a secondary means to indicate that the container has discharged is provided
through a red coloured disc type discharge indicator, which is visible from the aircraft exterior.
The APU fire extinguisher bottle is designed to perform its intended function under any
foreseeable operating condition from sea level up to 20,000 ft.
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3.2.4 APU Discharge Indicator
One visual discharge indicator for APU is provided to allow visual indication of bottle discharge
through its overpressure safety relief.
The purpose of this visual indicator is identical to those installed for the engines.
The APU discharge indicator is mounted on the right hand side of the upper deck cowling, near
to the forward APU bay firewall.
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3.2.5 Explosive Cartridges
To discharge the extinguishing agent into the system, each bottle is provided with outlet valves
that contain an electrically actuated explosive cartridge and a rupture disc.
When required, the explosive cartridge is fired, precipitating a high pressure shock wave in
combination with high velocity cartridge fragments, causing the disc to rupture and the
extinguishant to be released.
Debris from the disc and cartridge is prevented from entering the discharge lines into the bays
by a screen positioned within the discharge outlet.
The frangible disc is made of a thin Inconel, calibrated membrane designed to rupture when
impacted by the shock wave, or in case an overpressurisation condition.
When fitted with the cartridge, the outlet/rupture disc assembly is designed to achieve a
minimum 95% opening.
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3.2.6 Firewire
The firewire consists of a continuous metallic wire filled with gas installed in the power plant fire
zones, routed in a way that allows coverage of all critical areas such as ventilation outlets,
combust/tail pipe sections, fuel supply and control regions etc.
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3.3 Fire Extinguishing Components

3.3.1 Engine Piping
An open feed line discharge tubing assembly for right and left engine bays together with the
pressure relief tubing assemblies are installed in order to carry extinguishing agent to engine
bays.
The piping are manufactured in steel.
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3.3.2 APU Piping
The APU fire extinguishing bottle is connected to a pipe which, as in the engine compartments,
carries the extinguishing agent to the APU bay.
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3.3.3 Double check tee valve
In order to be able to discharge the content of any one bottle into any one engine bay and/or
both bottles into any one engine bay, fire extinguisher bottles are cross-connected by means of
a pipe and the double check T valve.
This valve consists of a free floating metal ball made of aluminium alloy, enclosed in a cavity
between both outlets of the check T; upon discharge of the fire extinguisher, the ball is pushed
by the agent against a tapered internal sealing surface of the opposite outlet port in order to
prevent the agent from leaking through that port.
Check T valve will function up to 20000 ft..
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4 Fire Protection System Controls and Indicators

4.1 Controls and Indications
4.1.1 Engine Fire Control Panel
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4.1.2 Engine Fire Indication
4.1.3 Fire Indications

In the event of fire or overtemperature condition inside engine bay, the following alarms are
given to the pilot:
 Warning message "ENG 1 (2) FIRE" on the CAS window
 Audio tone "ENG1 (2) FIRE" with Master Warning Light flashing
 Red "FIRE" alarm on the Fire Control Panel
 Red warning light on the Engine Control Panel of the affected engine
 On the MFD power plant format, the engine silhouette becomes red with a red FIRE
message inside
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4.1.4 APU Fire Indication
In case of fire or overtemperature condition inside the APU bay, the following alarms are shown
to the pilot:
 Warning message APU FIRE on the CAS window
 Audio tone "APU FIRE" with master warning light flashing
 Red warning light on the APU control panel
 On the MFD power plant format, the APU silhouette becomes red with red FIRE message
inside.
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4.1.5 Fire Protection Indication
Fire detected inside engine 1 bay

ENG 1 FIRE
Fire detected inside engine 2 bay

ENG 2 FIRE
Fire detected inside APU bay

APU FIRE
Smoke detected in the baggage area

BAG FIRE
Engine 1 fire detector failure

1 FIRE DET
Engine 2 fire detector failure

2 FIRE DET
APU fire detector failure

APU FIRE DET
Engine 1 fire bottle low pressure detection

1 FIRE BTL LOW P
Engine 2 fire bottle low pressure detection

2 FIRE BTL LOW P
APU fire bottle low pressure detection

APU FIRE BTL LOW P
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5 Operation of the Fire Protection System

5.1 Fire Protection System
5.1.1 Firewire Detection Operation
5.1.2 Firewire Detection Operation

The fire detection system consists of a detector that operates using basic gas law: pressure
increases with temperature.
The detector is pneumatically operated by heating its sensor tube containing helium gas and a
hydrogen-charged core material. The application of heat to the sensor causes an increase in
internal gas pressure, which in turn operates a pressure diaphragm that closes an electrical
contact, actuating the alarm circuit.
The detector has two sensing functions. It responds to an overall “average” temperature
threshold (over the entire length of the sensor) and to a highly localized “discrete” temperature
caused by impinging flame or hot gasses.
In addition, both temperature functions are reversible (i.e., self-restoring) when the sensor tube
is cooled then when the average or localised temperature reduces, the detector element will
return to its former pressure state and the alarm switch will open.
The warning initiating signal will be removed and the fire warnings will be cancelled.
An overheat and/or fire condition is detected by either of the methods respectively reviewed
below:
 In the event of an increase in the ambient temperature of the engine/APU bay above a pre-
determined value (approximately 170°C over a 1 foot minimum length of firewire), the
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pressure of the fixed volume of inert gas (helium) is proportionally increased thus activating
the pressure transducer to signal the alarm that a heat increase (i.e. an overheat condition)
has occurred.
 In the event of a localized temperature increase in the engine/APU bay above 450°C, the
high surface temperature of the corresponding section of the firewire will result in the
release of a high quantity of the active gas (hydrogen) from the internal metal core
whenever a small section of the tube is heated to the present discrete (or higher)
temperature. The core out gassing increases the pressure inside the detector and actuates
the alarm switch to signal that a heat increase (i.e. a concentrated fire) has occurred.
It should be noted that to avoid any local raise of temperature above the trigger values of 170°C
and 450°C, the firewire is not routed in close proximity to the (normal) very hot areas of the
engine/APU bays.
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5.1.3 Engine Fire Extinguishing Procedure
5.1.4 Engine Fire Extinguishing Procedure

In the event of fire in one engine bay, a red light (FIRE) on the engine fire detection and
extinguishing control panel lights up, indicating to the pilot which engine bay is affected by the
fire.
To operate the system, the pilot is required to:
 Select and arm the engine bay where fire has been detected by raising the guard and
pushing the button FIRE/ARM. This action will automatically shut down the affected engine
by closing its relevant fuel shutoff valve and automatically close the heating system bleed
air shutoff valve.
 Fire the extinguishing bottle (iaw the procedure published in the RFM) by activating the
FIRE EXTING switch BTL1/2. This is a three-position switch which is spring-loaded in order
to avoid any inadvertent operation or a simultaneous activation of both bottles at the same
time.
In case an additional discharge would be required the pilot can activate the remaining bottle by
moving the FIRE EXTING switch to the other bottle position (BTL1/2). Note that in the event of
fire also in the other engine bay, the pilot is required to manually deselect the bay originally
armed prior to following the above fire extinguishing procedure.
The extinguishing of the fire does not cause the reopening of the fuel and bleed air shutoff
valves.
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5.1.5 APU Fire Extinguishing Procedure
5.1.6 APU Fire Extinguishing Procedure

In the event of fire in the APU bay, a red light (FIRE) on the APU control panel lights up,
showing the pilot the APU bay is affected by fire.
The pilot must lift the guard and press the button, to arm the corresponding cartridge in the
bottle. Additionally the activation of the button causes the APU to shut down by closing the fuel
shutoff valve and the cabin heating function to shuts down by closing the APU heating shut off
valve.
Afterward the pilot moves the two-position BTL switch of the control panel from down to up
position, causing the discharge of the bottle in the APU bay. When the extinguishing bottle is
empty, the PFD will indicate the appropriate CAS message. Extinguishing of the fire does not
cause the re-opening of the shut-off valve.
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5.1.7 Baggage Smoke Detector
The optical assembly provides the essential smoke and reference information to determine
whether an alarm condition exists.
Additionally the detector monitors the drive current to the optical assembly’s LED to maintain a
constant light intensity in the optical assembly.
The detector contains two optical channels that independently produce voltages proportional to
the intensity of a infrared LED contained within the detector. The optics of one channel is
isolated from ambient smoke whereas the other channel is in its direct path. The former channel
is called the “reference” channel while the latter is called the “smoke channel".
A small pointed reflecting screw is mounted at the focal point of the projected light beam. The
light reflected from the tip of the screw simulates the reflective characteristics of a small amount
of smoke.
A voltage comparator circuit is used to discriminate between a test input that is connected to
+28Vdc. The resultant signals provide a signal that indicates which of the conditions exists.
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5.1.8 Fire Test
5.1.9 Fire test

On ground, access the MENU page, pressing MENU push button on Electrical Control and
Display Unit (ECDU) keyboard. The tests performed by each ECDU are:
 ENG 1 FIRE
 ENG 2 FIRE
 BAG FIRE
 APU FIRE.
On the ECDU, the TEST function permits the fire detection and extinguishing system to be
checked. Each test can be selected by the line key. During the test (approximately 10 seconds),
the AMMC starts the indications (aural tone, warning light etc.). The test is completed when all
indications are confirmed.
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5.2 System Operation

5.2.1 APU Fire Detection
5.2.2 APU Fire Detection

The APU control panel is 28VDC powered by DC Bus 1 via circuit breaker located in the
overhead panel, and it provides power to the APU detector wire.
If the APU fire wire detects fire presence, it provides a signal to both AMMCs for alarm display
and to the APU panel itself.
By means of IOM1 and 2, the crew can test the system integrity.
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5.2.3 APU Fire Extinguishing
5.2.4 APU Fire Extinguishing

When fire presence is confirmed in the APU bay, the crew can use the APU fire bottle to
extinguish the fire. The signal goes from the APU control panel to the bottle via the relay K42
and then to the ground module.
The AMMCs provides alarm and indication in the cockpit.
In case of low pressure inside the bottle, a pressure switch provides an alarm to the AMMCs.
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5.2.5 Engine Fire Detection
5.2.6 Engine Fire Detection

The fire extinguishing control panel is powered by the Emer bus 1 and 2, via circuit breakers. In
parallel the Emer bus 1 and 2 powers the Engines fire detectors which in case of fire provide an
alarm to the AMMCs, to the fire control panel and to the engine control panel.
In case the fire wire is damaged and the responder detects a low gas pressure, it advises the
AMMCs in order to warn the crew by means of a caution message.
In case the extinguishing bottle pressure switch detects low pressure, the microswitch provides
a signal to both AMMCs to warn the crew.
By means of the IOM 1 and 2 and ECDU, the entire engine fire detection system can be tested.
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5.2.7 Engine Fire Extinguishing
5.2.8 Engine Fire Extinguishing

The fire control panel is connected to the extinguishing bottles through the relays K43, K44, K45
and K46.
They enable the extinguishing bottles cartridge to deliver the bottles content toward left or right
engine bay in according with crew selection.
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Training Course
28 - Fuel

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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28 - Fuel
Table of Contents
Fuel System Lesson ...........................................................................................................................................1
1 Introduction and Purpose of the Fuel System .........................................................................................1
1.1 Introduction and Purpose of the Fuel System ................................................................................1
1.1.1 Purpose of the Fuel System .......................................................................................................1
2 Fuel System Architecture ........................................................................................................................2
2.1 System Architecture .......................................................................................................................2
2.1.1 General Architecture ...................................................................................................................2
2.1.2 Electrical Supply .........................................................................................................................3
2.1.3 Aircraft and Mission Management Computer .............................................................................4
2.1.4 System Interface .........................................................................................................................6
2.2 Storage ...........................................................................................................................................7
2.2.1 Tanks and Options .....................................................................................................................7
2.2.2 Fuelling Methods ........................................................................................................................8
2.2.3 Fire Protection ............................................................................................................................9
2.3 Distribution ....................................................................................................................................10
2.3.1 Pipes/Vents...............................................................................................................................10
3 Fuel System Components .....................................................................................................................11
3.1 Describe the Fuel System Tanks and Components (1)................................................................11
3.1.1 Tank Assemblies ......................................................................................................................11
3.1.2 Filler Cap Assembly ..................................................................................................................13
3.1.3 Refuelling ..................................................................................................................................14
3.1.4 Interconnection Flange .............................................................................................................15
3.1.5 Collector Cell ............................................................................................................................16
3.1.6 Under Tank Foam and Drains ..................................................................................................17
3.1.7 Access Panels ..........................................................................................................................18
3.2 Describe the Fuel System Tanks and Components (2)................................................................19
3.2.1 Frangible Rings/Clips ...............................................................................................................19
3.2.2 Delta Rings ...............................................................................................................................20
3.2.3 Pipelines (Delivery) ...................................................................................................................21
3.2.4 Fuel Tank Venting System .......................................................................................................22
3.2.5 Outside Tank Venting and Drains.............................................................................................24
3.2.6 Flame Arrestors ........................................................................................................................25
3.3 Describe the Fuel Quantity Gauging System ...............................................................................26
3.3.1 Fuel Quantity Gauging System.................................................................................................26
3.3.2 Probes Overview ......................................................................................................................28
3.3.3 Upper and Lower Probe ...........................................................................................................30
3.3.4 Upper and Lower Probe (Mounting) .........................................................................................31
3.3.5 Low-level Optical Sensors ........................................................................................................32
3.4 Describe the Fuel System Sump Components ............................................................................34
3.4.1 Sump Plate ...............................................................................................................................34
3.4.2 Boost Pumps ............................................................................................................................35
3.4.3 Boost Pumps ............................................................................................................................36
3.4.4 Manually Operated Drain Valve................................................................................................37
3.4.5 Electrically Operated Drain/Sample Valve ...............................................................................38
3.4.6 Pressure Switch (Sump) ...........................................................................................................40
3.4.7 Nonreturn Valve (Pump Outlet) ................................................................................................41
3.5 Describe the Fuel System Fuel Manifolds ....................................................................................42
3.5.1 Manifold Overview ....................................................................................................................42
3.5.2 Shutoff Valves...........................................................................................................................43
3.5.3 Pressure Transducers ..............................................................................................................44
3.5.4 Crossfeed Valve .......................................................................................................................45
3.6 Describe the Central Auxiliary Tank .............................................................................................46
3.6.1 Central Auxiliary Tank ..............................................................................................................46
3.7 Describe the Fuel System Forward Tank and Components ........................................................47
3.7.1 Forward Tanks ..........................................................................................................................47

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3.7.2 Forward Tank Sump Components ........................................................................................... 48

4 Fuel System Controls and Indications .................................................................................................. 49
4.1 Describe the Fuel System Controls and Indicators ..................................................................... 49
4.1.1 Crew Alert and Monitoring System Introduction ...................................................................... 49
4.1.2 Electronic Control Display Unit ................................................................................................ 50
4.1.3 Primary Flight Display .............................................................................................................. 52
4.1.4 Multifunction Display ................................................................................................................ 53
4.1.5 Synoptic Page .......................................................................................................................... 54
4.1.6 Water Drain Valve Switch ........................................................................................................ 55
4.1.7 Crew Alerting System (CAS) Indications ................................................................................. 56
5 Fuel System Operation ......................................................................................................................... 57
5.1 Normal Operation......................................................................................................................... 57
5.2 Refuel/Defuel Operation .............................................................................................................. 58
5.2.1 Gravity Refuel .......................................................................................................................... 58
5.3 Venting Operation ........................................................................................................................ 59
5.3.1 Venting Operation (Main) ......................................................................................................... 59
5.3.2 Venting Operation (Fwd Tank) ................................................................................................. 60
5.4 Malfunctions ................................................................................................................................. 61
5.4.1 Fuel Low .................................................................................................................................. 61
5.4.2 Fuel Probe ............................................................................................................................... 62
5.4.3 Boost Pump Failure ................................................................................................................. 63
5.4.4 Engine Fire ............................................................................................................................... 64
6 Fuel System Maintenance .................................................................................................................... 65
6.1 Safety Information ........................................................................................................................ 65
6.1.1 Installation ................................................................................................................................ 65
6.1.2 Environment Condition............................................................................................................. 66
6.1.3 Safety (Fwd Tank).................................................................................................................... 67
6.1.4 Interlocks .................................................................................................................................. 68
6.2 Leading Particulars ...................................................................................................................... 69
6.2.1 Approved Fuel Types ............................................................................................................... 69
6.2.2 Fuel Tank Capacities ............................................................................................................... 70
6.2.3 Fuel Additives .......................................................................................................................... 71

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Fuel System Lesson

1 Introduction and Purpose of the Fuel System
1.1 Introduction and Purpose of the Fuel System
1.1.1 Purpose of the Fuel System
The AW189 fuel system provides fuel storage capability, and supplies the two main engines and
the Auxiliary Power Unit (APU), at the pressure and flow rate requested by the engine for
aircraft operations in all ground and flight conditions.
The fuel system also provides the principal requirements which are:
 Provide a fuel storage system for the basic system and central tank
 Provide fuel distribution
 Allow for fuel cell ventilation
 Provide a fuel quantity gauging system
 Provide a means of refuelling.
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2 Fuel System Architecture

2.1 System Architecture
2.1.1 General Architecture
The basic storage subsystem comprises two permanent fit main fuel tanks (left-hand (LH) and
right-hand (RH)) installed in the rear cabin. All fuel tanks are crashworthy and non-self-sealing.
The AW189 fuel system includes the following subsystems as standard fit:
 Basic fuel storage system (two laterally mounted main tanks)
 Tank venting system
 Fuel distribution system
 Fuel quantity gauging system
 Gravity and electrical drain facility
 Gravity refuelling system
 Fuel management system (within aircraft avionic architecture).
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2.1.2 Electrical Supply
The fuel system electrical components are supplied from the 28 Vdc supply with the control of
the boost pumps and Shutoff Valves (SOV) through the Electrical Control and Display Unit
(ECDU). The ECDU is mounted on the interseat console.
Control of the pressure refuel system is through the aircraft Multipurpose Control and Display
Unit (MCDU) in conjunction with a refuel control panel. The refuel control panel is mounted on
the external skin of the aircraft, close to the refuelling port on the right side when fitted.
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2.1.3 Aircraft and Mission Management Computer
The Aircraft and Mission Management Computer (AMMC) is a computer with plant monitoring,
flight management and map generation capability supporting the following main functions:
 Aircraft systems interfacing, data acquisition, status monitoring and alert generation
 Aircraft plants health and usage monitoring, including maintenance information

management
 Plants data management for crew visualisation
 Flight management
 Aircraft data upload/download port
 Map generation.
The fuel system architecture for the AMMC is as follows:
 APU control panel - controls the APU SOV
 ECDU/REPU - controls the opening and closing of the crossfeed valve and the engine
SOV, it also provides power to the boost pumps
 AMMC/fuel gauging function - receives sensor data from:
o Pressure transducers
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o Pressure switches
o Low-level sensors
o Probes
 Auxiliary tank - an electrical connector and strap passes the data to the fuel gauging
function of the AMMC.
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2.1.4 System Interface
The fuel system interfaces with numerous aircraft systems either directly or indirectly:
 Electrical supply - supplies power to all the necessary components
 Engines and APU - the system supplies the required fuel for their operation
 Avionic systems display:
o Fuel quantity and pressure on the Primary Flight Display (PFD)/Multifunction Display
(MFD)
o Crew Alerting System (CAS) messages associated with the fuel system
o Control of the fuel and refuel system through the ECDU
 Fire protection system - shuts off the SOV (for the required engine) in the event of an
engine fire
 Airframe structure - tanks/component installation.
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2.2 Storage
2.2.1 Tanks and Options
Both main fuel tank cells have provisions for the installation of a central auxiliary fuel tank and a
forward fuel tank kit.
The AW189 fuel system includes the following optional subsystems:
 Central auxiliary fuel tank
 Pressure refuelling/suction defuelling system
 Forward fuel tank kit (two tanks mounted under the floor in front of the main fuel tanks) with
fuel transferred by ejector pumps.
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2.2.2 Fuelling Methods
The AW189 refuelling system provides for three alternative methods of refuelling:
 Option 1: Gravity Refuelling. A refuelling port with Gravity filler cap and adapter may be
provided on the LH or RH (or both) Main Fuel Tanks
 Option 2: Closed Circuit Refuelling Receiver (CCRR) kit. This can be optionally installed
into an existing Gravity Refuelling port, allowing pressure and gravity refuelling from the
same point.
 Option 3: Pressure Refuel / Defuel System. This kit is provided as an option which includes
Pressure refuel/defuel cap & adapter, Refuel/defuel SOV, high level float switch, refuel vent
valve and pressure refuel defuel control panel (externally mounted). These components
would be fitted in and around the RH main tank.
All three systems are designed to completely refuel both main tanks and the auxiliary/forward
fuel tanks (when fitted).
All three systems are designed to completely refuel both main tanks and the auxiliary tanks
(when fitted).
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2.2.3 Fire Protection
The most important task is considered to be to contain the stored fuel and prevent fuel leaks. To
achieve this, during a crash, the tank bladders will not puncture, excessively deform or tear and
the equipment and bladder structural attachment points are designed to be breakable.
All fuel storage components and fuel system controls are located outside the designated fire
zone. Therefore a power plant fire will not affect these items. The designated fire zone (engine
compartment) is isolated from the fuel storage area by a firewall made of titanium as the primary
defence. Rigid engine feed pipes are routed rearwards from the fuel storage area before
entering the engine compartment through the firewall. Fireproof flexible pipes are used from the
firewall to the engine. The main and auxiliary fuel tanks are more than 300 mm from the firewall.
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2.3 Distribution
2.3.1 Pipes/Vents
The fuel distribution system consists of two independent and separate boosted systems which
supply the two main engines and APU. Under normal conditions, each distribution circuit
supplies fuel to its associated engine. However, the systems can be connected by a crossfeed
line, controlled by an electrically operated valve, which enables fuel to be supplied by one
system to both engines. The crossfeed operation is automatically activated (by a pressure
switch signal) in normal operation and can also be manually operated by the pilot.
The fuel system lines are composed of rigid and flexible pipes. Flexible pipes are used to meet
crash safety requirements where relative movement between the bladder and rigid pipe, in a
survivable crash, would damage the bladders causing serious fuel spillage.
The rigid pipes are seamless aluminium alloy with internal and external coatings. Titanium pipes
are used in the areas below the engine firewalls where they would be subjected to high
temperatures in the event of a fire in the engine bay.
The fuel tank venting system consists of two independent and separate systems which vent
each of the two main fuel tank cells. The fuel tank ventilation system ensures proper ventilation
of all tanks and prevents fuel leakage due to overpressure, siphoning or aircraft rollover.
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3 Fuel System Components

3.1 Describe the Fuel System Tanks and Components (1)
3.1.1 Tank Assemblies
The storage subsystem comprises of two main tanks located between stations X5700 and
X6700. The two main tanks are "L" shaped bladder type and the primary structural strength is
provided by the frames which, via the honeycomb panels, retain the tank bladders and form a
fume proof enclosure. The main fuel tanks are symmetrical (except for the addition of flanges
required for optional equipment) and the tank wall material is manufactured from a high tear
resistance and anti-abrasion rubber impregnated fabric, which meets the crash resistance
requirements.
The volume of each main fuel tank is 691 litres (553 kg/1219 lbs). This provides a total usable
fuel of approximately 1334 litres (1066 kg/2350 lbs) when tank expansion space and sump
volume is considered.
An expansion space not less than 2% of total fuel capacity in the tanks is ensured by the
position of the gravity filler cap, which prevents the tank being filled higher than the critical point
at all normal ground standing attitudes.The pressure refuel system high-level float switch is also
positioned to respect the required expansion space.
The components of each main tank are:
 Filler cap assembly
 Interconnection flange
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 Collector cell
 Under tank foam and drains
 Access panels
 Venting system
 Frangible rings and clips
 Delta rings
 Engine fuel supply pipeline
 Upper probe
 Lower probe
 Low-level sensor
 Sump plate and components.
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3.1.2 Filler Cap Assembly
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3.1.3 Refuelling
The LH main fuel tank incorporates provision for gravity refuelling and the RH main fuel tank
can be provided with the gravity refuelling provision if required. The gravity filler cap and adapter
combination is in essence a large diameter plug, featuring a quick lock/unlock device, coupled
to its mating flange. The adapter is an aluminium alloy shaped flange and provides interface
and sealing with the cap when this is closed. The adapter is provided with 12 holes on the outer
flange for attachment to the fuel tank and is designed to provide indication if it is not fully locked
or seated in the filler adapter.
The gravity filler cap is made up of two main components, the upper and lower body, which
produce a clamping action on the adapter when the locking handle is pushed to the locking
position. Unlocking and locking is accomplished by the traditional "lift and turn" action on the
handle. Two alternative caps are available, with or without a key lock. There is also a lanyard
provided for operator comfort to keep the cap from falling away when the aircraft is being
serviced.
The filler cap/adapter assembly is lightning safe and is enforced, by design, through the use of
high dielectric strength polymers and a careful arrangement of the few metal parts. No electric
paths exist from outer to inner surface preventing any risk of sparks inside the tank in case of a
lightning strike on the cap.
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3.1.4 Interconnection Flange
The interconnection flange (diameter 100 mm) is situated between the right and left tanks, on
the vertical central airframe panel. This fitting comprises of two rigid metallic flanges, one on
each tank, sealed with an O-ring, and is designed to withstand the loads imposed during a
survivable crash. The flange also enables gravity refuelling of both tanks by the gravity filler cap.
Below the level of the interconnection flange, the fuel volume is totally independent and forms a
"collector", from which the engines are supplied. This volume concentrates fuel around the
boost pump when the aircraft is at higher attitudes than would otherwise be possible.
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3.1.5 Collector Cell
The volume below the main tank interconnection forms the collector cell and this fuel is totally
independent from the respective collector cell in the opposite tank. The fuel in this area is
collected around the boost pumps thereby allowing the aircraft to operate at higher attitudes
than would otherwise be possible. In addition, the collector cell allows continued flight in the
event of a failure causing one tank to drain (for example, leaking drain valve). In this case, an
engine cannot draw fuel from more than one tank.
The minimum collector cell capacity (volume below the interconnection) is 354 litres (283 kg/934
lbs) at normal level flight which equates to approximately 60 minutes All Engines Operating
(AEO) at worst fuel consumption in maximum continuous power, and approximately 47 minutes
One Engine Inoperative (OEI) at worst fuel consumption in maximum continuous power.
During normal flight conditions, the APU will not be operative. If, however, the APU fuel
consumption is considered, the collector cell capacity would provide approximately 54 minutes
AEO at worst fuel consumption in maximum continuous power and approximately 41 minutes
OEI at worst fuel consumption in maximum continuous power.
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3.1.6 Under Tank Foam and Drains
A nonabsorbent, closed cell, high density foam is used to support the bottom of the fuel tank
cells. This foam is nonabsorbent to fuel and is used to ensure a smooth walled enclosure with
well-rounded corners for the fuel tank cells and adds protection from structural fasteners.
Additional low density foam around the underside of the cell ensures that the unusable fuel
quantity is kept to a minimum at high attitudes. High density foam, again of the appropriate type,
is provided between the sump plate and the external fairing to absorb local impact loads during
a heavy landing or crash situation.The estimated maximum unusable fuel is 12.4 litres (6.2 litres
per tank).
In the unlikely event of a tank bladder leaking, the tank enclosure is provided with drains, central
and outer. The foam on the tank bottom has four channels cut into its outer edge for the
purpose of liquid drainage. Any leaking liquid can therefore flow easily through the channels and
exit the aircraft by corresponding holes in the bottom panel. The central drain is formed by a gap
between the sump and bottom panel. The fluid drains into the sump cover which has a large
hole close to the water drain valve and additional holes distributed at the opposite corner for the
fluid to exit the aircraft.
All the foam drain channels are controlled sizes so that equalisation of air pressure around the
bladder with atmosphere is instantaneous and no pressure difference across the bladder can
arise. All of the drains discharge in the centre of the underside of the aircraft which is distant
and protected from the engine exhaust, and other sources of ignition, therefore reducing any fire
hazards to a minimum.
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3.1.7 Access Panels
Access through the top of each tank is via two large sealed inspection doors (or access panels)
on the forward facing vertical sides of the tank. These provide access to the components inside
the tanks for installation (in particular, the upper gauging probe and top flange mounted
equipment), inspection and for maintenance. A second access panel is provided on the
horizontal lower tank face for access to the sump mounted equipment. Access through the
bottom of the tank is via the sump plate assembly. The tanks are also provided with two metallic
plates for the connection with the internal auxiliary tank(s) and these will be blanked off when
the auxiliary fuel tanks are not installed.
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3.2 Describe the Fuel System Tanks and Components (2)

3.2.1 Frangible Rings/Clips
Where a fuel tank component interfaces with the aircraft structure, frangible attachments are
provided to allow the tank flange to break away in the event of a crash. The attachments are
designed to withstand all loads experienced during normal flight conditions and only break in the
event of a crash.
There are three frangible attachments in the fuel system on each main tank which are:
 Sump plate (clips)
 Upper flange (clips)
 Gravity filler assembly (plate).
In the sump plate, there are four clips that position the sump within the opening in the structure.
In the event of a crash, the clips will break allowing the sump to move up inside the tank.
In the metallic flanges on top of the tank, clips (similar in design to the sump clips) position the
flanges into the structure. These clips break in a crash situation allowing the flanges to move
downwards into the tank. The hoses that attach to the flanges (outside the tank) have sufficient
length to allow this movement without causing a failure of the hose.
The gravity filler assembly incorporates a frangible ring that deforms in the event of a crash and
allows the complete assembly to break away from the structure and move inside the tank
enclosure.
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3.2.2 Delta Rings
The flexible main fuel tank cells are retained against the tank walls by delta rings and Velcro
patch fasteners. The delta rings and Velcro patches are bonded to the bladder and the
containing panels respectively. Tie ropes are used to interlace the delta rings.
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3.2.3 Pipelines (Delivery)
The fuel system lines are composed of rigid and flexible pipes. Flexible pipes are used to meet
crash safety requirements where relative movement between the bladder and rigid pipe, in a
survivable crash, would damage the bladders causing serious fuel spillage. Therefore, all pipes
connected to the fuel tanks connect with flexible pipes and no self-sealing breakaway couplings
are used. Also, flexible pipes allow relative vibratory motion between the fuel tank and structure
and prevent excessive load being applied to the fuel lines.
The boost pump pipes within the tank are also flexible to allow the pumps to be drawn out of the
tank for maintenance. The flexible pipes are manufactured by an internal seamless PTFE tube
reinforced with an outer Nomex braid.
In the areas directly above the fuel cells, the flexible pipes incorporate silicone fire sleeves for
improved fire protection. The rigid pipes are seamless aluminium alloy with internal and external
coatings. Titanium pipes are used in the areas below the engine firewalls where they would be
subjected to high temperatures in the event of a fire in the engine bay. Brackets and fixings on
the rigid pipes are used to reduce vibration, withstand fluid pressure and momentum loads. No
valves are installed into the pipework without separate support.
The fuel circulation pipe work routing is designed such that most of the connections and
junctions are located in volumes above the main right-hand side (RHS) and LHS tanks, which
are sealed from the cabin, drained and vented. Any flammable vapour or fuel leakage from the
connections will, therefore, be vented overboard. Both enclosures have drain pipes, which are
routed to the fuselage underside. The rigid pipe work is joined by Permaswage joints to reduce
leakage potential.
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3.2.4 Fuel Tank Venting System
The area above the main fuel tanks (LHS and RHS) and the auxiliary central fuel tank (when
installed) contains the fuel feed lines which pass from the tanks to the engine inlets. The fuel
manifold assemblies (mounted to the structural panel above) are also located in the area.
The fuel tank venting system consists of two independent and separate systems which vent
each of the two main fuel tank cells. Each vent system includes the following components:
 Pipes and hoses
 Two vent outlets
 A flame arrestor
 Lightning insulation pipe.
The vents incorporate plastic insulating pipes which prevent lightning currents entering the fuel
tanks. These hoses are located on the fuel cell side of the flame arrestors.
In addition, a connection is included to enable the auxiliary central tank to connect to the RH
main tank ullage.
The fuel tank ventilation system ensures the proper ventilation of all tanks to atmosphere and
prevents fuel leakage due to overpressure, siphoning or aircraft rollover.
All rigid ventilation pipes are bonded to aircraft structure by the use of bonding straps. The vents
are routed so that no low points, or sumps are formed where water or dirt can collect. Two
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outlets are provided for each vent in case one outlet becomes blocked by dirt. One outlet exits
on the aircraft underside whilst the other exits in the undercarriage compartment. Both exits are
far from ignition sources (including the wheel brakes) and far from personnel compartment
openings.
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3.2.5 Outside Tank Venting and Drains
The area above the main fuel tanks (LHS and RHS) and the auxiliary central fuel tank (when
installed) contains the fuel feed lines which pass from the tanks to the engine inlets.
This area (which is fully combined with the central area) incorporates an angled panel which
allows any leaked fuel to drain to the outboard edge. From here, the fuel is drained overboard
via ½ inch diameter drain hoses (two per side). The aft drain pipe (both sides) is manufactured
from convoluted plastic and exits the aircraft on the underneath of the rear cabin far from any
sources of heat. The forward drain hose at X5700 (both sides) is also manufactured from
convoluted plastic and runs through the main undercarriage frame, far from the hot surface
(MLG brake wheel disc).
These drain lines provide a favourable pressure gradient across the system providing a flow of
air through the complete bay. A vent opening (on the aircraft skin) is provided on both sides of
the aircraft which allows the area above the tanks to be fully vented. The ventilation consists of
a Louvre style vent (left and right side) positioned on the sides of the aircraft in the upper
section.
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3.2.6 Flame Arrestors
Both vents are provided with flame arrestors which are metallic ducts with a honeycomb layer
designed to suppress flame propagation along the vent to the tank from external flame sources.
External flame sources could result from incidents on the ground, lightning strikes or a
survivable crash.
The flame arrestor is protected from icing build-up during descent through clouds by its location,
which is in a bay warmed on one surface by cabin heating. This location is also approximately 1
metre from the vent outlet, or ignition source, which ensures maximum energy extraction from
the flame. The capacity of the vent system is dictated by the flame arrestor.
The flame arrestor is sized to equalise the pressure in the airspace of the tanks with
atmosphere, when the airspace is at a maximum and during the highest possible rate of
descent. The arrestors are designed to resist flame propagation for 5 minutes with flame
temperatures at the downstream side as high as 800 °C. When the fire reaches the flame
arrestor, the honeycomb acts as a heat exchanger.
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3.3 Describe the Fuel Quantity Gauging System

3.3.1 Fuel Quantity Gauging System
The Fuel Quantity Gauging System (FQGS) measures the fuel level for the main fuel tanks and
internal auxiliary tanks (if fitted) to provide the pilot with a continuous fuel mass indication. In
order to improve accuracy of the computation, the system uses the lower probe as a reference
to compensate for fuel density. As long as the upper probe detects sufficient fuel for the
secondary probe to be fully immersed, the secondary probe’s signal is used to measure the
dielectric constant of the fuel.
From this measurement, the fuel density can be inferred using the relationship between
dielectric constant and density. If the upper probe signal indicates that the lower probe may not
be fully immersed the last valid dielectric constant measured by lower probe signal (stored in
Random Access Memory (RAM)) is used to calculate density. The FQGS is designed to read
zero in level flight when the quantity of fuel remaining in the system is equal to the unusable fuel
quantity.
The FQGS comprises two totally independent systems for gauging function and low-level
sensor acquisition, such that any failure of any channel does not affect the correct and proper
operation of the other channel. The FQGS is precalibrated and no on-aircraft calibration is
necessary.
The FQGS contains the following components:
 One upper probe fitted into the highest section of each main tank. It provides digital output
to the AMMC.
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 One lower probe mounted on the sump of each tank by an external flange. It provides
digital output to the AMMC.
 One low-level sensor module mounted on each lower probe. It provides discrete output to
cockpit displays and AMMC.
Note: The FQGS is part of the AMMC and is not supplied as part of the fuel system.
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3.3.2 Probes Overview
The probes represent the detecting elements of the FQGS in the tanks. The fuel probes are
tubular coaxial metal capacitors, whose purpose is a function of the dielectric constant. The fuel
gauging operates by measuring the change in capacity which occurs between the electrodes
when the air is displaced by fuel.
Each probe has an initial capacity determined by its physical dimensions when the dielectric
between the electrode is air having a dielectric constant of unity. As the probe is immersed in
fuel, some air is displaced by fuel having a dielectric constant.
The AW189 fuel probes are active and in the flange is installed the electronics that converts the
capacity of the probe to a digital word that will be sent to the AMMC. Each probe has orifices in
the metallic tubes to ensure free circulation of the fuel.
The probes will provide, once factory calibrated and programmed, a linear relationship between
the measured capacitance and the fuel level in the tank.
There is a probe overlap of 24 mm to ensure that fuel is gauged during all possible flight
attitudes. The gauging software ensures a smooth transition from an output based upon the
lower probe to that based upon the upper probe.
Each probe RS422 serial output is decoded and processed by the AMMC for cockpit display of:
 LHS tank fuel contents in kg
 RHS tank fuel contents in kg
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 Total fuel contents in kg.
The central tank kit incorporates an electrical connector and strap to inform the AMMC to refer
to a dedicated look up table.
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3.3.3 Upper and Lower Probe
Both probes are composed of two light alloy coaxial tubes (electrodes of the capacitor).The
external one is supported by and fully electrically bonded to the mounting flange, while the inner
tube is kept in position by two insulating end caps and, via a hermetic feed, is connected to the
probe electronic board housed in the equipment mounting flange. The probe electronic board is
mechanically separated by the low-level electronic board (housed in the same mounting flange)
and features a secondary segregation between a “dirty area” that houses electronics protection/
filtering and eventually interfaces the AMMC and the probe mounted connectors, and a “clean
area” which comprises the computational section of the board.
The measurement of the capacity of the probe is based on the “capacity transfer” technology,
with this technology the outer electrode can be connected to the bonding of the aircraft
providing outstanding protection against Electromagnetic Interference (EMI) and lightning. The
voltage obtained from the probe capacity is converted by an AC/DC convertor into a digital
number that is used as address for a memory (look up table). The referenced number in the
memory is the output (12 bits) and contains the characterisation and calibration information.
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3.3.4 Upper and Lower Probe (Mounting)
The upper gauging probe is mounted by collapsible brackets to the side of the fuel tank and the
tank flange. Both the LH and RH upper gauging probes are interchangeable.
The lower gauging probe is mounted in the sump area (close to the suction fuel inlet) by an
external flange. Both the LH and RH lower gauging probes are interchangeable.
The probes are:
 Linear and not profiled (therefore, the linear capacitance signal is a function of the actual
fuel level)
 Crashworthy - the probes will not puncture the tank inner liner during a crash impact
 Designed to be intrinsically safe
 Designed and manufactured in such manner that avoids any sharp angles to minimise the
risk of tank damage during installation.
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3.3.5 Low-level Optical Sensors
The low-level switches (sensors) interface with the Cockpit Display System (CDS) and the
AMMC. The low-level switch is positioned on the inner tube of the low-level gauging probe at a
height of 197 mm from the bottom face of the probe therefore offering the following advantage:
 Mechanical protection during handling and installation
 Protection from dirt and contamination of the sensor
 Protection from fuel foam formation inside the tank that may influence sensor accuracy
 Reduction of the effects of tank level fluctuations on the sensor status.
The relevant wiring is routed via the hermetic feed through that supports the inner tube, to the
low-level sensor board installed in a dry bay inside the lower probe mounting flange. The level
sensor wiring and board are mechanically segregated from the gauging probe board and
relevant connection. With the same design as for the gauging board, the level sensor circuit
board features a secondary segregation between a “dirty area” that houses the electronic
protection/filtering and eventually interfaces the AMMC, via a dedicated probe mounted
connector, and a “clean area” which comprises the computational section of the board.
The technology of the low-level sensor is based on the different optical properties of air and fuel.
The level sensor consists of a Light Emitting Diode (LED) as light source and a matched
phototransistor as sensor. The emitter and the sensor are installed face-to-face with the liquid
(or air/vapour) between them. The sensor relies on the principle that infrared or visible light
changes direction (refracts) when it passes through the interface between two media. When the
sensor is in vapour or air, most of the light from the LED passes through to the receiver
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(phototransistor). When the emitter is submerged in a liquid, most of the light refracts into the
liquid, and the amount of light that reaches the receiver drops substantially. Therefore, low light
indicates contact with the liquid.
The infrared LED and the phototransistor are mounted in a hermetically sealed package that
offers a complete protection from hostile environments. The optical sensor has a great
advantage. Due to the efficiency of the LED and the sensitivity of the phototransistor, it can be
powered with a very low current (less than 10 milliamp). Moreover it is quite easy to modulate
the light intensity and to discern the performance of the sensor when it is submerged in liquid or
air/vapour.
When the quantity of fuel falls below the low-level sensor, which is approx 88 litres (70 kg), a
caution with the following flashing amber caption 1 FUEL LOW or 2 FUEL LOW is sent to
the CDS. If failure of the low-level sensor is detected, a caution with the following flashing
amber caption 1 FUEL LOW FAIL or 2 FUEL LOW FAIL is sent to the CDS.
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3.4 Describe the Fuel System Sump Components

3.4.1 Sump Plate
Both main fuel tank cells contain a frangibly mounted sump plate on which the following
components are attached:
 Booster pump
 Manually operated drain valve
 Electrically operated drain/sample valve
 Pressure switch
 Nonreturn (check) Valve (NRV).
The sump volume has been calculated at 6.22 litres assuming the worst case flight attitude.
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3.4.2 Boost Pumps
An electrically driven, centrifugal canister type boost pump (28 Vdc 7.0 A max), one in each
main tank, provides a positive pressure fuel supply to the engines. Boost pump control (On/Off)
is from the ECDU. The pumps are installed into the main accessory sump plate, at the lowest
point of the tanks, which prevents the introduction of air into the fuel circulation. Any leakage
from faulty seals will be drained through the accessory plate and overboard. The drainage point
is at the centre of the aircraft underside where fire risk is minimised.
Although normal operation includes the boost pump, the engine driven pump is able to suck fuel
from the relevant tank. The pump incorporates a bypass path to allow suction feed. There is one
pressure switch in each main engine feed line to generate a boost pump failure caution ( 1 (2)
FUEL PUMP ) and to activate the crossfeed valve (if auto crossfeed is selected), via the ECDU.
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3.4.3 Boost Pumps
Each pump is provided with the following safety features.
Fuel Strainer
An inlet screen, comprised of 2.5 x 2.5 mm square "expanded mesh", is fitted to the boost pump
to prevent the introduction of debris into the engine feed system and engine. If the screen
becomes blocked, the downstream pressure decreases. Pressure transducers mounted on the
feeding line report this event to the AMMC and an indication is displayed ( 1 (2) FUEL PUMP ).
The provision of the indication on the MFD removes the need to inspect the screen. If the
pressure drop is sufficient to cause the engine to flame out, the respective pressure switch will
automatically open the crossfeed valve allowing fuel to be supplied from the other boost pump.
Good access to the screen is achieved by draining the pump and dropping the pump cartridge
out of the canister. The strainer also covers the suction feed path with an associated bypass.
In addition, the engine incorporates a 30-micron absolute disposable fuel filter element, just
downstream of the engine boost pump, to protect the more susceptible components (engine
high pressure pump, fuel injectors) and includes a bypass valve in case of blockage. The
pressure drop across the filter is monitored and when it reaches 5 pounds per square inch (psi),
an indication is provided in the cockpit and the filter is bypassed.
Ignition Protection
The pump incorporates a resettable thermal switch to prevent excessive heat being generated
within the tank during prolonged periods of dry running. A nonresettable thermal fuse (200 °C
max) is fitted on the motor housing which cuts the power supply before excessive temperatures
are reached.
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3.4.4 Manually Operated Drain Valve
Both main tanks have a drain valve located in the sump for complete gravity draining of the
tanks during maintenance. This valve is manually operated, only requiring a standard union (or
a tool) to be screwed against the spring-loaded poppet valve. In the case of failure of the spring
or poppet the fuel leakage is prevented by a screw in plug which is wire locked in position.
The valve is located in the sump, which is the lowest position in the tank at all normal ground
standing attitudes, but is not low enough to be damaged in a “wheels up” landing. Drain port
location and tank shape ensure that all fuel contained in the tank is able to be drained.
The drain position is also remote from the landing gear, drains and other system components so
that drainage can be performed without fuel touching any part of the aircraft.
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3.4.5 Electrically Operated Drain/Sample Valve
Both main tanks have an electrically operated drain valve located in the sump for convenient
regular drainage of water, fuel sampling and removal of sediments. Due to the geometry of the
tank, any quantity of water within the tank will drain to the sump at all ground attitudes. The
power supply required is 28 Vdc with a maximum current of 1 amp. The drain can be operated
from the aircraft 28 Vdc battery.
The valve is located in the sump which is the lowest position in the tank at all normal ground
standing attitudes, but not low enough to be damaged in a “wheels-up” landing. The drain
position is also clear of the landing gear, drains and other system components so that drainage
can be performed without fuel touching any part of the aircraft.
The electrical connection is made in the void between the accessory plate and the sump cover.
The wires are then routed through the fuel tank bottom panel (all the electrics within the valve
are isolated from the fuel by design).
In the event of a minor failure of the valve seal which causes a small leak, an additional external
cap can be screwed into the unit to stop the leak an allow the mission to proceed without the
need for an immediate maintenance activity. There are no ribs or other structural parts in the
tank which could trap volumes of water.
Normally the valve is electrically operated by a solenoid. A nonlatchable push button switch is
located under the sponson fairing which supplies power to the solenoid. An electrical interlock
ensures that the water drain valve can only be operated when the engine and APU SOV are in
the closed position which will only occur when the aircraft is on the ground. A spring holds the
valve against its seat when the solenoid is not powered to ensure that no leakage takes place
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The valve can also be manually opened by pushing the central spindle of the valve upwards
against its spring.
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3.4.6 Pressure Switch (Sump)
There is one pressure switch in each main engine feed line (switch installed into a threaded port
on the boost pump body) to generate a boost pump failure caution 1 (2) FUEL PUMP and to
activate the crossfeed valve (if auto crossfeed is selected), via the ECDU, if one feeding line
pressure drops below the preset value.
The unit is “passive” and consists of a microswitch connected to a pressure sensing plate and
does not, therefore “generate” power (electrical or heat). A XFEED label is displayed on the
MFD and XFEED OPEN is displayed on the ECDU.
The pressure switch triggers, on decreasing pressure, at 5.0 psig and on increasing pressure, at
10.0 psig. A significant loss of performance or blockage is needed to trigger the switch. The
electrical part of the switch is outside the fuel tank. Following normal pressure switch design, the
switching element is separated from the fuel by a sealed diaphragm. The electrics of the
pressure switch only conduct low power signals and therefore, cannot generate any heat in the
switch. The pressure switch operating triggers are set according to expected fuel pump output
(and are not directly related to engine fuel pressure requirement).
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3.4.7 Nonreturn Valve (Pump Outlet)
Each engine feed line has an NRV fitted on the outlet of each boost pump. The function of the
NRV is to stop fuel returning to tank due to gravity, siphoning, flight accelerations or during
crossfeeding. The NRV flapper is spring energised to the closed position and incorporates a
thermal relief hole to allow for fluid thermal expansion.
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3.5 Describe the Fuel System Fuel Manifolds

3.5.1 Manifold Overview
The SOV and crossfeed valve are incorporated into two manifold assemblies together with the
respective pressure transducers. The No. 1 main engine and APU SOV are incorporated into
the LHS manifold assembly and the No. 2 main engine and crossfeed valve are incorporated
into the RHS manifold assembly.
The SOV provide the pilot with a means to cut off the fuel delivery to the engines and they also
interface with the fire suppression system which closes the valves in the event of an engine bay
fire.
Each valve can be operated independently and their activation does not affect the fuel flow to
the other engine.
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3.5.2 Shutoff Valves
There are three SOV, one each for both main engines and one for the APU, which are installed
in manifolds on a panel above the main tanks. The two main engine fuel SOV are installed
above the RH and LH main tank panel respectively, far from the engine bay and provide the
pilot with a means to cut off the fuel delivery to the engines. The APU SOV is located above the
LH tank far from the APU bay.
Each valve can be operated independently and their activation does not affect the fuel flow to
the other engine. The two position valves are shutoff ball type with 28 Vdc (0.6 Amp max) motor
operated actuators. Each valve is retained and supported by two techno-polymer seals located
inside the body. One of the two seals is spring-loaded, forcing the ball to seat positively in the
closed position. All the SOV are located in a ventilated, sealed and drained bay to prevent the
accumulation of minor leakage (or fumes). The loaded seal also acts as relief valve when the
pressure applied in the reverse direction exceeds the preset value (29-60 psi). The arrangement
of the relief function based on main ball rather than on an additional valve, ensures enhanced
reliability as well as more accurate pressure control.
The SOV are opened and closed from the ECDU located on the interseat console with the
status of each valve also displayed on the ECDU. All three valves are fitted to machined
supports, which are designed to resist the relevant ultimate inertial load factors, while the
operation of the valves does not generate loads that could be transmitted to the pipes. When
engine shutoff is performed, no residual fuel can drain into the designated fire zone because the
fire zone is located above the SOV. If one SOV has been closed, both tanks' contents can be
made available to the remaining engine, through the opening of the crossfeed valve located on
the crossfeeding line. Wiring for the SOV is routed under the floor, as far as possible from the
designated fire zone.
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3.5.3 Pressure Transducers
In order to provide the crew with fuel pressure information, three pressure transducers, one for
each main engine and one for the APU, are installed as part of the manifold assembly,
downstream of the respective SOV.
The output signal of the pressure transducers is in the form of a voltage that linearly
corresponds to the input pressure. An oil filled sensor subassembly is utilised to sense the input
pressure, thereby providing imbalance to a Wheatstone bridge circuit and producing the
analogue output voltage signal.
This signal is sent to the AMMC and then displayed on the PFD/MFD along with the operational
limits (amber, green and red bands) set to respect the fuel pressure requirements as defined in
the engine installation manual.
The pressure transducer output has no effect on the fuel synoptic display.
The location of the pressure transducers (downstream of the SOV) means they provide dual
information:
 Indicated pressure confirms the SOV position/status
 Engine fuel feed line pressure monitoring combined with 1 (2) FUEL PUMP caution
generation when the fuel pressure drops to the preset level.
The pressure transducers are not capable of activating the crossfeed valve on decreasing
pressure.
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3.5.4 Crossfeed Valve
A crossfeed valve is located above the RH tank and can be operated manually or automatically.
In normal operation the crossfeed valve is closed and the engines are supplied from their
respective tanks.
The crossfeed valve, which has the same part number as the SOV, can be operated manually
or automatically. In normal operation the crossfeed valve is closed and the engines are supplied
from their respective tanks.
The crossfeed valve operates in the same manner as the SOV as previously described.
In emergency condition the following scenarios can take place.
Boost Pump Failure

During normal operation, the crossfeed valve will be selected to automatic operation (via the
ECDU). In the event of loss of fuel supply from one tank, due to boost pump failure or blockage,
the crossfeed valve receives an electrical signal from the respective pressure switch and opens
automatically allowing the remaining boost pump to feed both engines. Manual control of this
function is also available via the ECDU. There is a check valve which prevents fuel (under
pressure) returning to the tank through the failed boost pump. Each pump has adequate
capacity (pressure and flow) to feed both engines (and APU) under all normal conditions without
operating limitations and no immediate action is required by the crew to maintain safe operation.
Engine Failure
Both tanks are available to feed the operative engine by opening the crossfeed valve and
closing the SOV on the fuel line of the failed engine. This function is manually controlled by the
pilot from the ECDU and can be automatically controlled if required, as previously described.
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3.6 Describe the Central Auxiliary Tank

3.6.1 Central Auxiliary Tank
The central auxiliary fuel tank is installed between the main tanks and extends behind the
X6700 frame by 430 mm and has a capacity of approximately 580 litres (464 kg/1022 lbs) with a
usable fuel capacity of 510 litres (408 kg/899 lbs). The tank wall material is manufactured from a
high tear resistance and anti-abrasion rubber impregnated fabric. This tank feeds, via gravity
through a metallic flange, directly into the RHS main tank and thereby into the LHS tank via the
interconnecting flange. The central tank is ventilated by teeing into the main tank ventilation
system. The central tank does not incorporate gauging probes, instead an electrical connector
and strap is provided to inform the AMMC to refer to a dedicated look up table.
The fuel tanks are bladder type and the primary structural strength is provided by the frames
which, via the honeycomb panels, retain the tank bladders and form a fuel vapour proof and fuel
proof enclosure. The strength of the honeycomb panels is adequate to contain the fuel bladders
in normal ground and flight conditions whilst providing adequate protection for the bladders in a
survivable crash. The enclosures of the main fuel tank are designed to withstand the load cases
generated in an emergency landing. The panels are sealed with rubber gaskets to prevent
fumes leaking into the cabin and are removable where required for maintenance activities. The
tank bays are also provided with drains to allow fuel to exit from the underside of the structure in
the event of a failure of the bladder.
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3.7 Describe the Fuel System Forward Tank and Components

3.7.1 Forward Tanks
Two forward tanks can be fitted under the cabin floor between the frames at X3800 and X4800
and are connected directly into the main tanks via flexible hoses.
Each tank has a total capacity of 132 litres (106 kg/234 lbs) to provide a total usable amount of
264 litres (212 kg/468 lbs).
The bladders are of the same construction as the main tanks and the interfaces are crashworthy
"chimney" type connections built into the bladder wall.
Three hoses connect the forward and main tanks which are:
 Refuelling hose
 Vent hose
 Transfer hose.
Two ejectors, which derive their motive flow from the main pumps, pump fuel from the forward
tanks into the main tanks. The ejectors are mounted on a stack pipe and are rated at a similar
flow rate to the maximum engine consumption.
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3.7.2 Forward Tank Sump Components
Each forward tank incorporates a sump plate which accommodates a crushable fuel gauging
probe (capacitance type with an interface with the AMMC similar to the main tank gauging
probes) and two manual drain valves (one for water sampling and one for bulk draining).
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4 Fuel System Controls and Indications

4.1 Describe the Fuel System Controls and Indicators
4.1.1 Crew Alert and Monitoring System Introduction
The crew alert and monitoring system provides information of normal system status and also
alerts the crew in the event of abnormal conditions. The CDS incorporates a number of facilities
including:
 Two PFD
 Two pilot configurable MFD.
Specifically, the fuel system information displayed is as follows:
 Left and right fuel tank quantities
 Total fuel quantity
 Main engine and APU feed line pressures (numerical display).
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4.1.2 Electronic Control Display Unit
Control/Indication for Normal Flight

The ECDU provides the following control and displays when the FUEL SYS page is selected:
 Switch for boost pump 1 ON or OFF, caption PUMP 1
 Switch for boost pump 2 ON or OFF, caption PUMP 2
 Switch for SOV 1 ON or OFF, caption ENG 1 SOV
 Switch for SOV 2 ON or OFF, caption ENG 2 SOV
 Switch for crossfeed valve, caption OPEN, AUTO, CLSD.
Both in normal and emergency/malfunction operation the crew can open or close the fuel shut
off valve for each engine. Two pilot actions (double press of the Line Select Key (LSK)) are
required to prevent inadvertent closure of the Shut-Off Valve. The first press will inform the
operator that a function has been requested and a caption on the ECDU will confirm this (OFF
turns to blue). A second press of the same LSK, within 2 seconds of the first press, will initiate
operation of the respective equipment and a caption on the ECDU will confirm that this has
occurred (blue OFF turns to green).
To open the respective SOV, one press only is required on the respective LSK. The ECDU
clearly shows the position of the control valves (main tank shut-off and cross-feed) when the
FUEL SYS page is selected.
The status of cross-feed operation is also displayed. When the XFEED Switch is selected to
AUTO, the valve will be in the closed position unless the pressure switch in one of the feeding
lines indicates a low pressure in which case the valve will automatically open. In addition, the
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FUEL SYS page will be automatically displayed to allow the crew to perform the emergency and
malfunction procedure described in the Rotor Flight Manual.
Both in normal and emergency/malfunction operation, the crew can Independently select the
pumps ON or OFF.
Two pilot actions are also required to shut-off the Boost Pump (using the same logic to that
described above). Fuel Boost Pump ON/OFF status is also indicated on the ECDU. A failure
caption on the Display Unit illuminates if the power line to the respective pump does not change
according to crew commands. To switch ON the respective Pump, one press only of the
respective LSK is required.
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4.1.3 Primary Flight Display
The PFD provides information of primary attitude, heading, heating, airspeed, navigation and
fuel system status.
Specifically, the fuel system information displayed is:
 Left and right fuel tank quantities
 Total fuel quantity
 Main engine and APU feed line pressures (numerical display).
The PFD has a CAS page which will show Warnings, Cautions and Advisories (WCA) indication
messages appropriate to the fuel system. The WCA convention is for warnings to be given in
red, cautions to be given in amber and advisories to be given in green.
There are 10 cautions and two advisories applicable to the fuel system.
No warning signals are generated by the airframe fuel system components.
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4.1.4 Multifunction Display
The following indications are displayed on the MFD ( in numerical and graphical representation):
 Left tank fuel pressure
 Right tank fuel pressure
 APU fuel pressure
 Left tank fuel quantity
 Right tank fuel quantity
 Total fuel quantity*
 Left tank fuel flow
 Right tank fuel flow.
The fuel quantities given are the usable fuel quantities.
Note: *In case of failure of one channel the total quantity will not be displayed.
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4.1.5 Synoptic Page
In case of malfunction of one of the fuel system components, it is possible to show the fuel
system synoptic page to assist in troubleshooting and provide detailed information about the
component(s) affected by malfunction.
A synoptic page of the fuel system can be accessed on the MFD to provide detailed information
of the circuit current status. The fuel system synoptic provides the following status information of
the system:
 Pump status (On/Off/Failed/Undetermined)
 Fuel valve condition (Open/Closed/Failed/Undetermined)
 Crossfeed fuel valve condition (Open/Closed)
 Fuel tank conditions (fitted on A/C/Undetermined)
 Fuel probe conditions (fitted on A/C/failed)
 Fuel tank loads (KG)
 Fuel supply pressures (BAR).
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4.1.6 Water Drain Valve Switch
The water drain valves are operated by maintenance personnel and only when the aircraft is on
the ground, with the main engine SOV in the CLOSED position.
The position of the switch (clearly labelled on the forward tip of the sponson) allows the operator
to check fuel draining from the sump area during valve activation. A safety guard prevents the
inadvertent use from maintenance personnel during aircraft handling or ground operation.
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4.1.7 Crew Alerting System (CAS) Indications
There are no warning signals generated by the fuel system components.

Warning
Indicates either a below threshold fuel pressure signal from the pressure
1(2) FUEL PUMP transducer (5 psig) OR the pump condition discrete (fuel pressure switch
signal) indicates the pump has failed.
Fuel level in the respective tank is approx 88 litres (70 kg) or below. For
1(2) FUEL LOW a single tank, this will also trigger the tank quantity to turn amber. For
both tanks low, the fuel quantity rectangles will turn amber.
Failure of the respective fuel low-level sensor.

1(2) FUEL LOW FAIL
Indicates an error code has been generated by either fuel probe in that
1(2) FUEL PROBE tank.
When the APU select mode switch (on the APU control panel) is
APU VLV OPEN selected to OFF and the APU SOV is in the open position, this caution is
generated on the CAS.
Pressure refuelling vent valve failed to open (when px refuel complete)

FUEL VENT VLV
Provides an indication on the MFD that the XFEED valve is open (either
FUEL XFEED manually or automatically). There is no indication for the closed position.
External control panel refuel switch is in the ON position.

REFUEL SWITCH ON
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5 Fuel System Operation

5.1 Normal Operation
The pilot will select the required input into the ECDU for an engine/APU start. Once the
engine(s) are running, fuel will be pumped from the tank via the boost pump to the shut off
valve. From the shut of valve it will be delivered to the relevant engine and the level will drop
accordingly.
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5.2 Refuel/Defuel Operation

5.2.1 Gravity Refuel
For the basic system refuel (with central auxiliary fitted), the aircraft is refuelled using the gravity
filler cap situated on the left side of the main tank.
The RH and LH main fuel tank cells have a interconnection flange on the vertical central
airframe panel which enables the refuelling of both tanks through a single filling point. Therefore
both main tanks and the auxiliary tank are capable of being filled by this single refuelling point.
The fuel enters the LH tank and the level rises to the interconnection flange where fuel then
starts to fill the RH tank. When the level in the right tank reaches the interconnection flange, the
fuel level rises together in both tanks until both tanks reach the auxiliary fuel tank connection on
the RH tank.
The fuel now will rise in all the tanks at the same rate and as the main tanks are slightly higher,
the auxiliary will be full before the main tanks, and both main tanks will continue to fill at the
same rate until full.
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5.3 Venting Operation

5.3.1 Venting Operation (Main)
To prevent adverse pressure conditions across the tank walls, and allow fuel vapour to be
vented overboard, a 19 mm internal diameter vent connects each main tank air space to
atmosphere. Each vent is routed through the fuselage roof space to the opposite side of the
aircraft to the source tank, and then down to two outlets on the aircraft. This routing prevents
fuel spilling overboard in any flight or ground attitude, including rollover and is part of the crash
safety design.
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5.3.2 Venting Operation (Fwd Tank)
For each forward tank, a flexible hose vents the forward tank air space into the existing main
tank vent by coupling into the vent elbow fitting mounted inside the main tank from the metallic
flange. Due to the downward run of the vent line from the main tank to the forward tank, an air-
no-fuel valve is installed in the vent line at the lowest point (inside the forward tank) to allow fuel
to drain out.
During pressure refuelling, fuel enters the forward tank through the stack pipe. The flow rate into
the forward tanks is therefore restricted by the size of the stack pipe and has been rated at 35
litres/minute (approximately). The vent system is of sufficient size to allow the escape of air from
the forward tank in this operation.
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5.4 Malfunctions
5.4.1 Fuel Low
The optical low-level sensor is fitted to but in mechanical and electrical isolation from the lower
probe in each tank. This sensor can generate signals of low fuel level independently from the
probes.
Infrared (IR) light from the LED is refracted by fuel, which dramatically reduces the level
recorded at the receiver. In air/vapour, the same light source is not refracted and the output
signal from the sensor increases. The sensor is positioned to generate a low-level caution with
enough fuel in one tank for 20 minutes of fuel remaining at maximum cruise power and altitude
plus fuel for a normal descent and landing plus one missed approach.
When the level of fuel reaches the sensor the output signal increases which is picked up by the
AMMC.This generates a 1 FUEL LOW or
2 FUEL LOW caution on the CAS. If one or both of the CAS cautions are active then the fuel
quantity readout on the fuel page of the MFD turns amber.
In case of failure of the low-level sensor, the AMMC will generate a

1 FUEL LOW FAIL or 2 FUEL LOW FAIL display on the CAS.
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5.4.2 Fuel Probe
When an upper probe fails, the AMMC indicates the loss of the probe as a failure condition and
a caution is displayed on the CDS with the following amber caption 1 FUEL PROBE (LHS
tank) or 2 FUEL PROBE (RHS tank). If both higher probes fail, both of the amber captions are
provided to the CDS.
When a lower probe fails, the AMMC indicates the loss of the probe as a failure condition and a
caution is displayed on the CDS with the following amber caption 1 FUEL PROBE (LHS tank)
or 2 FUEL PROBE (RHS tank). If both lower probes fail both of the captions are provided to
the CDS.
The probe can fail when the fuel probe signal is lost or when the Built-In Test Equipment (BITE)
is set to fail. In case the probe Continuous Built-In Test (CBIT) fails and the relevant quantity
indication signal will be out of the range, the AMMC will consider the fuel probe fail status equal
to "TRUE" and the AMMC will send the 1 FUEL PROBE or 2 FUEL PROBE caution
message to the CDS.
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5.4.3 Boost Pump Failure
In the event of loss of fuel supply from one tank, due to boost pump loss of output, the
crossfeed valve receives an electrical signal from the respective pressure switch (via the
AMMC) and opens automatically allowing the remaining boost pump to feed both engines.
(during normal operation, the cross-feed valve will be selected to automatic operation) Manual
control of the crossfeed valve is also available via the ECDU. The non return valve fitted at the
boost pump outlet, in this event, prevents fuel returning to directly to tank through the failed
boost pump. Each pump provides adequate pressure and flow to feed both engines (and APU)
under all normal operating conditions without operating limitations and no immediate action is
required by the crew to maintain safe operation.
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5.4.4 Engine Fire
The SOV interface with the fire suppression system which closes the valves in the event of an
engine bay fire. The engine fire bottles are armed by the crew on the fire detection and
extinguishing panel and the APU fire bottle is armed on the APU control panel. These other
panels are linked to the engine control panel so that arming the engine fire bottle or APU fire
bottle will cause the associated fuel SOV to close.
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6 Fuel System Maintenance

6.1 Safety Information
6.1.1 Installation
All equipment mountings and connections are made so that it would be impossible to install the
equipment incorrectly. For example, all electrical connections are keyed to prevent incorrect
connections and the mountings of equipment are made nonsymmetrical so that they can only be
mounted in the correct orientation. Long lengths of fitted pipe work are utilised to ensure correct
installation.
The installation design ensures that equipment is, where necessary, fully accessible to allow for
periodic inspection and routine maintenance. The fuel cells incorporate two access panels to
allow access to equipment mounted inside the tanks.
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6.1.2 Environment Condition
All components and equipment have been installed taking into consideration the effects of
altitude and temperature changes. Pressure relief devices are provided in the fuel feed lines
(where both ends may be closed) to prevent overpressure due to thermal expansion. The
structural parts of the system and pipes are allowed to freely expand and contract with
temperature variation, in conjunction with the rest of the airframe.
All equipment has undergone environmental testing to establish sufficient resistance to altitude
and temperature changes. Separate component testing has been conducted with regard to
aircraft installation so that a realistic, or worse, input to the components can be assured. The
flexibility of the tank bladders means that vibration load input from the structure cannot cause
fatigue, leading to failure.
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6.1.3 Safety (Fwd Tank)
A major leak in either forward tank, or interconnecting hose, will result in fuel in the respective
main tank being lost down to the level of the stack pipe. This stack pipe level has been made as
high as possible for this reason whilst respecting the conflicting need to allow the forward tanks
to begin refuelling early in the sequence to ensure that they are full before the main tanks.
A main tank boost pump failure will result in the respective ejector becoming inoperative. In this
case the forward tank fuel will become unusable.
The gauging probe will incorporate a weak section to allow it to collapse in the event of a crash.
The three interconnecting hoses interface with forward and main tanks via flexible chimneys
built into the bladder wall. This design allows for maximum deformation in the event of a crash.
This method of connection is a proven design.
A structural beam is located directly in front of the main tanks. The flexible hoses pass through
this beam at the tank interface. The holes through the beam are sized such that sufficient
clearance is provided to allow the chimneys to deform in a crash if the beam moves relative to
the bladder. A vapour seal is incorporated at the point where the hoses pass through the frame.
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6.1.4 Interlocks
In order to avoid the SSEPMS needing to meet safety objectives associated with criticalities that
are more severe than Hazardous, a number of hardwired interlocks have been introduced into
the aircraft wiring, including the following relating to fuel supply.
For the Engine 1 and 2 SOV, a hardware interlock has been added such that the ECDU has
authority to close the SOV only when the Engine Mode Switch (located on the Engine Control
Panel) is in the ‘Ground’ position. When the Engine Mode Switch is in the ‘Idle’ or ‘Flight’
positions the SOV can only be closed by lifting the guard of the Engine Fire Switch.
The ECDU controls both Fuel Pumps one and two. When APU Engine Start is required, Fuel
Pump one is also controlled by means of the “SEL MODE” switch located on the APU control
panel. It is supplied by a CB “APU FUEL SOV” located on the Battery Bus. During normal flight,
Fuel Pump two is also controlled by means of the “OVRRD” switch located on the FUEL PUMP
2 control panel. It is supplied by a CB “APU FUEL SOV” located on the Battery Bus.
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6.2 Leading Particulars

6.2.1 Approved Fuel Types
MIL-T-83133 JP8, JP8+100
MIL-T-5624 JP4, JP5
ASTM-D-1655 Jet A, Jet A1, Jet B

Jet A1 with additive Kathon FP 1.5
Jet A1 + 0.15% of fuel icing inhibitor (MIL-DTL-27686)
Jet A1 + 0.15% of fuel icing inhibitor (MIL-DTL-85470)
Jet A1 + 0.006 ppm of corrosion inhibitor (MIL-I-25017)
Jet A1 + 270 ppm of anti-fungi (Biobor JF)
ASTM-D-910 AVGAS
GOST 10227-86 Russian RT Russian TS-1
GSTU 320.00149943.007-97 Ukrainian RT
GSTU 320.00149943.011-99 Ukrainian TS-1
GB6537-2006 No. 3 Jet Fuel
MIL-DTL-83133F Bio Fuel SPK
The fuel system and engine (including APU) are qualified for the fuels listed in the table.
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6.2.2 Fuel Tank Capacities
Item LH (RH) Main Tank Central Forward Total (Main x 2 +

litres (kg/lbs) Tank litres Tank litres Central Tank) litres
(kg/lbs) (kg/lbs) (kg/lbs)
Total Capacity 691 (553/1219) 580 132 (106/233) 1962 (1570/3461)

(464/1022)
Collector Cell 354 (283/623) N/A N/A 708 (566/1248)

Capacity
Usable Fuel – 667 (533/1175) 510 (408/899) 119 (95/209) 1844 (1475/3252)
Gravity Refuel
Usable Fuel – 670 (536/1182) 520 (416/917) 119 (95/209) 1860 (1488/3280)
Pressure Refuel
The capacities for the fuel system are detailed in the table shown.
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6.2.3 Fuel Additives
Additive/Fluid Name Standard Proportion
FSII MIL-I-27686F 0.15%
Corrosion inhibitor MIL-I-25017E 0.006 ppm
Antimicrobial growth Biobor 270 ppm
Antimicrobial growth Kathon 300 ppm
The fuel system and engine (including APU) are qualified for the fuel additives listed in the table.
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Training Course
29 - Hydraulic

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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Table of Contents
Hydraulic System Lesson ...................................................................................................................................1
1 Purpose of the Hydraulic System ............................................................................................................1
1.1 Hydraulic Power General................................................................................................................1
1.1.1 Hydraulic Power Purpose ...........................................................................................................1
2 Architecture of the Hydraulic System ......................................................................................................2
2.1 Architecture of the Hydraulic Power ...............................................................................................2
2.1.1 Hydraulic Power System Interfaces............................................................................................2
2.1.2 Architecture.................................................................................................................................4
3 Components and Location of the Hydraulic System ...............................................................................5
3.1 Hydraulic System ............................................................................................................................5
3.1.1 General Layout ...........................................................................................................................5
3.1.2 Power Control Module 1/2 ..........................................................................................................7
3.1.3 Hydraulic Power Supply 1/2 .......................................................................................................8
3.1.4 Electrical Driven Pump No. 3....................................................................................................10
3.1.5 Electrical Driven Pump No. 3 Circuit ........................................................................................11
3.1.6 Tail Rotor Shutoff Valve ............................................................................................................12
3.1.7 Hydraulic Lines .........................................................................................................................13
3.2 Power Control Module (1).............................................................................................................14
3.2.1 PCM Reservoir .........................................................................................................................14
3.2.2 PCM Manifold ...........................................................................................................................15
3.2.3 PCM Filters ...............................................................................................................................16
3.2.4 PCM Filters Delta P Indicators .................................................................................................17
3.2.5 PCM Pressure Relief Valve ......................................................................................................18
3.2.6 PCM Pressure Transducer .......................................................................................................19
3.2.7 PCM Shutoff Valves .................................................................................................................20
3.2.8 PCM Pressure Switches ...........................................................................................................21
3.3.1 PCM Flow Restrictor .................................................................................................................22
3.3.2 PCM Return Line Shuttle Valve ................................................................................................23
3.3.3 PCM Return Bypass Valve .......................................................................................................24
3.3.4 PCM Check Valves ...................................................................................................................25
3.3.5 PCM Case Drain Pressure Indicator ........................................................................................26
3.3.6 PCM Ground Test Connections................................................................................................27
3.3.7 PCM Bleed and Relief Valve ....................................................................................................28
3.4.1 PCM Temperature Sensor........................................................................................................29
3.4.2 PCM Temperature Switch ........................................................................................................30
3.4.3 PCM Oil Level Indicators ..........................................................................................................31
4 Hydraulic System Controls and Indicators ............................................................................................32
4.1 Hydraulic Systems Indications (1) ................................................................................................32
4.1.1 Primary Flight Display ...............................................................................................................32
4.1.2 Multifunction Display .................................................................................................................33
4.1.3 Hydraulic Synoptic Display .......................................................................................................34
4.1.4 Synoptic Page Symbols ............................................................................................................36
4.2 Hydraulic System Control .............................................................................................................37
4.2.1 Electrical Control Display Unit ..................................................................................................37
4.3 Hydraulic System Indications (2) ..................................................................................................38
4.3.1 Hydraulic System CAS Messages ............................................................................................38
5 Operation of the Hydraulic System ........................................................................................................39
5.1 Hydraulic System Normal Operation ............................................................................................39
5.1.1 Hydraulic Systems Operation ...................................................................................................39
5.1.2 Prestart Check ..........................................................................................................................41
5.1.3 Normal Operations ...................................................................................................................42
5.2 Hydraulic System Abnormal Operation ........................................................................................43
5.2.1 Shutoff Valves Interlocks (1).....................................................................................................43

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5.2.2 Shutoff Valves Interlocks (2) .................................................................................................... 44

5.2.3 Shutoff Valves Interlocks (3) .................................................................................................... 45
5.3 Pump Malfunction Operation ....................................................................................................... 46
5.3.1 Failure No. 1 Pump .................................................................................................................. 46
5.3.2 Failure No. 2 Pump .................................................................................................................. 47
5.4 Malfunction Procedure ................................................................................................................. 48
5.4.1 System 2 Fluid Level At 50% ................................................................................................... 48
5.5 Overtemperature Operation ......................................................................................................... 56
5.5.1 Failure No. 2 System Overtemperature ................................................................................... 56
5.5.2 Failure 2 Servo and No. 1 System Overtemperature .............................................................. 57
5.6 Ground Operation ........................................................................................................................ 60
5.6.1 Hydraulic System Pressurisation ............................................................................................. 60
5.6.2 Hydraulic System Refilling ....................................................................................................... 61

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Hydraulic System Lesson

1 Purpose of the Hydraulic System
1.1 Hydraulic Power General
1.1.1 Hydraulic Power Purpose
The purpose of the system is to supply the hydraulic power necessary:
 To pressurise the flight control circuit (main and tail rotor servo actuators)
 To pressurise the utility circuit (landing gear extension and retraction system)
 To provide continuous monitoring and crew information with regard to the hydraulic
parameters.
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2 Architecture of the Hydraulic System

2.1 Architecture of the Hydraulic Power
2.1.1 Hydraulic Power System Interfaces
The hydraulic power system interfaces with the following:
 Auxiliary hydraulic power system
 Central fuselage
 Tail unit
 Flight control system
 Utilities system
 Electrical system
 Main Gearbox (MGB)
 Avionic system
 Flight control system (main and tail rotor actuators described in chapter 67)
 Landing gear system (described in chapter 32)
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 Electrical system (28 Vdc electrical power distribution described in chapter 24)
 MGB (mechanical pumps driving described in chapter 63)
 Electrical Control Display Unit (ECDU) (described in chapter 24)
 Aircraft Mission and Management Computers (AMMC) (described in chapter 46).
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2.1.2 Architecture
The hydraulic power system is composed of:
 Main hydraulic power system including:
o 2 x Hydraulic Power Supply (HPS1 and 2)
o 2 x Power Control Module (PCM1 and 2)
o Tail Rotor Shutoff Valve (TRSOV)
 Auxiliary power system including:
o 2 x HPS (Elec Pump and 4)
 Flight control system :
o 3 x Main Rotor Actuator (MRA)
o 1 x Tail Rotor Actuator (TRA)
 Utility hydraulic system:
o Nose and Main Landing Gear Retracting Actuators.
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3 Components and Location of the Hydraulic System

3.1 Hydraulic System
3.1.1 General Layout
Each hydraulic power system circuit is composed of two pumps (one mechanical and one
electrical from the hydraulic power system for circuit 1, two mechanical driven for circuit 2)
providing pressure flow at 207 bar (3000 psi) to the PCM.
The mechanical hydraulic pumps are driven continuously by the MGB, the electrical hydraulic
pump (when operated by the pilot) only for ground preflight checks of the flight controls servo
actuators for a limited period of time.
The PCM houses all the equipment required for the hydraulic operation such as pressurised
reservoir, pressure and return filters, check valves, ground equipment operation components,
flight controls and utilities circuit solenoid SOV valves, bleed/drain valve, inlet and outlet
pressure switches, circuit pressure sensor, oil temperature sensor and switch, and oil level
microswitches.
Two rigid pipelines are routed from each PCM to the tail servo actuator (in circuit 2 to the
TRSOV first) and two rigid pipelines are routed to the utilities system.
Hydraulic pipelines on the structure upper deck are connected with each PCM with flexible hose
used to drain the reservoir and pump seal leak and PCM reservoir leak.
The hydraulic power system is designed to provide the required safety conditions by:
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 A TRSOV valve used to isolate the circuit 2 supply to the tail rotor servo actuator in case of
excessive leakage in order to provide full flow capabilities to the main rotor servo actuators
 A set of microswitches in the PCM used to isolate the tail rotor servo actuator and/or the
hydraulic utilities as a function of the oil level in the PCM reservoir
 Interlocks in the hydraulic control panel which prevent depressurisation of both circuits at
the same time or a circuit in case of failure of the other
 Equipment and installations positioned on the upper deck will not be adversely affected by
fire and will provide their required functions without failures, external leakages or system
blockage for a duration of at least 15 minutes to allow a safe landing of the helicopter
following the start of a fire
 Fire resistance is improved by using hydraulic fluid with improved fire resistant properties,
titanium skins to cover the PCM reservoir, fire resistant silicon sleeves fitted on connection
hoses, rigid tubes made of titanium, seal leakages routed overboard through titanium drain
lines and installation of the hydraulic equipment to ensure that hydraulic fluid leaks or
sprays will not impinge on high temperature surfaces
 Hydraulic tubing and equipment installation designed to limit the damage caused by a
potential hazard to affect only one circuit obtained by specific routing of the tubing and
separation of the two hydraulic circuits.
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3.1.2 Power Control Module 1/2
These major parts are bolted together to form the PCM. The reservoir is a cylindrical vessel that
contains a diaphragm to which a spring applies a load. It has a total volume of 4.1 dm³. A sight
glass indicator is installed on the front side of the reservoir.
The manifold is a part machined from aluminium alloy, which is highly resistant to stress
corrosion and fatigue. The manifold is the part on which all the other components are installed
(hydraulic fittings, filters, electrical connectors, and so on).
On the PCM three quick disconnect couplings are the connections for the external hydraulic
power source. One coupling ID is used for the pressure line, one for the return line and one to
fill the reservoir. The filling line is connected to the line that goes to the return filter.
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3.1.3 Hydraulic Power Supply 1/2
The hydraulic power supplies HPS 1 and 2 are variable displacement, axial piston type pumps.
They are located on the left and right input shaft of the main gearbox and they are driven at
8753 rpm and deliver an oil flow rate of 34,9 dm3/min.
The HPS4 is positioned on the auxiliary pad of the MGB, adjacent to the forward MRA. It turns
at 7427 rpm and delivers 29.3 dm3/min. Cooling of the HPS is achieved by a connection on the
pump body that allows case drain flow back to the reservoir.
The pumps include a centrifugal boost stage in the inlet port that assures normal operation at
low inlet pressures. Each pump is connected to its PCM by means of three hoses:
 The low pressure oil suction hose from the reservoir
 The oil pressure delivery hose at nominal pressure
 The case drain hose
 An additional hose connects the HPS4 shaft seal drain to the aircraft drain system.
A drain port is provided to vent fluid in the driveshaft cavity from leakage past the shaft seals.
They have hydrostatic bearings requiring a small amount of internal linkage flow called case
drain. The pump internal leakage flow is routed through the pump case drain to the PCM. This is
high enough to ensure the pump cooling and provide the proper pump lubrication. It is low
enough to preserve pump efficiency and avoid overheating of the hydraulic system.
The pumps driveshaft has a shear section that is designed to break if the drive torque exceeds
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the specified load. This is to prevent any damage to the engine gearbox in the event of pump
seizure.
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3.1.4 Electrical Driven Pump No. 3
Electrical pump No. 3 is a 28 Vdc electric motor variable delivery axial piston driven pump. It
provides reduced hydraulic power (approximateli 105 bars) to PCM1 for the full and free
movement check of the flight controls prior to running the mechanically driven pumps. It is
therefore designed for ground use only.
It is mounted on the left-hand side of the upper deck adjacent to the PCM1. A timer relay limits
the electrical pump's operation to two minutes maximum to conserve battery power.
In flight, the electrical pump is inoperative due to the electrical supply being isolated by the
weight on wheels status.
A pilot operated switch in the cockpit ECDU controls the pump.
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3.1.5 Electrical Driven Pump No. 3 Circuit
After the input command OFF/ON is given through the ECDU, the command is provided via the
IOM to the Remote Electrical Power Unit (REPU), which provides the signal to EP3.
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3.1.6 Tail Rotor Shutoff Valve
The TRSOV enables the isolation of the hydraulic circuit 2 TRA hydraulic line in the event of a
leak, to preserve hydraulic power to the MRA.
This valve is a three-way, two-position and spring-loaded open valve. It consists of a 28 DC

solenoid operated pilot valve and a ball type main flow control valve section with a microswitch
mounted on the unit body. The microswitch provides an indication to the cockpit about the
TRSOV closure.
A low level switch, located in the PCM2, energises the TRSOV. It shuts off the pressure to the
TRA connecting the TRA pressure line to the return.
A nonreturn valve is installed beside circuit 2 beside the TRSOV. Its function is to inhibit a
reverse return flow in the event of major leaks from the TRA circuit 2 pressure return line. It
preserves the pressure in the circuit 2 supply lines for the MRA.
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3.1.7 Hydraulic Lines
The normal circuit 2 is routed in the right side of the fuselage, while the emergency circuit 1 is
routed on the left side for maximum physical segregation of the two systems.
Each HPS is connected to the PCM by means of flexible hoses. Flexible hoses also provide
connection between the PCM to the MRA circuit 1 pipeline, supplying hydraulic power to the
MRA upper body.
Circuit 2 pipeline supplies hydraulic power to the MRA lower body.
Rigid pipelines are routed from each PCM to the TRA.
In the rear fuselage, circuit 1 and circuit 2 tail rotor hydraulic lines are routed inside the tail boom
(left and right side).
In the vertical fin circuit 1 is routed in the front, while circuit 2 is located in the back and both up
to the tail rotor.
Rigid pipelines are routed from each PCM to the landing gear control valve (utility system) that
is situated on the forward right-hand side of the upper deck.
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3.2 Power Control Module (1)

3.2.1 PCM Reservoir
The reservoir is a rolling diaphragm type with a useable volume of 3.2 dm3 and a maximum
volume of 4.1 dm3. The driving piston is shaped to support the diaphragm throughout its stroke.
A helical spring provides the energy to produce a pressure of 0.04 bar (0.7 psi) at MIN level.
Two of the four airframe mounting points are attached to the bottom of the reservoir. This area
has been strengthened to enable load transfer into the main structure. The reservoir consists of
an external housing made in titanium for fire protection and a rubber membrane inside pushed
by the helical spring.
Should an oil leakage occur in the internal rubber part, a dedicated oil drain port collects all the
fluid and drains it overboard.
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3.2.2 PCM Manifold
The manifold is the basic structure on which all of the components, including the hydraulic
fittings and electrical connectors are mounted. It also provides two of the four mounting
provisions for the PCM onto the airframe. The manifold also serves to hydraulically interconnect
the component parts with one another as well as to the reservoir and the hydraulic system via
the fluid ports.
Passageway sizes, shapes and locations have been selected to minimise pressure drops while
avoiding direct flow impingement on filter elements and the relief valve inlet. Fittings provide
suction, pressure, case drain and overboard drain connections to the helicopter hydraulic
systems.
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3.2.3 PCM Filters
The pressure and return filter assemblies (items 6a, 6b, 7a and 7b) are identical except for the
filter bowls due to the different impulse fatigue requirements.
A non-bypass line filter is installed in the pressure line. It is located in such a manner that all
fluid coming from the system pumps and the ground test equipment pressure connection is
filtered prior to entering any components of the system. A line filter, bypass type, is installed in
the return line. All fluid entering the return circuit is circulated through the filter prior to entering
the reservoir. No specific pump case drain filter is provided. The system return filters provide
cleaning of case drain flow.
Element filtration rate:
 Not cleanable type, is identical in the pressure and return assemblies
 5 micron particle size.
The filter assemblies incorporate an automatic shutoff feature in both the upstream and
downstream lines to minimise the fluid loss and air introduction into the hydraulic system during
element replacement. Tandem SOV in the inlet and outlet of the filter perform this function.
The element is retained in the bowl by means of a retainer ring to allow easy removal of the
bowl and element.
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3.2.4 PCM Filters Delta P Indicators
Both filter assemblies incorporate magnetic Delta P indicators. A flow restriction causes the
Delta P indicator to pop out for a visual indication. It actuates simultaneously a switch integrated
into the DPI for a remote electrical indication. The indicators incorporate a magnetically actuated
pop-up button and SPDT switch.
An orifice guard protects the system against any actuation under pressure surges. A filter
screen protects the system against any large contaminants. A thermal lock out operates below
40 °C.
The switch and differential pressure indicator actuate at 5.5 bar (80 psid). The pop-up button is
protected against any external contaminant by a silicon protective cap.
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3.2.5 PCM Pressure Relief Valve
A pressure relief valve installed in each PCM (item 10) provides protection against pump
overpressurisation.
The operating characteristics at 40 °C are as follows:
 Cracking pressure 232 bar (3364 psid)
 Reset at 227 bar (3292 psid) minimum
 Leakage 2 cc/min maximum at 227 bar (3292 psid).
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3.2.6 PCM Pressure Transducer
The pressure transducer (item 11) is electromechanical transducer type.
It is installed on the manifold downstream of the pressure relief valve, in order to provide a
signal of the hydraulic pressure in the Multifunction Display (MFD).
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3.2.7 PCM Shutoff Valves
Two of these valves (item 9a and 9b) are installed in each PCM, one is for isolating the flight
control servo actuators and the other for isolating the landing gear system or the emergency
landing gear system.
These valves are normally open, three-way, two-position solenoid operated. The main valve
spool is driven by pilot pressure from the solenoid valve when it is energised. This
depressurises the hydraulic circuit and connects the upstream fluid lines to return.
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3.2.8 PCM Pressure Switches
Four pressure switches are installed inside the PCM. Two of them are used to monitor the
pressure pumps delivery (item 12a and 12b) and provide a signal in the MFD about the pump
status.
The other two pressure switches (item 12c and 12d) are installed downstream from the
depressurisation valves and are used to monitor the pressure in the flight control circuits and in
the landing gear normal and emergency circuit.
The switches are set to actuate at 190 bar (2755 psi) and de-actuate at 162 bar (2349 psi).
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3.3.1 PCM Flow Restrictor
The function of the flow restrictor (item 13) is to relieve trapped pressure between the inlet port
and the pressure line check valve.
A flow restrictor is installed between the ground pressure port and the MRA/TRA return.
The restrictor is sized to flow 1dm3/min at 207 bar (3000 psi) differential pressure.
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3.3.2 PCM Return Line Shuttle Valve
This is three-way, two-position poppet style valve (item 14). It is pressure actuated and returned
to normal under the action of a helical compression spring.
The valve will actuate when pressure is applied to the ground pressure port and returns to the
deactivated position by spring force when the pressure at the ground pressure port is reduced.
The function of this valve is to prevent the filling of the reservoir from the return ground
connection when pressure is not available at the ground pressure port.
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3.3.3 PCM Return Bypass Valve
The function of this valve (item 15) is to provide a redundant return flow path in the event that
the return shuttle valve does not reset properly following removal of the ground pressure
connection.
This valve is similar in design and construction to the high pressure relief valve.
The operating characteristics are as follows:
 Cracking pressure 6.9 bar (100 + 10 psid)
 Reset pressure 4.5 bar (65 psid) minimum
 Full flow of 45 dm3/min 16.5 bar (240 psid) and 40 °C
 Leakage 1.5 cc/min maximum at 4.5 bar (65 psid) and 40 °C.
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3.3.4 PCM Check Valves
Seven check valves (items 16a, 16b, 17a, 17b, 18, 19a, 19b) are integrated into the PCM for
various flow requirements.
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3.3.5 PCM Case Drain Pressure Indicator
The function of these indicators is to provide a warning of a deteriorating pump condition by

indicating an increasing flow in the case drain. The differential pressure across a restrictor,
installed in the case drain flow path, actuates these indicators.
The high pressure port of the indicators is connected to the upstream side of the restrictor and
the low pressure port to the downstream side of the restrictor.
The restrictor is sized so that the indicator operates when the flow in the case drain increases to
8 dm3/min. This indicator, once actuated, will remain actuated until manually reset.
The pop-up button is protected against any eventual external contamination by a protective cap.
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3.3.6 PCM Ground Test Connections
The PCM is provided with three ground test connections.
Two of them allow connecting ground test equipment pressure and return to the hydraulic
system. They are permanently installed on the PCM and allow a quick connection avoiding any
fluid loss and any contamination in the system.
The third connection is dedicated to reservoir fill port.
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3.3.7 PCM Bleed and Relief Valve
A combination of a bleed and a relief valve provides the air bleeding from the reservoir. It also
protects the reservoir against any overpressure.
The relief valve is set to crack at 0.34 to 0.69 bar (5 to 10 psi), full flow of 10 dm3/min at 1.4 bar
(20 psid) and reset at 0.24 bar (3.5 psid) minimum.
The bleed valve is located at the highest point of the reservoir in order to optimize air bleeding.
Turning the lever mounted on it operates the valve.
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3.4.1 PCM Temperature Sensor
The oil temperature transducer is a resistance temperature device of three wire construction.
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3.4.2 PCM Temperature Switch
The temperature switch (item 23) is threaded into the manifold. The electrical connector is fitted
to the switch housing. The switch is set to actuate at a temperature of 135 °C (275 °F), and
provide an alarm in the cockpit.
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3.4.3 PCM Oil Level Indicators
There are three oil level indicator switches inside the reservoir. The switches are
environmentally sealed.
The switches actuate to indicate the oil levels by a mechanical cam. A lever mounted on the
back of the reservoir is used to actuate the switches for maintenance electrical continuity
checks.
An optical oil level indication is achieved by reading the engravings on the oil level indicator
cover at the rear of the reservoir. It indicates the need to add any oil if it is required.
The oil level are set at the following values:
 MIN level at 0.7 dm3 (corresponding to 22%)
 LOW 2 level at 0.9 dm3 (corresponding to 28%)
 LOW 1 level at 1.3 dm3 (corresponding to 50%).
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4 Hydraulic System Controls and Indicators

4.1 Hydraulic Systems Indications (1)
The values of pressure in the No. 1 and No. 2 systems are represented by digital readouts
beside the labels HYD1 and HYD2.
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The PWR PLANT page displays the values of pressure and temperature in the HYD area.
Pressure
The values of pressure in No. 1 and No. 2 systems are represented by digital readouts under
the label 1 BAR 2 respectively. Graphically these values are represented on a vertical scale by
means of two pointers (triangles) that match the colour of the area on the scale.
The digital readouts and the pointers are displayed red when the pointer is in the red zone
(warning), amber when the pointer is in the amber zone (caution) and green in normal
conditions.
Temperature
The fluid temperature values in No. 1 and No. 2 systems are represented by digital readouts
under the label 1 °C 2. Graphically these values are represented on a vertical scale by means of
two pointers (T symbols) that match the colour of the area on the scale.
The green band of the analogue vertical scale represents a normal condition for the hydraulic
fluid temperature and so the associated digital readout values in °C. The amber band
represents a caution condition while the red band is associated with a warning condition.
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4.1.3 Hydraulic Synoptic Display
The synoptic page provides a diagram showing the interface between the PCM pumps, landing
gears, servo actuators and TRSOV as follows:
 Circuit 1 and 2 operating pressure readout.
 Circuit 1 and 2 operating temperature readout.
 Circuit 1 and 2 oil level percentage indicator - indicates the oil level percentage in the
PCM1 (2) reservoir.
 SOV 1 (2) indicator - indicates the condition of the PCM1 (2) flight control SOV operated by
the 1 (2) CLOSE switch in the hydraulic control panel. When the valve is open the SOV 1
(2) indicator is vertical. When the valve is closed the SOV 1 (2) indicator is horizontal. In
this condition the cautions [1 (2) HYD OIL PRESS], [1 (2) SERVO] are also provided to the
MFD and the amber legend PRESS on the HYD 1 (2) indicator in the hydraulic control
panel is illuminated.
 LDG GEAR NORM indicator - indicates the condition of the PCM2 utility SOV operated by
the PCM2 oil LOW LEVEL 1, LOW LEVEL 2 and MIN LEVEL microswitches. When the
valve is open the LDG GEAR NORM indicator is horizontal. When the valve is closed the
LDG GEAR NORM indicator is vertical. In this condition the caution [HYD UTIL PRESS]
only, or the cautions [HYD UTIL PRESS] and [2 HYD MIN] are also provided.
 LDG GEAR EMER indicator - indicates the condition of the PCM1 utility SOV operated by
the PCM1 oil MIN LEVEL microswitch. When the valve is open the LDG GEAR EMER
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indicator is horizontal. When the valve is closed the LDG GEAR EMER indicator is vertical.
In this condition the cautions [EMERG LDG PRESS] and [1 HYD MIN] are also provided.
 TAIL SERVO TRSOV indicator - indicates the condition of the TRSOV operated by the
PCM2 oil LOW LEVEL 2 microswitch. When the valve is open the TAIL SERVO TRSOV
indicator is vertical. In this condition the caution [2 SERVO] is also provided.
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4.1.4 Synoptic Page Symbols
The table shows the symbols used to represent the major components of the hydraulic system
on the hydraulic synoptic page and the relevant status.
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4.2 Hydraulic System Control

4.2.1 Electrical Control Display Unit
The ECDU Hydraulic page has the following indications/controls.
HYDRAULIC 1 - SOV - 2
This is a three-position horizontal toggle command type with NORM, 1CLSD and 2CLSD
options. The default at power-up is NORM and both SOV open. Hydraulic 1 SOV can be closed
only if the oil pressure in the hydraulic circuit 2 is not low and the TRSOV is not closed. If the
Hydraulic 1 SOV is closed and hydraulic circuit 2 oil pressure becomes low or the TRSOV
closes then the Hydraulic 1 SOV automatically reopens.
Hydraulic 2 SOV can be closed only if the oil pressure in the hydraulic circuit 1 is not low. If the
Hydraulic 2 SOV is closed and hydraulic circuit 1 oil pressure becomes low then the Hydraulic 2
SOV automatically re-opens.
HYDRAULIC ELEC PUMP

This is an imposed toggle command type with OFF and ON options. The default at power-up is
OFF. The HYDRAULIC ELEC PUMP can be activated only on ground and is automatically
turned off after 2 minutes. If the ELEC PUMP is cycled on and off then it turns off after 2
minutes from the first turn on to protect the pump from overheating.
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4.3 Hydraulic System Indications (2)

4.3.1 Hydraulic System CAS Messages
Associated hydraulic system pressure low (less than 163

1(2) HYD OIL PRESS bar)
Associated hydraulic system overtemp (greater than 134 °C)

1(2) HYD OIL TEMP
Associated hydraulic Servo actuator (MRA or TRA) in

1(2) SERVO bypass
Associated hydraulic pump failed

1(2)(4) HYD PUMP
Emergency landing gear deployment system pressure low

EMER L/G PRESS
Utility hydraulic pressure low

HYD UTIL PRESS
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5 Operation of the Hydraulic System

5.1 Hydraulic System Normal Operation
5.1.1 Hydraulic Systems Operation
No. 1 Hydraulic System Principle of Operations

The No. 1 hydraulic system supplies hydraulic power to the main rotor and tail rotor servo
actuators, and the landing gear for emergency extension.
It is controlled by a combination of automatic and manual controls.
Automatic Controls
Automatic controls are provided by the fluid level microswitches located inside the PCM 1
reservoir. If the fluid in the PCM1 reaches the minimum level (22%), the UTIL SOV 1 of the LDG
GEAR EMER circuit will close to stop further drop in fluid pressure. If the fluid in the PCM2
reservoir reaches the minimum level (22%), SOV 1 will be inhibited from closing to avoid that, if
TRSOV closes, the tail rotor will lose power completely.
Manual Controls
The pilot operates the No. 1 hydraulic system acting on the ELEC PUMP push button switch
and the flight control SOV switch. In flight, the SOV switch is used to close the No. 1 system if a
hydraulic over temperature condition occurs.
No. 2 Hydraulic System Principle of Operations

The No. 2 hydraulic system supplies hydraulic power to the main rotor and tail rotor servo
actuators, and the landing gear extension and retraction system in normal condition.
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The No. 2 hydraulic system is controlled by a combination of automatic and manual controls.
Automatic Controls
Automatic controls are provided by the fluid level microswitches located inside the PCM2
reservoir. If the fluid in the utility circuit reaches the level of 50%, the UTIL SOV 2 will close to
stop further drop in fluid pressure. If the fluid in the PCM2 reaches the level of 28%, the TRSOV
will close and the UTIL SOV 2 is re-opened. If the fluid in the PCM2 reaches the minimum level
(22%), the UTIL SOV 2 will be closed again (TRSOV still closed).
Manual Controls
The pilot operates on the No. 2 hydraulic system acting on the flight control SOV switch. In flight
the SOV switch is used to close the No. 2 system if a hydraulic over temperature condition
occurs. On the ground, the SOV switch is used to isolate the No. 2 hydraulic system.
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5.1.2 Prestart Check
The No. 1 system permits the testing of the flight controls on ground only.
By selecting ELEC PUMP ON on the ECDU HYD page the pilot can carry out full and free
checks of the cyclic, collective and yaw pedals. The full and free check should be carried out
with slow displacement of the controls and one control at a time in order not to overload the
electric pump. The electrical pump disengages automatically after 2 minutes.
HYDRAULIC Synoptic Page

The ELEC PUMP pressurises the hydraulic No. 1 system at 105 bars. This value of pressure
results in a fail condition for the main rotor, tail rotor and emergency landing gear servo
actuators.
SOV 1 and SOV 2 are displayed in an undetermined status.
Cautions are displayed in the CAS window as follows:
 1-2-4 HYD PUMP
 1-2 SERVO
 1-2 HYD OIL PRESS
 HYD UTIL PRESS
 EMER LDG PRESS.
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5.1.3 Normal Operations
When the engines are running and the MGB is driven at its nominal speed, HPS1, 2 and 4 are
driven and provide hydraulic pressure to both PCM. Pressurised oil passes through the filter to
the pressure transducer and then to both SOV. Oil passes to the aircraft circuits and feeds the
flight control actuators and the landing gear circuit.
Hydraulic synoptic page:
 PUMP1 pressurises No. 1 system
 PUMP2 and PUMP4 pressurise No. 2 system
 UTIL SOV 1 and UTIL SOV 2 are opened and the landing gear is pressurised at 207 bar
 SOV 1, SOV 2 and TRSOV are opened and flight controls are pressurised at 207 bar by
both hydraulic systems.
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5.2 Hydraulic System Abnormal Operation

5.2.1 Shutoff Valves Interlocks (1)
This function inhibits the isolation of both flight control SOV at the same time.
An interlock function is embedded in the system so that the pilot can close the hydraulic system
SOV by means of the ECDU.
The command is sent from the ECDU to the IOM (1 and 2) and then to the REPU1 and/or 2,
and then finally to the affected SOV.
The SOV of No. 1 system or No. 2 system can be closed only if nominal hydraulic pressure is
detected in the other system.
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If one of the hydraulic circuits' SOV has been shut off, in case of a pressure drop in the other
hydraulic system below 162 bar, the hydraulic system control logic will override the initial pilot’s
SOV selection and provide pressure to the servos.
This function provides an improving availability of pressure to the flight control actuators under a
multiple failures condition.
Note: In these conditions the SOV switch on the ECDU is not reset.
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The interlock function is applicable to both No. 1 and No. 2 systems.
Selection of system SOV is permitted only if normal hydraulic pressure in the opposite system is
verified by the pressure switch.
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5.3 Pump Malfunction Operation

5.3.1 Failure No. 1 Pump
PUMP1 failure implies the total loss of No. 1 system operations. In this case hydraulic power is
supplied by the No. 2 system.
 PUMP1 fails.
 SOV1 and UTIL SOV1 are in an undetermined status. The flight controls are considered
failed for No. 1 system. 1SERVO shown as failed. The landing gear emergency operation is
not available.
 1 HYD PUMP, 1 HYD OIL PRESS, 1 SERVO, EMER LDG PRESS cautions are displayed
in the CAS list and the pilot has to follow the emrgency procedure.
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5.3.2 Failure No. 2 Pump
In case of failure of either HPS2 or 4, the remaining pump (in this example HPS4) is able to
supply the operating pressure to the No. 2 system.
 HPS2 fails. HPS4 continues to pressurisethe No. 2 system.
 [2 HYD PUMP] caution is displayed in the CAS windows.
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5.4 Malfunction Procedure

5.4.1 System 2 Fluid Level At 50%
A loss of hydraulic fluid from the circuit 2 reservoir to the LOW 1 level (approx 1.3 litres or 50%)
will result in the automatic closure of the utility SOV installed on the PCM2. The [HYD UTIL
PRESS] caution will be displayed on the CAS and the LDG GEAR NORM in amber and 50%
level advisories will be shown on the synoptic. The flight control and TRSOV remain opened.
In this case, the three level microswitches installed inside the reservoir control the utility SOV
and the TRSOV to contain the leakage.
Hydraulic Synoptic Page
UTIL SOV2 is automatically closed by the level microswitch and the landing gear normal
operation is not available. The landing gear free falls due to lack of pressure.
The [HYD UTIL PRESS] caution is displayed in the CAS window and the pilot has to follow the
relevant malfunction procedure.
The LDG NORM is displayed in amber at the synopthic.
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The LOW 2 LEVEL microswitch (28%) is used in PCM2 as a safety threshold closing the
TRSOV and reopening the utility SOV.
The caution [2 SERVO] is provided while the caution [HYD UTIL PRESS] clears.
The hydraulic synoptic page will also display this condition (valve closed and reservoir oil
quantity).
The microswitch is also used to prevent to set OFF No. 1 system.
UTIL SOV2 is automatically reopened by the 28% level microswitch.
TRSOV is automatically closed by the level microswitch. No. 2 tail rotor servo is depressurised.
Closure of SOV1 is inhibited.
The caution [2 SERVO] is displayed in the CAS window. All four n°2 actuators are displayed in
amber and the pilot has to follow the relevant malfunction procedure.
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The MIN LEVEL microswitch (22%) used in PCM2 recloses the utility SOV while in the PCM1 it
closes the utility SOV.
At this stage the quantity of fluid remaining into the reservoirs is sufficient to cover the main
rotor actuators volumetric requirements.
The hydraulic synoptic page will also display these conditions (valve closed and reservoir oil
quantity).
The microswitches can be manually operated for electrical continuity check through a test lever
on the back side of the visual oil level indicator.
TRSOV remains closed and N° 2 Tail rotor servo remains depressurised, and closure of SOV 1
remains inhibited.
UTIL SOV2 is automatically closed by the minimum (22%) level microswitch. The landing gear
normal operation is not available and the landing gear free falls due to a lack of pressure.
The following cautions are displayed in the CAS window and the pilot has to follow the
emergency procedures:
 2 SERVO
 HYD UTIL PRESS
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 2 HYD MIN.
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When the level of the fluid inside the PCM1 reservoir reaches 50%, there is no effect on the
system operations. Only the indications in the synoptic page (50% reservoir fluid level and
readout indications) are provided.
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When the level of the fluid inside the PCM1 reservoir reaches the 28%, there is no effect on the
system operations. Only the indications in the synoptic page (28% reservoir fluid level and
readout indications) are provided.
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UTIL SOV1 is automatically closed by the minimum (22%) level microswitch. The landing gear
emergency operation is not available.
The [1 HYD MIN] and [EMER LDG PRESS] cautions are displayed in the CAS window and the
pilot has to follow the emergency procedure.
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5.5 Overtemperature Operation

5.5.1 Failure No. 2 System Overtemperature
When the hydraulic fluid reaches an overheating condition (the temperature is greater than 135
°C), the system (for example No. 2) must be isolated.
 Check to confirm No. 2 system over temperature.
 Lower the LDG GEAR following the normal procedure.
 On the ECDU, on the hydraulic page select 2 CLOSE.
 Cautions are displayed in the CAS window and the pilot has to follow the emergency
procedure:
o 2 HYD OIL TEMP
o 2 HYD OIL PRESS
o 2 SERVO.
Note: With one hydraulic system SOV shut off, a subsequent drop of pressure in the other
system will override the SOV selection and reinstate pressure to the servos. In these conditions
the SOV switch will not be automatically reset.
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5.5.2 Failure 2 Servo and No. 1 System Overtemperature
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Moving to 1 CLOSE would cause loss of control in No. 1 servoactuator.
 Check to confirm the No.1 system over temperature.
Note: The SOV selection on the ECDU is only ineffective when [1 (2) HYD OIL PRESS] caution
is active.
When [2 SERVO] and [1 HYD OIL TEMP] cautions are both illuminated, the SOV selection on
the HYD page is not inhibited.
Cautions are displayed in the CAS windows and the pilot has to follow the relevant malfunction
procedure:
 2 SERVO
 1 HYD OIL TEMP.
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29 - Hydraulic
5.6 Ground Operation

5.6.1 Hydraulic System Pressurisation
A connection is provided on the PCM in order to pressurise the hydraulic system from a ground
hydraulic test bench.
Two self-sealing couplings are provided on the ground test connections servicing area of the
PCM.
A dust cover, secured with a safety strap, is provided for each connection in order to protect
them when they are not in use.
Any fluid that enters into the system is filtered prior to it entering the aircraft system.
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29 - Hydraulic
5.6.2 Hydraulic System Refilling
Both PCM are equipped with a third quick disconnect port through which reservoir refilling can
be performed.
Oil refilling is carried out at low pressure with AGE and the oil level must be read through a sight
glass positioned on the reservoir.
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29 - Hydraulic
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Training Course
30 - Ice and Rain Protection

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-30
Table of Contents
Ice and Rain Protection System Lesson ............................................................................................................1
1 Purpose of the Ice and Rain Protection System ......................................................................................1
1.1 Ice and Rain Protection System .....................................................................................................1
1.1.1 Pitot Heating ...............................................................................................................................1
1.1.2 Windshield Wiper/Wash .............................................................................................................2
1.1.3 Air Intake.....................................................................................................................................3
2 Architecture of the Ice and Rain Protection System ................................................................................4
2.1 Architecture.....................................................................................................................................4
2.1.2 Pitot Heating System Architecture ..............................................................................................6
2.1.3 Windshield Wash Wiper System Architecture ............................................................................7
2.1.4 Engine Air Intake Architecture ....................................................................................................8
3 Pitot Heating System ...............................................................................................................................9
3.1 Pitot Heating System Components ................................................................................................9
3.1.1 Pitot-static Probes.......................................................................................................................9
3.2 Pitot Heating System Controls.....................................................................................................10
3.2.1 ECDU Control ...........................................................................................................................10
3.2.3 CAS Indications ........................................................................................................................12
3.3 Pitot Heating System Operation ...................................................................................................13
3.3.1 Normal Mode ............................................................................................................................13
3.3.2 Emergency Mode......................................................................................................................14
3.3.3 ECDU Alert Management .........................................................................................................15
4 Windshield Wiper/Wash System ...........................................................................................................16
4.1 Windshield Wiper/Wash Component ............................................................................................16
4.1.1 Wiper Motor Arm And Blade .....................................................................................................16
4.1.2 Washer Reservoir and Pump ...................................................................................................17
4.2 Windshield Wiper/Wash System Controls ....................................................................................18
4.2.1 ECDU Control ...........................................................................................................................18
4.2.2 Pilot and Co-pilot Cyclic Stick ...................................................................................................19
4.3 Windscreen Wash/Wiper Operation .............................................................................................20
4.3.1 Wiper System Operation ..........................................................................................................20
5 Air Intake System...................................................................................................................................25
5.1 Air Intake System Components ....................................................................................................25
5.1.1 Air Intake Sections ....................................................................................................................25
5.1.2 Controller ..................................................................................................................................26
5.2 Air Intake System Controls ...........................................................................................................27
5.2.2 ECDU ........................................................................................................................................28
5.2.3 CAS Indications ........................................................................................................................29
5.3 Air Intake System Operation.........................................................................................................30
5.3.3 ECDU ........................................................................................................................................33
5.3.4 Controller Operation .................................................................................................................34
5.3.5 Electrical Wiring Diagram .........................................................................................................35

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AW189-AF001-SN-I-30
Ice and Rain Protection System Lesson

1 Purpose of the Ice and Rain Protection System
1.1 Ice and Rain Protection System
1.1.1 Pitot Heating
The pitot heating system prevents the accretion of ice on the pitot-static probes.
The two pitot static probes are protected against ice formation by means of electrical heating
elements.
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1.1.2 Windshield Wiper/Wash
The purpose of the windshield wiper system is to keep the windshield surface clean from water,
dirt, sand, dust or a thin coating of soft snow.
The system consists of two identical installations, one for the pilot windshield and the other for
the co-pilot windshield and allows the operation of the pilot and co-pilot wiper blades separately
or together.
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1.1.3 Air Intake
The engine air intake ice protection system embodies an electro-thermal resistance used to
avoid ice accretion during flight thus allowing normal engine operation.
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2 Architecture of the Ice and Rain Protection System

2.1 Architecture
The ice and rain protection system interfaces with:
 Electrical system to receive electrical power to heat the pitot probes and to power the wiper
motor
 Flight control (pilot and co-pilot cyclic sticks) with a push button dedicated to start the wiper
motor
 Navigation system for OAT reference
 ECS to automatically turn the air conditioning off when full anti ice system is selected
 Window system properly cleaned by the wipers
 Navigation System (ADS) represented by the pitot probes electrically heated
 Engine air intake electrically heated when full anti ice is selected by the pilot
 System integration and display (Electrical Control and Display Unit (ECDU) used to start
the pitot probes heating and to set the wipers operating modes
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 System integration and display for CAS messages and system status.
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2.1.2 Pitot Heating System Architecture
The Pitot heating system is activated by the crew through the ECDU and the command is
directed to the probes.
An electrical heating element embedded inside the pitot probe is heated by power from the
REPUs and in case of malfunction through the electrical system 28VDC Emerg bus bar.
Pitot Heating system information are managed by the AMMCs and then displayed to the crew
on MFD.
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2.1.3 Windshield Wash Wiper System Architecture
The crew can set the wiper and the wiper wash operation by means of the ECDU.
The input is directed to the wiper converter and to the wiper wash motor in order to activate the
wiper and to the wash motor.
A fluid level sensor in the wash wiper tank in case of low level provide a signal to the converter
and then the AMMC to be diaplayed to the crew.
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2.1.4 Engine Air Intake Architecture
The left and right engine air intake electrical heating can be activated by the crew through a
control panel and the signal goes to the respective controller.
The Ice protection controller allows the aircraft 115VAC to reach the air intakes and heating
takes place.
Both air intake have a temperature/current sensor which transmit a signal to the controller in
case of malfunction in order to switch off the heating operation.
The crew may be aware of the air intake operation by means of MFD.
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3 Pitot Heating System

3.1 Pitot Heating System Components
3.1.1 Pitot-static Probes
To prevent ice formation the pitot tube is provided with integral electrical heating elements
controlled by the ECDU system menu and powered by the 28 Vdc EMER busbars.
Each pitot tube has a heating element (internal resistor) installed in the rear part of the pitot
tube. Two electrical wires connect the resistor to the Remote Electric Power Units (REPU).
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3.2 Pitot Heating System Controls

3.2.1 ECDU Control
From System page, press Line System Key (LSK) 5L to enter the pitot page. From here the pilot
is able to turn the pitot heating system for both pitot 1 and 2 On, AUTO and Off.
 PITOT HTR OFF: no power applied to both pitot probes
 PITOT HTR AUTO: power applied to both pitot probes when OAT is less than 4°C and
removed when OAT is higher
 PITOT HTR ON: power applied to both pitot probes.
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In the Multifunction Display (MFD) power plant format two icons relating to the pitot probes are
available in the upper part of the helicopter silhouette.
The icons are not in view when the pitot heating system is not active, they appear in green when
they are energised and heated.
The icons appear in amber when the pitot heating system has not been energised even with the
OAT below the minimum, or when a failure in the pitot heating system is detected.
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3.2.3 CAS Indications
When OAT <4 °C and the associated pitot is inactive, or

1(2) PITOT HEAT OFF when OAT >6 °C and the associated pitot heater is active
Associated pitot heater 1(2) failure

PITOT 1(2) FAIL
Pitot heating system operative

PITOT HEAT ON
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3.3 Pitot Heating System Operation

3.3.1 Normal Mode
The pitot heating system must be energized at OAT + 4°C or less and de-energized at OAT
+6°C or more.
In normal mode, with the aircraft energised correctly, the REPU 1 is connected directly to the
co-pilot pitot while the REPU 2 is connected to the pilot pitot through relay K56.
The relay is energised closed by the EMER 2 bus bar through the DC PDU 1.
Both REPU and their connection to the ECDU can be considered as the control panel.
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3.3.2 Emergency Mode
In case of emergency both REPU are no longer available and the DC PDU will open the
connection A3, then the relay K56 will open.
Co-pilot pitot heating is lost while the pilot pitot is directly heated by the EMER 1 busbar through
relay K56.
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3.3.3 ECDU Alert Management
The crew is made aware of the pitot heating circuit breaker status through an alert message on
the ECDU.
The crew may try to reset the Pitot 1 breaker through the LSK on ECDU
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4 Windshield Wiper/Wash System

4.1 Windshield Wiper/Wash Component
4.1.1 Wiper Motor Arm And Blade
The wiper motors are installed behind the pilot and co-pilot instrument panel on a support fixed
to the STA1125 frame.
The motor converter assembly provides electrical and mechanical power to the system. It is
composed of 28VDC brushless motor and provides alternating motion of the wiper blades by a
mechanical converter.
The motor is powered by the REPU 1 and 2 under the pilot and co-pilot control located on the
cyclic stick.
The wiper arm and blade are fixed externally to the motor shaft. The arm transmit the motion to
the blade and the blade is composed by a frame support and a rubber brush.
The angle between the arm and the blade remains the same during the whole sweeping.
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4.1.2 Washer Reservoir and Pump
A windshield wash reservoir is provided to accommodate 3,5 liters of washing fluid.

It is placed in the nose landing gear compartment. The reservoir shape is such that it does not
interfere with the nose landing gear even when it is fully retracted.
The reservoir is provided with a low level sensor which generate an alarm when the fluid level in
the reservoir is low.
A refill cup positioned in the nose avionic compartment is provided to refill the fluid in the
reservoir.
A 24VDC washing pump is provided to push the fluid from the reservoir to the distributor on the
wiper blade. The pump is installed in the nose landing gear compartment near the reservoir.
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4.2 Windshield Wiper/Wash System Controls

4.2.1 ECDU Control
Within the ECDU the crew can start the wipers and select their operating modes.
By pressing the MENU button, the crew can have access to the WIPER page and then he can
select the different operating modes (SINGLE or DUAL) and the speed (SLOW or FAST).
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4.2.2 Pilot and Co-pilot Cyclic Stick
The cyclic grip push-button switches control the wiper operation in accordance with the modes
set on the control panel. The push buttons are of the momentary type. With the system armed,
and modes selected, the first push starts the wiper operation. A second push will stop the
operation.
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4.3 Windscreen Wash/Wiper Operation

4.3.1 Wiper System Operation
MODE is a toggle command type with SINGLE and DUAL mode.
SPEED is a vertical toggle command type with OFF, SLOW and FAST options. The default at
power-up is OFF.
 Pilot/Co-pilot Single Slow mode:
o SINGLE mode: pilot and co-pilot can turn on and off their own wiper by the
START/STOP pushbutton on the cyclic, if both wipers are turned on independently,
they are synchronized
o DUAL mode: pilot and co-pilot can turn on and off both wipers, the wipers are
synchronized.
o When the START/STOP pilot or co-pilot pusbutton is switched to STOP, the wiper
parks in the centre position.
 SPEED is a vertical toggle command type with OFF, SLOW and FAST options. The default
at power-up is OFF. When OFF is selected the wiper cannot be turned on by the
START/STOP buttons on the cyclic control sticks.
o SLOW mode enable the wiper to operate at a frequency of 45 cycles per minute.
Activation by selection of crew cyclic START/STOP push button
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o FAST enable the wiper to operate at a frequency of 90 cycles per minute. Activation by
selection of crew cyclic START/STOP push button.
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The pilot and co-pilot wiper motors are powered by Remote Electrical Power Units (REPU) 1
and 2. They are activated by a push button located on the pilot and co-pilot cyclic stick.
By the IOM 1 and 2 on the ECDU, the crew is able to select the single or dual mode as well as
the speed of the wiper (SLOW and FAST).
For all operation here below described, it is assumed that at the beginning of each operating
cycle, both wiper system are stopped in the rest centre position.
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Student Manual Text:
 WASH LIGHT is pressed for less than 1 second.
o A complete low speed cycle with washing starts, followed by two complete low speed
cycles to clean the windshield. At the end the system comes back to the motion as
before the washing cycle
 WASH HEAVY is pressed for more than 1 second.
o A continuous low speed cycle with washing until command is released followed by two
complete low speed cycles to clean the windshields. At the end the system comes
back to motion as before the washing heavy cycle.
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The wash pump is powered by 24VDC through the pilot and co-pilot converter and it sprays
cleaning agent to the windshields.
A fluid low level sensor located inside the tank provides an input to the converters and from
these a message to both AMMCs to display on MFD the message W/S WASH LOW.
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5 Air Intake System

5.1 Air Intake System Components
5.1.1 Air Intake Sections
The inboard and outboard sections of the intake are rigidly secured to each other around the
torque tube, and attached to the firewall.
The outboard section is attached to and forms an integral part of the aircraft upper deck
structure.
They are made in fiberglass prepreg and electrical harnesses are routed internally around the
entire air inlet section and connected to a controller.
The air intake heating element houses als a temperature sensor which provides a signal to the
controller in normal operation or malfunction.
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5.1.2 Controller
The left and right air intake controllers are located on the upper deck beneath the forward
sliding fairing. The controllers are mounted on a tray on the upper deck between the cabin ECS
duct.
They do not require forced air cooling since heat dissipation and electrical bonding will be via
the metal mounting plate.
The controllers delivers aircraft 115VAC electrical power to both air intakes when selected by
the crew. In the meantime they monitor the correct heating operation and advise both AMMCs
for alarm and/or status on MFD.
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5.2 Air Intake System Controls

The engine anti ice control panel is installed inthe interseat console and consists of two
switches selectable in three position: OFF, A/ICE and FULL.
This arrangement enables the engine and intake ice protection to be manually selected / de-
selected independently and at pilot discretion.
 OFF: anti ice system is not activated
 A/ICE: Engine pneumatic bleed anti ice only on
 FULL: engine bleed and electrical intake anti-ice on.
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5.2.2 ECDU
Through the ECDU Test page, it is possible to perform ther sir intake system test.
In case of failure a message is stored in the AMMCs.
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Loss of ice protection due to failure of heater mats on intake

1(2) INTAKE FAIL 1(2) or of intake controller 1(2)
OAT equal or less than 5°C and engine anti icing not
ENG ICING selected on.
NOTE: message extinguishes if OAT is +8°C or above, or
engines are OFF, or the ice protection systems are selected
ON
Intake 1 (2) ice protection system on

1(2) INTAKE ON
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5.3 Air Intake System Operation

On the miscellaneous control panel:
 Selection of OFF means the following:
o The intake ice protection controller is powered by the aircraft electrical circuit
o The intake heater mats are not powered
o The engine bleed valve is powered closed and no anti ice function is active.
 Selection of ANTI-ICE means the following:
o The intake ice protection controller is powered by the aircraft electrical system
o The intake heater mats are not powered
o Power is removed from the engine bleed valve to allow it to open, and the engine anti
ice function only takes place
 Selection of FULL means the following:
o The intake ice protection controller is powered by the aircraft electrical system
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o The intake heater mats are powered, and the ice protection controller modulates the
power to the intake heater mats
o Power is removed from the engine bleed valve to allow it to open and the engine anti
ice function takes place.
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In the event of a failure of an engine ice protection system, the pilot should select the system
OFF and attempt to vacate the icing condition.
If the intake ice protection fails, the pilot shouls select the associated toggle switch to A/ICE
(engine anti ice only), so that degraded ice protection is maintained, whilst the icing condition is
vacated.
If the engine bleed ice protection fails, the pilot shouls select the associated toggle switch to
OFF (if the intake anti ice remained ON with the engine bleed anti ice failed, runback water from
the intake ice protection system could refreeze on the front frame of the engine, and would shed
into the engine with the potential to cause engine flame out if flight in icing condition continued
for long).
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5.3.3 ECDU
The pilot initiated test selected from the ECDU test page will enable the pilot to check that the
air intake anti ice protection is operational prior to flight when there is a possibility of
encountering icing condition.
The test sequence will take approximately 6 to 10 seconds and in case of malfunction a caution
message is shown on MFD.
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5.3.4 Controller Operation
The air intake controllers are powered by the REPU 1 and 2. They deliver aircraft 115VAC
power toward the air intakes in order to activate thermal resistance and achieve ice protection
capability.
The air intake controller is connected to both AMMCs in order to provide status signal and
continuous monitoring.
The crew is made aware about the air intake operation by means of dedicated messages on
MFD.
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5.3.5 Electrical Wiring Diagram
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Training Course
31 - Indicating/Recording

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-31
Table of Contents
Indicating/Recording System Lesson .................................................................................................................1
1 Purpose of the Indicating/Recording System ..........................................................................................1
1.1 Indicating and Recording System Overview...................................................................................1
1.2 Purpose of the Cockpit Voice Flight Data Recorder .......................................................................2
1.2.1 Introduction to the CVFDR .........................................................................................................2
1.2.2 Purpose of CVFDR .....................................................................................................................3
1.3 Purpose of the Standby Magnetic Compass ..................................................................................5
1.3.1 Purpose of the Magnetic Compass ............................................................................................5
1.4 Purpose of the Chronometer ..........................................................................................................6
1.4.1 Purpose of the Chronometer ......................................................................................................6
1.5 Purpose of the Outside Air Temperature Sensor and Indicator .....................................................7
1.5.1 Outside Air Temperature Sensor and Indicator ..........................................................................7
2 Architecture of the Indicating/Recording System ....................................................................................8
2.1 Architecture of the CVFDR .............................................................................................................8
2.1.1 System Architecture ...................................................................................................................8
2.1.2 System Interface .......................................................................................................................10
2.2 CVFDR Components ....................................................................................................................11
2.2.1 Main Recording Unit .................................................................................................................11
2.2.2 Underwater Locator Beacon (ULB) ..........................................................................................13
2.2.3 Main Recording Unit .................................................................................................................14
2.2.4 Cockpit Control Panel ...............................................................................................................15
2.2.5 Location ....................................................................................................................................16
2.2.6 Cockpit Area Microphone .........................................................................................................17
2.2.7 Cockpit Area Microphone Location...........................................................................................18
2.2.8 Triaxial Accelerometer ..............................................................................................................19
2.2.9 Triaxial Accelerometer Location ...............................................................................................20
2.2.10 Recorder Independent Power Supply ................................................................................21
2.2.11 Recorder Independent Power Supply Location .................................................................22
2.3 CVFDR Controls and Indicators ...................................................................................................23
2.3.1 Erase Pushbutton .....................................................................................................................23
2.3.2 CVR Fail Indicator ....................................................................................................................24
2.3.3 FDR Fail Indicator .....................................................................................................................25
2.3.4 Test Pushbutton........................................................................................................................26
2.3.5 Headset Socket ........................................................................................................................27
2.3.6 Record (RCRD) Switch .............................................................................................................28
2.4 CVFDR System Operation ...........................................................................................................29
2.5 Magnetic Compass Description and Location ..............................................................................30
2.5.1 Magnetic Compass ...................................................................................................................30
2.6 Magnetic Compass Controls and Indicators.................................................................................31
2.6.1 Compass Controls and Indicators ............................................................................................31
2.7 Architecture of the Chronometer ..................................................................................................32
2.8 Chronometer Description and Location ........................................................................................33
2.8.1 Chronometer Description and Location ....................................................................................33
2.9 Chronometer Controls and Indicators ..........................................................................................34
2.9.1 Chronometer Controls and Indications .....................................................................................34
2.9.2 Chronometer Controls and Indicators ......................................................................................34
2.10 Chronometer Operation ................................................................................................................36
2.10.1 Chronometer Normal Operation .........................................................................................36
2.10.2 Operation ...........................................................................................................................36
2.10.3 Chronometer Elapsed Timer Operation .............................................................................37
2.10.4 Elapsed Timer ....................................................................................................................37
2.10.5 Chronometer Elapsed Timer Down Operation ...................................................................38
2.10.6 Elapsed Timer Down ..........................................................................................................38
2.10.7 Chronometer Flight Time Operation ..................................................................................39
2.10.8 Flight Time .........................................................................................................................39

AW189-AF001-SN-I-31
2.10.9 Chronometer Flight Time Alarm Operation ....................................................................... 40

2.10.10 Flight Timer Alarm ............................................................................................................. 40
2.10.11 Chronometer Local or UTC Time Operation ..................................................................... 41
2.10.12 Local/UTC Time ................................................................................................................ 41
2.10.13 Chronometer Maintenance Hours Operation .................................................................... 42
2.10.14 Maintenance Timer ............................................................................................................ 42
2.10.15 Battery Failure ................................................................................................................... 43
2.10.16 Battery Failure ................................................................................................................... 43
2.10.17 Battery Failures ................................................................................................................. 44
2.10.18 Chronometer Failure ......................................................................................................... 45
2.10.19 Failure/Error....................................................................................................................... 45

AW189-AF001-SN-I-31
Indicating/Recording System Lesson

1 Purpose of the Indicating/Recording System
1.1 Indicating and Recording System Overview
The Indicating and Recording System included in the AW 189 has the following equipments:
 Cockpit Voice Flight Data Recorder including Underwater Locator Beacon
 Standby Magnetic Compass
 Chronometer x 2
 Outside Air Temperature Sensor and Indicator
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1.2 Purpose of the Cockpit Voice Flight Data Recorder

1.2.1 Introduction to the CVFDR
The Cockpit Voice Flight Data Recorder (CVFDR) consists of a combined Cockpit Voice
Recorder (CVR) and a Flight Data Recorder (FDR) .
The CVFDR system records selected aircraft parameters and audio signals into the internal
solid state non-volatile memory. The CVFDR main recording unit retains, as a minimum, the last
25 hours of aircraft data and the most recent 120 minutes of four audio sources.(2hrs per audio
channel)
This data is stored in a solid state Crash Survivable Memory Module (CSMM)and can be
downloaded onto a ground station which will enable trained operators to evaluate the sortie.
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1.2.2 Purpose of CVFDR
The purpose of the combined Cockpit Voice and Flight Data Recorder (CVFDR) is to record
Flight data parameters with crew voice recordings, also a cockpit area microphone (CAM)
records sounds within the cockpit area in support of data analysis which can be carried out at a
later stage.
The CVFDR system records selected aircraft parameters and audio signals into the internal
solid state non-volatile memory. The CVFDR main recording unit retains, as a minimum, the last
25 hours of aircraft data and the most recent 120 minutes of four audio sources.
The primary recording data and audio signals inputs of the CVFDR main recording unit are the
following:
Audio Channels x 4
This includes voice communications of flight crew members and also radio COMMs, NAV and
Approach aids signals. In particular:
 CH1: audio signals from/to copilot
 CH2: audio signals from/to pilot
 CH3: audio composite signals
 CH4: audio signals from the installed CVFDR Cockpit Area Microphone
Note: the first three channels collect the audio signals from/to the Inter-Communication System.
Flight Data Parameters
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The data is sent by the two on-board AMMC (AMMC1 and AMMC2) to the recorder via two
separated A429 channels
The various flight parameters that are measured can aid air accident investigators to determine
cause in the event of a crash. Post flight analysis of flight data can be carried out after
downloading information from the CVFDR. This data can then be loaded onto a ground station
and Windows based software will enable trained operators to evaluate the sortie.
Underwater Locator Beacon

An Underwater Locator Beacon (ULB) is mounted through the case and attached to the Crash
Survivable Memory Module CSMM.This is used to aid location in the event of an accident over
water.
Recorder Independent Power Supply

As well as being powered by the aircraft power supply an independent power supply utilising a
battery pack will maintain recording for a period of 10 minutes should the aircraft power supply
fall below a predetermined level.
A tri-axial accelerometer is mounted within the C of G limits of the aircraft and is used to
measure the aircraft's acceleration in the three orthogonal axes.
Voice recording is taken directly from the intercom system and recorded and a Cockpit Area
Microphone(CAM) is used to record ambient noise inside the aircraft. The system has the facility
to retrieve data from the CVFDR whilst in-situ in the aircraft utilising Portable Replay Equipment
(PRE).
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1.3 Purpose of the Standby Magnetic Compass

1.3.1 Purpose of the Magnetic Compass
The magnetic compass detects and shows the helicopter heading with reference to the
magnetic North.
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1.4 Purpose of the Chronometer

1.4.1 Purpose of the Chronometer
The chronometer is a clock that gives the time, date and an elapsed timer with a hold or time-
out feature.
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1.5 Purpose of the Outside Air Temperature Sensor and Indicator

1.5.1 Outside Air Temperature Sensor and Indicator
The Outside Air Temperature Sensor provides the aircrew with an indication of temperature. It
uses a stand alone temperature probe and indicates a temperature from -70 to +50 degrees
Centigrade.
It has a light located on the clamp surrounding the gauge which is switched on via the OAT
switch located above the pilots position adjacent to the Rotor Brake Pressure Indicator.
The Temperature probe is situated outside the top right laminated window where it is held in
position.
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2 Architecture of the Indicating/Recording System

2.1 Architecture of the CVFDR
2.1.1 System Architecture
System Architecture
The Cockpit Voice and Flight Data Recorder (CVFDR) architecture is composed of the following
main items:
CVFDR System equipments:
A combined CVR and FDR main recording unit (CVFDR) with an Underwater Location Beacon
(ULB)
A Cockpit Control Panel (CCP) (shown as CCU)
A remotely mounted Cockpit Area Microphone (CAM)
A triaxial accelerometer
A Recorder Independent Power Supply (RIPS)
CVFDR auxiliary equipments interfaces:
Two Aircraft & Mission Management Computers (AMMCs);
Inter-Communication System;
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A ground support PC.
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Aircraft Systems integrated with the CVFDR:
Intercom System:
The Intercom System, which includes voice communications from the Flight Crew members
using a maximum of 4 audio channels.
CH1: audio signals from/to copilot
CH2: audio signals from/to pilot
CH3: audio composite signals
CH4: audio signals from the installed CVFDR Cockpit Area Microphone. The first 3 channels
collect the audio signals from the intercom system.
Comms Navigation and Approach Aids:
Audio signals from the Comms,
Navigation and Approach Aids are also recorded on the CVFDR main recording unit.
Aircraft Mission Management Computers (AMMC 1 and 2):
Flight data parameters recieved by the two on-board AMMC (AMMC1 and AMMC2) and sent to
the CVFDR via two separated A429 channels.
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2.2 CVFDR Components

2.2.1 Main Recording Unit
The Main Recording Unit:
Is a crash protected airborne recorder. It consists of a solid state crash survivable memory
module and an electronic interface. It is capable of downloading stored data and audio
information digitally at high speed. It is painted bright orange or bright yellow as an aid to its
location. It has a reflective tape affixed to its external surface to facilitate its location under
water.
Underwater Locator Beacon (ULB)
The ULB is fitted to the Crash Survivable Memory Module as an aid to location in the event of
an accident over water.
Recording Data
It can simultaneously record a minimum of four channels of audio data (2 hours for each
channel), and at least 25 hours of most recent flight data. Digital flight data is provided from two
High Speed dedicated outputs of the Aircraft & Mission Management System (AMMS)
Computers.
Identification
Reflective tape is also attached to the external surfaces. The unit identification label, a
modification label, a Software Version Label and electrostatic discharge warning label are fitted
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to the top face of the lid. Mounted through the case rear panel is 66-way connector SK1, which
provides the interface with the aircraft systems and two further mounting feet.
External Finish To aid location of the CVFDR, the case is finished in International Orange.
The CVFDR is marked with the following warning in black letters 25mm high:
FLIGHT RECORDER - DO NOT OPEN ENREGISTREUR DE VOL - NE PAS OUVRIR
Physical and Other Characteristics
The Main Recording Unit consists of an outer steel alloy case, and a removable end lid through
which the unit main electrical connections are fitted.
The main power supply to the CVFDR is +28VDC
The weight of the unit does not exceed 3.3kg (7.3lb). This includes the ULB.
Dimensional Limits 255 (L) x 120 (W) x 89 (H) mm, this includes the ULB.
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2.2.2 Underwater Locator Beacon (ULB)
An Underwater Locator Beacon (ULB) is used to aid location in the event of an accident over
water.
It is mounted through and attached to the Crash Survivable Memory Module (CSMM) and transmits
a signal at 37.5 KHz when submerged, which can be detected by sonar equipment.
The beacon is powered by a water activated lithium battery. The beacon will transmit for a
period of 30 days before battery expiry and can operate down to a depth 20,000 feet. An
Underwater Locator Beacon (ULB). It is mounted through and attached to the Crash Survivable
Memory Module (CSMM)
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2.2.3 Main Recording Unit
The Main Recording Unit is located in the tail boom area on the floor structure mounted direct to
the airframe.
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2.2.4 Cockpit Control Panel
The Cockpit Control Panel (CCP) is aircraft mounted and contains the following:
 Area Microphone Pre-amplifier
 Provision for an integral or externally mounted Area Microphone
 Headphone jack socket
 Pushbuttons and indicators for the self-test and voice erase facilities of the CVFDR
The CCP provides the means of communicating with the main recording unit so that the SELF
TEST and the AUDIO ERASE functions can be initiated by the operator.
The CCP has two lamp indicators: FDR FAULT, CVR FAULT.(These indications show the result
of the SELF TEST function).
The CCP has a jack socket (1/4 in. mono plug) on the front face to monitor the sum of the four
audio input channels (composite audio signal) using a headset. The CCP is secured using
DZUS fasteners.
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2.2.5 Location
The CCP is located in the left rear avionics compartment mounted on the underside of a shelf
above the Wulfsberg Radio location.
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2.2.6 Cockpit Area Microphone

The Cockpit Area Microphone (CAM) provides the conversion between sound pressure waves
and analogue voltage signals. The active element of the microphone is housed in anti vibration
rubber which itself is housed in a two part epoxy body. Two bushes are provided on the bottom
surface to aide mounting. It has a Frequency Response of 150Hz to 10kHz.
The CAM records the conversation of the Flight Crew and the different noises in the Cockpit. It
is mounted on the Instrument Panel in a suitable location to provide the main audio source or to
supplement the Internal Microphone on the Control Unit.
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2.2.7 Cockpit Area Microphone Location
The Cockpit Area Microphone is mounted on the Instrument Panel above the top left corner of
the left hand side Multi-function display, in a suitable location to provide the main audio source
or to supplement the Internal Microphone on the Control Unit
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2.2.8 Triaxial Accelerometer
The Triaxial Accelerometer is an hermetically sealed instrument.
It simultaneously measures acceleration on three axes: vertical, longitudinal and lateral.
It consists of three separate, rugged seismic sensors responding to force along each axis.
Each sensor consists of a bending beam, with bonded-foil strain-guages and a mass.
It also contains an advanced solid-state electronic signal conditioning package.
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2.2.9 Triaxial Accelerometer Location
The Triaxial Accelerometer is situated on the roof area of the tail boom area.
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2.2.10 Recorder Independent Power Supply
Primary Function
 The primary function of the Recorder Independent Power Supply (RIPS) is to supply
independent backup power to the CVR/FDR when aircraft power systems are inoperative or
malfunctioned.
Backup Power
 Backup power to the Main Recording System is achieved by delivering the energy stored in
a multi-cell battery pack assembly internal to the RIPS. The RIPS monitors the aircraft
28VDC bus voltage, charges and maintains its internal battery pack.
Voltage Drop
 If the aircraft voltage drops to approximately 18VDC, indicative of a normal loss of aircraft
electrical power (and/or main battery power) or abnormal electrical malfunction, the RIPS
power switch circuits toggle to discharge the RIPS internal battery power to the recorder
equipment at more than 25v dc
Voltage Supply
 The RIPS can supply 10 minutes of independent power to the CVFDR when all helicopter
engines are inoperative.
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2.2.11 Recorder Independent Power Supply Location
The Recorder Independent Power Supply (RIPS) is located within the floor of the tail boom to
the rear of the Cockpit Voice Flight Data Recorder (CVFDR) as shown in the media image.
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2.3 CVFDR Controls and Indicators

2.3.1 Erase Pushbutton
The Cockpit Control Panel has the "Erase" pushbutton on the front face of the panel. Its role is
to enable the audio recordings to be erased from the CVFDR memory. It is used in conjunction
with the CVR Fail light, also located on the front panel, during relevant functions.
The ERASE button pushed for more than two seconds, initiates a voice erase cycle only if the
aircraft is on ground and both the engines are OFF.
The ERASE function is applicable to the audio signals recorded only; the corresponding flight
data recording is not affected. The voice erase cycle lasts for approximately 5 seconds, during
which period the CVR FAIL indicator will flash.
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2.3.2 CVR Fail Indicator
 CVR FAIL and FDR FAIL indicators are driven by two signals sent by the CVFDR main
recording unit. Open circuit until the audio recording system is operating satisfactorily.
 Steady illumination of the CVR FAIL indicator, indicates either that a fault in the CVR
subsystem has been detected by the CVFDR BIT function, or that the CVFDR has been put
into a non recording mode.
 A non recording mode may be enabled when the Record On link is not fitted or within 10
minutes of the assertion of the Stop CVR Recording control input.
 Flashing of the CVR FAIL indicator occurs during voice erase modes.
CAS Message Window

The caution provided in the CAS message window is as follows:
CVR FAIL ............................. when a malfunction of the CVR or a non-recording mode with at
least one engine running is detected.
NOTE: A The above caution is suppressed on ground if engines OFF or starting not active.
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2.3.3 FDR Fail Indicator
 CVR FAIL and FDR FAIL indicators are driven by two signals sent by the CVFDR main
recording unit. Open circuit until the audio recording system is operating satisfactorily.
 Steady illumination of the FDR FAIL indicator, indicates either that a fault in the FDR
subsystem has been detected by the CVFDR BIT function, or that the CVFDR has been put
into a non recording mode.
 A non recording mode may be enabled when the Record On link is not fitted or within 10
minutes of the assertion of the Stop CVR Recording control input.
 Flashing of the FDR FAIL indicator occurs during data recovery
CAS Message Window

The caution provided in the CAS message window is as follows:
FDR FAIL ............................. when a malfunction of FDR or a non-recording mode with at

least one engine running is detected.
NOTE: A The above caution is suppressed on ground if engines OFF or starting not active.
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2.3.4 Test Pushbutton
When the TEST button is pressed this initiates a requested Built-In-Test function.
The two leds (CVR and FDR) illuminate for about 8 sec. after which each is switched to ON only
if its associated test is failed.
This action also initiates the CVR recording for 10 minutes.
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2.3.5 Headset Socket
The Cockpit Control Panel has a Headset jack socket (1/4 in. mono plug) to monitor the sum of
the four audio input channels (composite audio signal) using a headset. This receptacle is used
to test the audio coming from cockpit area microphone and flight crew interphones.
This function is used only on ground with engines OFF.
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2.3.6 Record (RCRD) Switch
(RCRD) switch enables the recording function of the equipment. It is spring loaded momentary
toggle switch.
Operation of the RCRD switch provides an enable signal to the CVFDR overriding aircraft
installation interlocks for the purpose of FDR subsystem ground test.
When set to RCRD, the system is forced to record parameters on ground with engines OFF for
maintenance purpose.
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2.4 CVFDR System Operation
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2.5 Magnetic Compass Description and Location

2.5.1 Magnetic Compass
Location
The magnetic compass is installed on a support that is attached at the centre of the glareshield
with four screws. Two electrical cables connect the magnetic compass to the display dimmer
panel.
Description
The standard magnetic compass shows the helicopter heading with reference to the magnetic
North. The compass consists of a rotating compass card. Two magnetic bars attached to the
compass card make the compensation system. The compass card and the magnetic bars are
contained in a sealed case filled with damping fluid. The compass card has lines at 5-degree
intervals and shows letters and numbers at 30-degree intervals. A lubber line on the transparent
window shows the helicopter heading. The flight crew can remove the position errors of the
magnetic bars through a screw that is installed on the external side of the instrument.
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2.6 Magnetic Compass Controls and Indicators

2.6.1 Compass Controls and Indicators
The standard magnetic compass shows the helicopter heading with reference to the magnetic
North. The compass consists of a rotating compass card.
Two magnetic bars attached to the compass card make the compensation system. The
compass card and the magnetic bars are contained in a sealed case filled with damping fluid.
The compass card has lines at 5-degree intervals and shows letters and numbers at 30-degree
intervals.
A lubber line on the transparent window shows the helicopter heading.
The flight crew can remove the position errors of the magnetic bars through a screw that is
installed on the external side of the instrument. The compass has a backlighting system that is
compatible with NVG's.
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2.7 Architecture of the Chronometer

The operating power for the pilot chronometer is fed from the ESS 2 bus via the CLOCK PLT
circuit breaker. The operating power for the copilot chronometer is fed from the MAIN 1 bus via
the CLOCK CPLT circuit breaker. An internally mounted AAA-size alkaline battery in each
chronometer keeps the chronometer powered when the aircraft power is removed.
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2.8 Chronometer Description and Location

2.8.1 Chronometer Description and Location
There are two chronometers on the instrument panel, one for copilot and the other for pilot. The
chronometers give the time and elapsed timer. The Number 1 and 2 chronometers are installed
in the left and right side of the instrument panel respectively
Both chronometers have a front panel with three push-button switches, a liquid crystal display
(LCD) with six digit numbers They have the following switches:
RST or SET push-button switch,
MODE push-button switch,
ST/SP or ADV push-button switch. Each switch has the indication that show the related
functions The usual power source for the chronometers is from the aircraft power supply. They
also include an internal AAA alkaline battery which provides power when the aircraft power
supply is not availableThe chronometers have back lighting for connection to the display dimmer
panel.They are readable under all ambient light conditions from darkness, with internal lighting
energized, to bright sunlight
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2.9 Chronometer Controls and Indicators

2.9.1 Chronometer Controls and Indications
2.9.2 Chronometer Controls and Indicators

The Clocks are NVG compatible Digital Chronometers, with a three rows negative image Liquid
Crystal Display integral LED operating with 28 VDC, that allows the Clock to simultaneously
display UTC and a second function with mode annunciator.
The display and the three pushbuttons, that control chronometer operation, are backlit with
green LED’s (to be clearly readable under all lighting conditions), compliant to NVIS Type 1
Chromaticity Green A.
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Radiance is B for the display and A for the buttons. The lighting is a dual day or night mode.
The Clock functions are:
 The Bottom Line shows: the alarm indicator signal "A",
 Universal Time Coordinated "UTC"
 Local Time "LT" (Local Time)
 Flight Time "FT" (Flight Timer)
 Flight Time alarm "FTA" (Flight Time Alarm)
 Elapsed time "ET" (Elapsed Timer)
 Elapsed Time Down Counter "ETD" (Elapsed Timer Down)
In addition, the chronometers include a Maintenance Timer in Hours counter, that records the
cumulative flight time of the aircraft."MTH" (Maintenance Time Hours)
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2.10 Chronometer Operation

2.10.1 Chronometer Normal Operation
2.10.2 Operation
Normal
During normal mode of operation, the chronometer cycles between the different display pages
by pressing the MODE button.
Reset
Where available, the RESET button switches to corresponding Set display page. That means,
the value to be set is blinking. While the top line always displays the UTC value, the content of
the middle and bottom lines varies.
Test
Test function - The Power-Up Selftest detects all possible failures. Therefore, the flying
personnel is not requested to perform any manual function tests.
All timers (FT, ET, ETD) are automatically reset when power is supplied to the chronometer.
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2.10.3 Chronometer Elapsed Timer Operation
2.10.4 Elapsed Timer

Elapsed Timer (ET)
The Elapsed Timer is a chronometer with a split time function.
The maximum value that can be reached by ET is 99:59:59 hours.
The middle line displays the ET value, the bottom line statically displays “ET”.
An initial press on START/STOP button starts the counter.

The 2nd START/STOP button press freezes the displayed value, while the chronometer
continues to count in the background. Another press on the same button updates the display.
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2.10.5 Chronometer Elapsed Timer Down Operation
2.10.6 Elapsed Timer Down

Elapsed Timer Down (ETD)
A second alarm can be launched after an arbitrary delay setup by Elapsed Timer Down.
This countdown alarm is independent of the flight time. It is manually triggered.
The timer allows a maximum value of 99:59:59 hours to count down. The middle line displays
the current ETD value, the bottom line statically displays “ETD”.
The countdown is initiated by pressing the START/STOP push button.

It can be any time interrupted by pressing again the same button.
Note: Once the Alarm is Set (FTA or ETD), the Alarm annunciator “A” is displayed in the bottom
line on the left side.
The chronometer can handle two kinds of alarms:
 FTA
 ETD
Each alarm is accompanied by an alarm annunciator and a visible or audible alarm output.
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2.10.7 Chronometer Flight Time Operation
2.10.8 Flight Time

Flight Time (FT)
Once airborne, the current flight time is automatically increased.
The middle line displays the time elapsed since flight begin, the bottom line statically displays
“FT”.
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2.10.9 Chronometer Flight Time Alarm Operation
2.10.10 Flight Timer Alarm

Flight Timer Alarm (FTA)
A usual flight situation requires some actions to be performed depending on an elapsed flight
time like dispatching messages, make turns, etc. The FTA is very helpful in this situation.
Simply set the FTA to the desired time before or during the flight.
The chronometer will launch an alarm when this time point is reached.
The alarm can be in visible or audible form, depending on the aircraft configuration. The middle
line displays the FTA value, the bottom line statically displays “FTA”.
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2.10.11 Chronometer Local or UTC Time Operation
2.10.12 Local/UTC Time

Local Time (LT) - UTC Time
The UTC and Local Time can be set.
Use RESET button to switch to desired unit to be set (UTC hours, LT hours, etc.) and increase
the value with START/STOP button.
A press on MODE button cancels the setting operation and leaves the time values unaltered.
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2.10.13 Chronometer Maintenance Hours Operation
2.10.14 Maintenance Timer

Maintenance Timer in Hours (MTH)
This is an information about accumulated flight hours.
The counter is automatically increased upon activation of FLIGHT discrete and shows the total
amount of flight time. The top and middle lines are used to display the counter value. The
bottom line statically displays “MTH”.
Note: the time is kept in decimal format with a maximum value of 999’999.99 hours.
When the counter reaches this value, it does not continue to increase.
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2.10.15 Battery Failure
2.10.16 Battery Failure

Battery
The built-in battery prevents the chronometer from losing its stored time settings in case of
power loss.
A warning appears when the built-in battery doesn’t provide sufficient power for a safe
operational mode.
The bottom line displays for 5 seconds a warning message.
After that, chronometer continues to operate normally.
The message can be as seen in the table.
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2.10.17 Battery Failures
Message Description
BAT: LOW Battery capacity is low, replace soon
BAT: DEF Battery capacity is too low, replace immediately
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2.10.18 Chronometer Failure
2.10.19 Failure/Error
Failure/Error
If an unexpected error should occur during the operation of CM20, the clock will be halted. In
this case, the top and middle lines statically display:
“--:--” resp. “--:--:--”. with the bottom line displaying “ERR: (Code)”.
Note down the Error Code and inform the technical service about the error message.
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Issue No 3.0 2013-07-12 Page 46


Training Course
32 - Landing Gear

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-32
32 - Landing Gear
Table of Contents
Landing Gear System Lesson ............................................................................................................................1
1 Purpose of the Landing Gear System .....................................................................................................1
1.1 Purpose ..........................................................................................................................................1
1.1.1 Purpose of the Landing Gear .....................................................................................................1
1.1.2 Landing Gear System .................................................................................................................2
1.1.3 Nose Landing Gear Steering ......................................................................................................3
1.1.4 Brake and Parking System .........................................................................................................4
2 Architecture of the Landing Gear System ...............................................................................................5
2.1 Landing Gear System Architecture ................................................................................................5
2.1.1 Main Landing Gear Architecture .................................................................................................5
2.1.2 Nose Landing Gear Architecture ................................................................................................7
2.1.3 Wheel and Brakes Architecture ..................................................................................................8
3 Components and Location of the Landing Gear System.........................................................................9
3.1 Nose Landing Gear Components ...................................................................................................9
3.1.1 Nose Landing Gear Shock Absorber ..........................................................................................9
3.1.2 Main Fitting ...............................................................................................................................13
3.1.3 Torque Links .............................................................................................................................14
3.1.4 Extension/Retraction Actuator ..................................................................................................15
3.1.5 Centring Assembly ...................................................................................................................17
3.1.6 Centre Lock Assembly ..............................................................................................................18
3.1.7 Nose Landing Gear Crash Device ............................................................................................19
3.2 Main Landing Gear Components..................................................................................................20
3.2.1 Main Fitting ...............................................................................................................................20
3.2.2 Trailing Arm ..............................................................................................................................21
3.2.3 Main Shock Absorber ...............................................................................................................22
3.2.4 Main Landing Gear Lever .........................................................................................................24
3.2.5 Extension/Retraction Actuator ..................................................................................................25
3.2.6 Weight On Wheels Proximity Switches ....................................................................................27
3.3 Landing Gear Control Panel .........................................................................................................28
3.3.1 Landing Gear Control Panel .....................................................................................................28
3.4 Landing Gear Control Valve .........................................................................................................30
3.4.1 Landing Gear Control Valve .....................................................................................................30
3.5 Wheels ..........................................................................................................................................32
3.5.1 Nose Landing Gear Wheels .....................................................................................................32
3.5.2 Main Landing Gear Wheels ......................................................................................................33
3.6 Brakes...........................................................................................................................................34
3.6.1 Parking Brake Lever .................................................................................................................34
3.6.2 Parking Brake Master Cylinders and Pedals ............................................................................35
3.6.3 Brake Assembly ........................................................................................................................36
3.6.4 Wheel Brake Parking Emergency Module ................................................................................37
4 Landing Gear System Controls and Indicators ......................................................................................39
4.1 Landing Gear Control ...................................................................................................................39
4.1.1 Landing Gear Control Panel .....................................................................................................39
4.2 Landing Gear Indication ...............................................................................................................41
4.2.1 Landing Gear Indication ...........................................................................................................41
4.2.2 CAS Cautions ...........................................................................................................................43
4.2.3 Parking Brake Pressure Indicator .............................................................................................44
4.2.4 Landing Gears Sensors ............................................................................................................45
5 Operation of the Landing Gear System .................................................................................................47
5.1 Operation Introduction ..................................................................................................................47
5.1.1 Operation Introduction ..............................................................................................................47
5.2 Normal Retraction .........................................................................................................................48
5.2.1 Nose Landing Gear/Main Landing Gear Retraction .................................................................48
5.3 Normal Extension .........................................................................................................................49
5.3.1 Nose Landing Gear/Main Landing Gear Extending..................................................................49

AW189-AF001-SN-I-32
32 - Landing Gear
5.4 Emergency Operation .................................................................................................................. 50

5.4.1 Loss of Hydraulic Power Circuit 2 ............................................................................................ 50
5.5 Nose Gear Steering Locking Operation ....................................................................................... 51
5.5.1 Locking/Unlocking .................................................................................................................... 51
5.6 Wheels and Brakes Operation ..................................................................................................... 53
5.6.1 Normal Braking ........................................................................................................................ 53
5.6.2 Parking Brake Operations ........................................................................................................ 54
5.6.3 Emergency Braking.................................................................................................................. 55
5.6.4 Emergency Braking.................................................................................................................. 56

AW189-AF001-SN-I-32
32 - Landing Gear
Landing Gear System Lesson

1 Purpose of the Landing Gear System
1.1 Purpose
1.1.1 Purpose of the Landing Gear
The landing gear system is a nose wheel tricycle design, comprising two main landing gear
subsystems and one nose landing gear subsystem.
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32 - Landing Gear
1.1.2 Landing Gear System
Main and nose landing gears are retractable and are held in the retracted position using the
hydraulics only.
The landing gear and brake systems are used to:
 Support the aircraft on the ground at the correct ground clearance
 Give shock absorption and rebound control during landing, taxiing and manoeuvres on the
ground
 Decelerate and stop the aircraft after landing and during taxiing
 Allow the aircraft to be parked.
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1.1.3 Nose Landing Gear Steering
The nose landing gear is free swivelling without an active steering motor. It is self-centring after
take-off and used for towing and taxiing the aircraft using tail rotor thrust.
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1.1.4 Brake and Parking System
The wheel brake system provides progressive, differential, dynamic braking of the main wheels
and parking brake function.
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2 Architecture of the Landing Gear System

2.1 Landing Gear System Architecture
2.1.1 Main Landing Gear Architecture
The main landing gear system consists of the following main components:
 One Landing Gear Control Panel (LGCP) controls the landing gears up and down in normal
and emergency mode
 One Landing Gear Control Valve (LGCV) to supply hydraulic fluid to the landing gears
actuators, in normal condition provided by the Hyd SYS 2
 One emergency valve, in the same assembly, used to supply the hydraulic fluid to extend
the landing actuators in emergency condition, in this case supplied by the Hyd SYS 1
 Two main landing gear actuators used to extend and retract the main landing gear
assembly
 Two shock absorbers to dump the landing and taxiing operations
 Navigation system (radio altimeter) for the Crew Alerting System (CAS) message
generation
 Two Aircraft and Mission Management Computers (AMMC) 1/2 for system monitoring and
troubleshooting
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 Brake system.
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2.1.2 Nose Landing Gear Architecture
The nose landing gear architecture consists of:
 LGCP to control the nose landing gear up and down in normal and emergency mode
 LGCV - two majors components in the same assembly:
o One normal section to supply the hydraulic fluid to the landing gear actuator in normal
condition from the Hyd SYS 2
o Emergency valve to supply hydraulic fluid to extend the nose landing actuator in
emergency condition, in this case supplied by the HYD SYS 1
 Nose landing gear actuator used to extend and retract nose landing gear assembly
 Shock absorber to dump the aircraft during landing and taxiing operation
 Radio altimeter for CAS generation message
 AMMC for Weight On Wheel (WOW) interface
 Locking device for steering operations.
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2.1.3 Wheel and Brakes Architecture
The landing gear is equipped with one wheel for the main left-hand and right-hand landing gear
and two wheels for the nose landing gear. The brake system is operated for progressive,
differential, dynamic braking and a parking brake function.
It is composed mainly of these components:
 One parking brake lever in order to set the parking brake
 Four parking brake master cylinder connected to the pilot and co-pilot brake pedals used to
operated left-hand or right-hand brake on main landing gear
 Wheel/Brake Parking Emergency Module (W/BPEM) used to set parking brake, reducing
pilot workload
 Two brakes assembly at the right-hand and left-hand main landing gear in order to stop and
park the aircraft.
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3 Components and Location of the Landing Gear System

3.1 Nose Landing Gear Components
3.1.1 Nose Landing Gear Shock Absorber
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The nose landing gear shock absorber is integrated in the shock strut. The shock absorber is a
double stage type with a low and a high pressure chamber.
The first stage chamber (low pressure chamber) is located in the ring area between the inner
tube outer diameter and the outer housing inner diameter. On the first stage, the design
comprises no separator piston, therefore oil and nitrogen are separated by gravity effects only.
The second stage (high pressure chamber) is located in the internal area of the shock absorber,
within the inner diameter of the inner tube. This inner tube separates the nitrogen from the first
and the second stage whereas a floating piston separates the oil and the nitrogen within the
second stage.
Compression
During shock absorber compression, the oil flow passes through a fixed orifice and if the sinking
speed is more than 5.5 m/s through a variable orifice as well. Therefore the pressure in the first
stage rises, until the pressure of the second stage is achieved. Starting from this point, the
pressure in both stages raises simultaneously to the same maximum pressure.
Extension
During the extension, the oil flow passes the recoil damping device. The recoil damping consists
of a ring which closes a fixed orifice and restricts the oil flow.
The landing valve (damping orifice) consists of a damping valve with constant orifices and a
crash valve with a moveable sleeve valve (variable orifice), which opens at a sinking speed of
more than 5.5 m/s. During normal landings, the constant orifices provide oil damping, while the
variable orifices and a destructible crash tube provides additional damping during landings with
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a sinking speed more than 5.5 m/s. During the static loads only the chamber of the first stage is
compressed, the separator piston will remain resting at the lowest end stop position.
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3.1.2 Main Fitting
The nose landing gear is attached to the aircraft via the pintle pins.
It has a retraction actuator, which also serves as the drag brace comprising an internal
mechanical locking device.
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3.1.3 Torque Links
The two identical torque links are made of aluminium. They are linked together and connect the
wheel axle with the rotating collar to the wheels. This mechanical device allows the rotation
movement between the wheels and shock absorber cylinder during towing/taxiing operations.
The two torque links of the landing gear are connected in such a way that they function as a
scissor link. Through this arrangement, when the collar of the cuff assembly is locked via the pin
of the locking assembly, the sliding tube cannot turn around its vertical axis. In this way the nose
wheels are locked in a forward directional alignment.
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3.1.4 Extension/Retraction Actuator
The retraction actuator is a hydraulically operated line replaceable unit of the extension and
retraction subsystem. It retracts and extends the nose landing gear. The tailstock side of the
retraction actuator is attached to the aircraft structure and the eye-end side to the main housing
of the nose landing gear. Normal operation is performed through the No. 2 hydraulic system,
whilst the emergency extension is provided by the No. 1 hydraulic system via a shuttle valve
incorporated in the retractor actuator housing. The actuator features an internal locking device
which automatically locks the actuator at the end of the extension cycle. Unlocking is ensured
by hydraulic force. Since the nose landing gear has no dedicated uplock device, the retraction
pressure of the retraction actuator will remain applied with the landing gear retracted in flight.
The nose landing gear is extended when the nose landing gear retraction actuator is extended.
It is a two-position cylinder type hydraulic actuator used to extend and retract the nose landing
gear. The actuator incorporates a mechanical locking device.When extended the locking
mechanism incorporates a proximity switch monitoring the positive locking application to the
LGCP in the cockpit. The design comprises a finger lock which engages once the actuator
reaches its extended position. Loads are transferred in this condition from the sliding tube rod to
the cylinder.
Unlocking is accomplished by means of hydraulic pressure applied against the retainer lock. In
the fully retracted position the compression loads are transferred by the ram rod through the
bushing, and piston to the cylinder. In the fully extended position the tensile loads are
transferred from the ramrod end through the piston, the bushing, washer, the gland and the ring
nut to the cylinder.
The aircraft interfaces with the hinge fitting by means of a single lug eye located on the cylinder
body.
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The nose landing gear retraction actuator ramrod interfaces with the actuated subsystem hinge
fitting by means of a single lug located on the rod end.
Self-lubricating Airflon spherical bearings are installed on rod end and cylinder ends. The nose
landing gear retraction actuator contains an internal locking mechanism to lock the actuator in
the extended position. When the nose landing gear is retracting an end damper decelerates the
piston in the cylinder via a flow control valve from that moment when the outlet port is covered
by the piston.
The nose landing gear retraction actuator locking device is secured by internally generated
forces through a titanium spring and is released when hydraulic pressure is applied to the
retraction port of the actuator. The locking mechanism is based on the principle of a collet with
flexible fingers concept. With the actuator extended and locked, the finger collet fixed in the
cylinder engages into a dedicated groove machined onto the bushing through the several teeth
machined on the fingers.
Shuttle Valve
The shuttle valve is integratted in the actuator housing and is a "non-interflow” type, which
means the normal port closes before the emergency port opens. At no time arel all three ports
open simultaneously. The shuttle valve is designed to isolate the normal from the emergency
hydraulic system during normal operation. In case the landing gear cannot be extended in
normal mode, the emergency pressure is applied, the poppet moves to one end position closing
the extension port.
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3.1.5 Centring Assembly
The centring assembly consists of two shaped cams, one lower and one upper.
The upper cam is attached to the top of the shock absorber sliding tube by a circular ring and
two pins inserted at opposite sides of the cam, therefore preventing any circular movement.
The lower cam is attached to the shock absorber inner tube with six pins inserted
circumferential.
The sliding tube turns in order to allow manoeuvres of the nose wheels on the ground. During
take-off, the sliding tube extends forcing the lower cam to rise and the centring mechanism
automatically aligns the nose wheel in a fore/aft direction. The allowable angle of nose landing
gear steering automatic alignment and therefore a safe retraction is ±80°. The sliding tube
extend causes the lower cam to contact with the fixed upper cam.
Due to the specific shape of the cam, they became locked and align the nose wheel in a fore/aft
position. During take-off, if the nose wheels steering is outside the ±80°, the centring cams are
not able to centre the nose wheels.
To rectify this kind of failure the pilot has to land and taxi the aircraft in a forward direction so
that the nose landing gear will turn and align in a centred position within the 80° of the cams'
castor angle.
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3.1.6 Centre Lock Assembly
The locking assembly system is an electromechanical locking actuator locking the nose wheels
in 0° position when the aircraft is taxiing on ground with a high speed or when the aircraft is
parked. The locking assembly actuator is installed on a collar above the cuff assembly at the
lower end of the main fitting and is attached with two screws.
When it is necessary to lock the nose wheels, the cockpit crew operates the NOSE WHEEL
LOCK/UNLK push button on the LGCP. This action energises the locking assembly motor
operating a spring-loaded pin in the linear direction. This pin is pushed into a hole of the
steering collar (only if the collar is in a centred 0° position) to lock the nose landing gear in a
forward direction.
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3.1.7 Nose Landing Gear Crash Device
In case of the aircraft sinking speed being more than 5.5 m/s, which has to be classified as
failure case and therefore the landing gear can get damaged, the resulting loads will be
additionally absorbed by a cylindrical crash tube, which is made of composite materials. The
crash tube stroke is 80 mm. In case of a crash landing (sinking speed more than 10 m/s) the
resulting loads will be mainly absorbed by the crash tube. In this case the crash tube will be
destroyed completely.
In case of a sinking speed of more than 5.5 m/s the nitrogen and oil pressure in the shock
absorber increases until the pressure shears the shear plate and allows the sliding tube outer
housing to move upwards relative to the main fitting of the nose landing gear. A collar at the
lower end of the cylinder transmits the load to the crash tube. The crash tube destructs/bursts
and absorbs the last part of the crash energy. This crash concept prevents the nose landing
gear intruding upwards into the pilot cabin by shortening the nose landing gear length. The
hydraulic oil will still be captured by the main fitting.
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3.2 Main Landing Gear Components

3.2.1 Main Fitting
The main landing gear is attached to STA5700 frame :
 Extension/retraction actuator and shock absorber at the upper side to titanium bracket that
is fixed to aircraft.
Main strut is attached with a pintle pin to the lower part at lugs frame.
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3.2.2 Trailing Arm
The trailing arm is a steel beam that connects the wheel and the shock absorber, and allows the
pivoting of the landing gear during the landing and extension/retraction operation. On the lower
end is fitted the steel axle which includes the flange used for the installation of the wheel brake
assembly.
On the inner side of the flange a jacking adapter can be installed, used to individually lift the
landing gear.
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3.2.3 Main Shock Absorber
The shock absorber of the main landing gear is a separate line replaceable unit, not integrated
into the main landing gear strut as on the nose landing gear design, installed with the sliding
tube end on the trailing arm and with the housing end to the lever.
The shock absorber is a double staged type with a low and a high pressure chamber.
Low Pressure Chamber

The first stage chamber (low pressure chamber) is located inside the sliding tube, containing oil,
between the outside surface of the inner tube and the main fitting. it contains oil and nitrogen
which is only separated by gravity.
High Pressure Chamber

The second stage (high pressure chamber) is the area inside the inner tube. The second
chamber is filled with nitrogen only and contains a floating piston. In normal condition, only the
first stage chamber is compressed and the floating piston stays at the bottom against its stop
position.
Damping Valve
The damping valve has constant orifices and a crash valve with a moveable sleeve valve
(variable orifice), which opens dependent on the differential pressure on both sides of the
orifice.
During shock absorber compression, the oil flow passes through a fixed orifice in the damping
valve. The pressure in the first chamber rises and assures the damping of the aircraft. At a
sinking speed of more than 5.5 m/s oil flow passes additionally through a variable orifice in the
damping valve. Thereby the pressure in the first stage rises, until the pressure of the second
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stage is achieved. Starting from this point, the pressure in both stages raises simultaneously to
the same max pressure.
During extension, the oil flow passes the recoil damping device. The recoil damping consists of
a ring which closes a fixed orifice and restricts the oil flow.
The fixed orifice together with the recoil damping device provides controlled shock absorber
rebound damping as well as ground resonance damping control.
When static loads are transferred, only the first stage chamber is compressed, the separator
piston will remain resting at the lowest end stop position.
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3.2.4 Main Landing Gear Lever
The lever is the component which links the shock absorber to the aircraft structure.
The lever is also attached to the retraction actuator. The extension/retraction of the main landing
gear is obtained by pulling/pushing this lever.
The left-hand and right-hand levers are the same.
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3.2.5 Extension/Retraction Actuator
Main Landing Gear Retraction Actuator (Right-hand and Left-hand)

The retraction actuator is a hydraulically operated line replaceable unit of the extension and
retraction subsystem. It retracts and extends the main landing gear. The tailstock side of the
retraction actuator is attached to the aircraft structure and the eye-end side to a lever that
actuates the main landing gear.
The normal operation is performed through the No. 2 hydraulic system, whilst the emergency
extension is provided by the No. 1 hydraulic system via a shuttle valve incorporated in the
retraction actuator housing.
The retraction actuator comprises an internal locking device which automatically locks the
actuator at the end of the extension cycle. Unlocking is ensured by the hydraulic force. Since
the main landing gear has no specific uplock device, the retraction pressure at the retraction
actuator will remain applied with the landing gear retracted in flight.
Main Landing Gear Retraction Actuator Assembly

The main landing gear is extended when the main landing gear retraction actuator is retracted.
The main landing gear retraction actuator is a two-position cylinder type hydraulic actuator used
to extend and retract the main landing gear. The actuator incorporates a mechanical locking
device.
The locking mechanism incorporates a proximity switch monitoring the positive locking
application to the LGCP in the cockpit.
In the fully extended position the tensile loads are transferred by the ram rod through the gland
to the cylinder.
The aircraft interfaces with the main landing gear through a hinge fitting by means of a single
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lug, eye-end, located on the cylinder body.
The main landing gear retraction actuator ramrod interfaces with the actuated subsystem hinge
fitting by means of a spherical bearing.
The self-lubricating Airflon spherical bearings are installed on ramrod and cylinder ends. In the
fully retracted locked position the compression loads have the following path: ram rod, shaft,
finger collet, washer and cylinder.
In order to lock the actuator in the retracted position the main landing gear retraction actuator
locking device is secured by internally generated forces through a titanium spring and is
released when hydraulic pressure is applied to the extension port of the actuator. The locking
mechanism is based on the principle of a collet with flexible fingers concept.
With main landing gear retraction actuator retracted and locked, the fingers collet fixed in the
cylinder engages into a dedicated groove machined on the shaft through the several teeth
machined (12 in quantity).
Locked Condition
In the locked condition the floating piston is kept against the collet to block it by the spring. The
floating piston is placed over the finger collet teeth and makes them unable to snap out from the
shaft retaining groove.
The compressive loads on the ram rod are transferred to the barrel directly through the collet
fingers.
Unlocking Phase
When the hydraulic pressure is applied to the extension port, the floating piston moves against
the retainer lock pushing spring.
The hydraulic pressure acting on the floating piston creates a compressive load on the ram rod
pushing out of the shaft the retaining groove from the collet fingers and makes ram rod free to
extend.
Locking Phase
Approaching the retracted position the collet fingers are mechanically forced to bend by the
shaft shoulder through a dedicated lifting chamfer. The fingers move over the shaft ready to fall
in the locking groove and at the same time the floating piston gets in touch with the finger edges
forced against it by the spring load. As soon as the retraction actuator reaches the fully retracted
position, the collet fingers are forced to fall into the retaining groove and the floating piston is
pushed by the spring load to move over and to positively lock the main landing gear retraction
actuator.
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3.2.6 Weight On Wheels Proximity Switches
WOW proximity switches are included in main landing gear shock absorbers.
The proximity switch detects the ferromagnetic materials based on an inductance measurement
principle. The switch detects a metallic target that slides by the sensor head. The switch is
embedded in a metallic housing.
The status indication of the WOW sensors is also used to manage other systems (for example
they energise the safety pin on the mechanical control panel in order to prevent any inadvertent
gear retraction).
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3.3 Landing Gear Control Panel

3.3.1 Landing Gear Control Panel
Landing Gear Control Panel

The LGCP is an electromechanical assembly, located beside the interseat console inside the
cockpit. It is manually operated by the pilot or the co-pilot in order to control the landing gear
system. No software is used within LGCP.
All three electrical circuits of the LGCP for landing gear operations are connected to the aircraft
28 V supply. All three circuits (main bus 2 from REPU 2 and a double supply from emergency
supply/power from Emer BUS 1), providing also the electrical power for landing gear status
indication integrated in the front plate of the LGCP.
An electromechanical controller provides the landing gear extension and retraction functionality,
with indication/warning lamps for landing gear position status.
A storage device provides the last signal of WOW/ weight off wheelsfor 90 seconds in case of
loss of the electrical power (EMERG BUS 1, 28 Vdc). Power consolidation (in case of Supply 1
or 2 failure).
The LGCP comprises the following components:
 A mechanical control lever assumes two different positions (UP and DOWN) actuating the
LGCV in order to control the landing gear operations. The lever comprises a locking
function in landing gear lever down position (safety pin energised via solenoid valve) in
order to prevent an inadvertent gear retraction on ground. The solenoid is triggered via the
proximity switches (weight off wheels) of the main landing gear legs.
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 An electrical EMERGENCY DOWN switch controls the emergency selection of LGCV for
emergency extension. The switch is protected with a safeguard in order to prevent
inadvertent actuation.
 A park brake handle traps and maintains the brake pressure applied via brake pedal and
hold by the W/BPEV. The park brake handle is a separate LRU located in the LGCP front
plate fixed via two attachment holes and corresponding screws.
 A push button with an integrated indication lamp (LOCK, UNLK) controls the nose wheel
centre lock mechanism. The indication lamp shows the status of the locking assembly.
 Three indication lamps for nose and main landing gear right-hand and left-hand show the
operation status of the landing gear when the landing gear is extended.
 The landing gear stays in the up position when the LGCL is selected in UP position as long
as no failure (electrical and hydraulically) occurs which prevents the retraction actuators
being pressurised.
Note: In case the pilot activates the nose wheel locking assembly push button in flight there will
be no unlocking or locking action on the nose landing gear, the push button is inactive because
of the weight off wheels condition.
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3.4 Landing Gear Control Valve

3.4.1 Landing Gear Control Valve
The LGCV is an electromechanical valve with two primary assemblies:
 The normal operation manifold (normal valve)
 The emergency operation manifold (emergency valve inside the manifold).
The LGCV controls the supply of the hydraulic fluid to the landing gear actuators, extending or
retracting the landing gear in normal, and emergency mode. It operates electrically, with signals
coming from the control panel and supplies hydraulic power for the operation of the landing
gears.
The normal manifold is connected to the No. 2 hydraulic system. Its housing is made of
aluminium alloy and contains an electric connector and four hydraulic unions. The normal
manifold is made of one spool valve. The valve controls the hydraulic supply to and from the
landing gear. The spool is solenoid operated. The valve is a three-position, four-way valve with
a two-position spool and sleeve unit. The spool valve is specified for the “UP” and “DOWN”
selection mode. When a normal landing gear selection is selected at the control panel, the
related solenoid is energised and operates the spool valve. The spool supplies the related
landing gear up or down circuit with hydraulic power. When the solenoid is de-energised,
balance springs in the spool valve hold the valve in a neutral position to isolate the flow.
The emergency manifold is connected to the No. 1 hydraulic system. It is installed in aluminum
alloy housing which contains two electric connector and three hydraulic unions. The manifold
has a solenoid operated, two-position, eight-way spool and sleeve valve. The emergency
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manifold housing is fixed together to the normal manifold housing. The two manifolds are
mounted together to compose one LGCV assembly. The solenoid of the emergency valve is
energised through electric power, if an emergency extension of the landing gear is selected at
the LGCP. This operates the spool valve to supply hydraulic power to the landing gear to extend
via EMER down line.
The emergency spool selected position is locked and indicated through a pressure switch
located in the emergency down supply line. Visual indication of the emergency spool position is
with a reset button which pops out by approximately 7 mm out of the normal valve body. The
spool is retained in activated position via a circular spring lock integrated to the spool. Reset of
the spool is necessary manually via the pop-out indicator button only prior to further LGCV
operations.
Two electrical output signals provided by the pressure switch are:
 One signal directly to AMMC 1 and 2 for L/G EMERGENCY STATUS (see dwg:
4F3230W00202)
 Signal for emergency switch indication to the LGCP.
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3.5 Wheels
3.5.1 Nose Landing Gear Wheels
The nose landing gear wheel assembly is a dual web design with a 6-inch bead seat diameter
to accept a 14.5 x 5.5 tubeless tyre. The major components of the assembly are two wheel half-
hubs. The two half-hubs are bolted together with six 3/8-24 UNJF tie bolts, washers and nuts.
Fitted on the outboard half-hub are an inflation valve and a safety plug. The wheel is fitted with
two dissimilar tapered roller bearings which are sealed with grease dams and grease retainers.
The nose wheel is fixed on the wheel axle via a one central nut screwed to the end of the wheel
axle. The fixation nut is secured by a cross bolt through the fixation nut/wheel axle.
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3.5.2 Main Landing Gear Wheels
The main landing gear wheel assembly is a dual web wheel design. When fitted together, these
two half-hubs make an A-frame wheel which provides optimum strength to weight ratio. A torque
requirement for the tie bolts is permanently marked on the wheel half-hubs. The wheel is
designed in order that an outrigger brake can be fitted and therefore the inboard half-hub is
manufactured with drive tangs. This allows the brake performance to be maximised for a fluid
pressure and displacement critical hydraulic system.The wheel engages the brake through six
drive tang slots.
The main wheel assembly is equipped with identical two tapered roller bearing assemblies.
The outboard wheel half-hub is fitted with an inflation valve and a safety plug. These are fitted
180° apart to preserve wheel static balance. The safety plug contains a burst disc which is
designed to rupture at a predetermined pressure in order to ensure the tyre pressure does not
reach a level where the structural integrity can be compromised. The safety plug also expels a
greater amount of air than the inflation valve will allow into the tyre.
The wheel inboard half-hub is fitted with three fusible plugs and two balance weights. The
fusible plugs are incorporated to protect the main wheel and prevent tyre blow-outs should
extreme braking generate too much heat. The two balance weights are installed on the face of
the drive tang to ensure correct fitment of the wheel onto the brake.
The main wheel is fixed on the wheel axle via a one central nut screwed to the end of the wheel
axle. The fixation nut is secured by a cross bolt through the fixation nut/wheel axle.
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3.6 Brakes
3.6.1 Parking Brake Lever
The Wheel Brake Control Lever (W/BCL)) is installed in the interseat console. It is composed by
a manual control handle with cable, straight push-pull type, used to actuate the W/BPEV.
It is intended to be utilised by the pilot for parking and emergency operation of the W/BS.
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3.6.2 Parking Brake Master Cylinders and Pedals
The master cylinders are located underneath and directly connected to the yaw pedals. As soon
as the pedals are pushed, this action generates the required pressure to the brake assembly
proportional to the force applied to the pedals. The pilot hydraulic master cylinders are supplied
through the co-pilot ones. Each side is connected in series and provides hydraulic pressure to
brake the associated main wheel.
A poppet valve is installed in each master cylinder. This poppet valve gives the priority to the
stronger pedal operated (pilot or co-pilot).
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3.6.3 Brake Assembly
The main landing gear brake assembly consists of an aluminium housing containing five pistons
which operate through an independent hydraulic circuit, pressure and reaction plates, two rotors
and one double stator assembly discs and two wear indicators.
Two hydraulic fittings are located on the housing, one for hydraulic pressure supply, the other
for hydraulic bleeding.
The dynamic brake function is achieved through the pedal levers installed on the yaw pedals,
each operating hydraulic the master cylinder located underneath which generates the required
pressure to the brake assembly using the hydraulic fluid.The result is the aircraft deceleration
via the generation of a torque between the rotors and stators by rubbing together during the
brake actuation.The pilot hydraulic master cylinders are supplied through the co-pilot ones.
The static braking is achieved through a parking brake handle located in the LGCP which is
used to trap the pressure provided by the brake pedals by operating, through a push-pull cable,
a parking brake valve such to keep the brake assembly engaged. Two wear indicator pins are
secured to the pressure plate and protrudes through a bracket attached to the cylinder block. It
provides a visual indication of heat pack wear and therefore the amount of life remaining in the
heat pack.
When the brake is pressurised, the length of the indicator pin protruding indicates the
approximate wear remaining in the heat pack. When the pin is flush with the bracket, the heat
pack is fully worn.
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3.6.4 Wheel Brake Parking Emergency Module
The W/BPEM is an integrated module used to provide hydraulic power for parking and
progressive/emergency brake operation of the wheel brake system. This module is located in
the nose landing gear bay at the right-hand side. During normal braking operations its function
is to connect hydraulically the wheel brake master cylinder to the wheel brake.
The W/BPEM is operated trough the brake control lever, by the pilot action, which is
mechanically connected to the W/BPEM and used for the parking and emergency functions.
The W/BPEM is composed of:
 Wheel brake reservoir
 Wheel brake power group
 Wheel brake parking and emergency valve
 Wheel brake control lever
Wheel Brake Reservoir

A pressurised reservoir with a bleeding and pressure relief valve is used to supply the fluid to
the gear pump (that is part of the wheel brake power group) as well as compensating the fluid
level variation of the circuit.
The reservoir is also composed of a visual indicator for oil level checks.
Wheel Brake Power Group
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This part of the module is used to provide hydraulic power for the parking and emergency
operation mode.
The power group is composed of:
 Gear hydraulic pump - driven by a DC electrical motor in order to generate the required
hydraulic pressure and to charge the accumulator
 Hydraulic accumulator - to store the fluid for temperature and leakage compensation during
the parking and supply hydraulic power to the wheel brakes in emergency/parking mode. It
is a gas loaded, precharged design. The recharge of the accumulator is automatically
managed by the power group pressure switch and microswitch (part of W/BPEV)
 Pressure line filter - downstream of the gear pump and is used to trap the contamination in
order to save the components life
 Pressure relief valve - to limit the circuit pressure incase of a pump over-running or
increasing the temperature of the hydraulic due to the ambient temperature variation
 Parking pressure switch - to start/stop the gear pump in order to restore the accumulator
charge pressure when the parking is selected
 Pump pressure switch - has a double function:
o Start/stop the motor drive gear to keep the hydraulic accumulator charged
o Detect a "low pressure" condition in the hydraulic accumulator
 Pressure gauge port - for pressure value monitoring in the emergency/parking circuit
 Check valve - in order to avoid a pump back rotation due to reverse flow.
Wheel Brake Parking/Emergency Valve (W/BPEV)

It is used to control both left and right wheel brake lines. During the normal operation mode, its
function is to connect the hydraulic pressure via wheel and brake master cylinders directly and
proportional to the left-hand and right-hand brakes.
During the emergency condition, this device provides directly the hydraulic pressure coming
from the accumulator to the wheel brake and locks this pressure during parking
The operation of the W/BPEV is done by the pilot through a control lever connected to the valve
input lever.
It has also a function as a metering valve, this means that the valve is able to provide an
emergency modulated braking action proportional to the control lever stroke.
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4 Landing Gear System Controls and Indicators

4.1 Landing Gear Control
4.1.1 Landing Gear Control Panel
The LGCP is an electromechanical assembly, located in the cockpit, manually operated by the
pilot or the co-pilot in order to control the landing gear system. No software is used within the
LGCP.
All three electrical circuits of the LGCP for landing gear operations are connected to the aircraft
28 V supply (al electrical supplies: main bus 2 and emergency supply/power), providing also
electrical power for landing gear status indication integrated in the front plate of the LGCP.
The LGCP comprise the following components:
 Mechanical control lever which can assume two different positions (UP and DOWN) in
order to actuate the LGCV controlling the landing gear operations. The lever comprises a
locking function in landing gear lever down position (safety pin energised via solenoid
valve) in order to prevent any inadvertent gear retraction on ground. The solenoid is
triggered via the proximity switches (weight off wheels) of the main landing gear legs
 Electrical EMER DOWN switch - protected with a safeguard in order to prevent any
undesired actuation
 Park brake handle traps and maintains the brake pressure applied via brake pedal and hold
by the W/BPV. The park brake handle is a separate LRU located in the LGCP front plate
fixed via two attachment holes and corresponding screws
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 A push button with an integrated indication lamp (LOCK, UNLK) controls the nose wheel
centre lock mechanism
 Three indication lamps for nose and main landing gears right-hand and left-hand show the
operation status of the landing gears when they are extended:
o An electromechanical controller providing the landing gear extension and retraction

functionality, with indication/warning lamps for landing gear position status
o A storage device provides the last signal of WOW/weight off wheels for 90 seconds in
case the electrical power (supply 1 and 2, 28 Vdc) is lost
o Power consolidation (in case of electrical supply failure).
Note: In case the pilot activates the nose wheel locking assembly push button in flight, there will
be no unlocking or locking of the nose landing gear, because the push button is inactive during
weight off wheels condition.
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4.2 Landing Gear Indication

4.2.1 Landing Gear Indication
Landing gear indications are found on the LGCP and are explained below:
 Position lights are made up of three indication lamps showing the operation status of the
LG:
o LG retracted =► indication lamps OFF
o LG in transit =► indication lamps ON AMBER
o LG extended =► indication lamps ON GREEN.
 The nose landing gear centre push button with an integrated indication lamp
(LOCK/UNLOCK) controls the nose wheel centre lock mechanism. The indication lamp
shows the following status of the locking assembly:
o AMBER UNLCK indication is displayed with the UNLOCKED position
o AMBER UNLCK indication is blinking with the ARMED position
o Green LOCK indication is displayed with the LOCKED position.
 Note: No visible indications are present on LGCP when the landing gear is fully retracted.
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 An electrical EMER DOWN push button controls the emergency selection of the LGCV for
emergency extension that is shows on LGCP as:
o AMBER ON indication displayed with emergency mode
o No visible indications displayed in the normal mode.
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4.2.2 CAS Cautions
Low pressure on the landing gear system of circuit 1

EMER L/G/PRESS
Low pressure on the landing gear system of circuit 2

HYD UTIL PRESS
Emergency extension of the landing gear activated

L/G EMER DOWN
Nose wheel centre lock mechanism free to move

NOSE WHL UNLK
Landing gear retracted aircraft below 300 ft and below 60 kt

LANDING GEAR and landing gear not extended
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4.2.3 Parking Brake Pressure Indicator
A microswitch is incorporated in the W/BPEV assembly. This is used to provide a signal to the
cockpit.
When the parking mode has been selected,the microswitch is used to display a PARK BRAKE
ON signal to the cockpit.
The microswitch is also used to start the motor gear pump when the parking function has been
selected, in order to restore the accumulator full charge pressure.
Another pressure switch located in the W/BPEM also generates, through the Aircraft Mission
and Management Computer (AMMC) 1 and AMMC 2 confirmation PARK BRK
PRESS whenever park brake is set but pressure is not satisfactory.
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4.2.4 Landing Gears Sensors
The function of the position and warning system is:
 Indication of the left and right main landing positions (up, down and locked, WOW/weight
off wheels)
 Indication of the nose landing gear positions (up,down and locked)
 Indication of the nose landing gear positions centring (locked,armed,unlocked).
The position and warning system consists of nine proximity switches:
 Main landing gear left-hand down and locked (main landing gear retraction actuator
retracted and locked)
 Main landing gear right-hand down and locked (main landing gear retraction actuator
retracted and locked)
 Nose landing gear down and locked (nose landing gear retraction actuator extended and
locked)
 Main landing gear right-hand WOW/weight off wheels
 Main landing gear left-hand WOW/weight off wheels
 Nose landing gear centred (switch integrated into the locking assembly)
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 Main landing gear right-hand up (switch fixed on the structure)
 Main landing gear left-hand up (switch fixed on the structure)
 Nose landing gear up (switch fixed on the structure).
The landing gear position status is indicated on the LGCP.
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5 Operation of the Landing Gear System

5.1 Operation Introduction
5.1.1 Operation Introduction
The AW189 has two hydraulic systems (No. 1 and No. 2). The landing gear system uses the
pressure coming from the No. 2 PCM system for normal extension and retraction. Hydraulic
pressure comes from the No. 2 system to the LGCV to a manifold which interfaces with the
actuators.
In the event of the No. 2 system failure, the No. 1 system supplies the pressure extending the
landing gear to the down position. The main landing gear is maintained in the UP position by the
hydraulic power and in the DOWN position by mechanical locks that are inside the actuators
(pressure is then removed).
In the event of total hydraulic failure, the landing gear will drop to an unlocked partially down
position under its own weight.
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5.2 Normal Retraction

5.2.1 Nose Landing Gear/Main Landing Gear Retraction
In this phase the No. 2 hydraulic system provides the pressure to:
 Extend the retraction actuator and move up the main landing gear legs (both right and left-
hand sides)
 Retract the nose gear retraction actuator and move up the nose gear into the nose bay.
The first two points have to be synchronised.
In flight with weight off wheels, nose landing gear centring locked signals and LGCL in up
position, the landing gear retraction actuators are supplied to retract the landing gear system
and pressurised to hold hydraulically the gears in retracted position.
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5.3 Normal Extension

5.3.1 Nose Landing Gear/Main Landing Gear Extending
In this phase the No. 2 hydraulic system provides the pressure to:
 Retract the retraction actuator and extend the main landing gear legs (both right and left-
hand sides)
 Extend the nose gear retraction actuator and move down the nose gear out of the nose
bay.
The first two points have to be synchronized.
In flight with weight off wheel signal and LGCL in down position the landing gear retraction
actuators are supplied in order to extend the landing gear system until they are locked through
the retraction actuators.
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5.4 Emergency Operation

5.4.1 Loss of Hydraulic Power Circuit 2
In case of indicated extension or locking failure of any one landing gear due to internal or
external failure, the system comprises an emergency extension feature.
When the pilot activates the EMER DOWN switch, integrated in the LGCP, the emergency valve
of the LGCV is powered and simultaneously the normal valve is unpowered. The emergency
valve opens allowing the No. 1 hydraulic system to pressurise the landing gear actuators and
consequently allowing the extension.
In addition, the emergency valve cuts off the lines of No. 2 hydraulic system, venting via return
No. 2 system and connects the LG DOWN and LG UP line with the return line of No. 1 system.
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5.5 Nose Gear Steering Locking Operation

5.5.1 Locking/Unlocking
The locking assembly locks and unlocks the cuff and sliding tube rotation. It has two operation
modes: electrical and manual.
When the system works in the electrical mode, the locking assembly pin is operated through the
electrical impulse from the operation of the locking assemby push button in the cockpit. When
the pin is in the armed position, it reaches its final locked position through the spring force as
soon as the nose wheel is centred. The locking assembly can also be manually locked or
unlocked on the ground through the 90° upward or downward movement of a locking assembly
lever, installed on the left side (in flight direction) of the locking assembly actuator.
The actual positions, locked, armed or unlocked, of the locking pin in the manual mode and in
the electrical mode are signalled by a lamp inside the NOSE WHEEL LOCK/UNLK push button
at the LGCP.
The nose landing gear locking assembly has an independent electrical power supply (28 Vdc)
and is electrically connected to the LGCP.
In order to prevent a human and an exterior fault, the flag marker is kept in position with a
locking pin.
The locking assembly has three positions:
 Unlocked (nose landing gear free to rotate)
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 Locked (the nose landing gear cannot rotate)
 Armed (intermediate position).
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5.6 Wheels and Brakes Operation

5.6.1 Normal Braking
The brake subsystem is hydraulically operated and controlled by the pilot or co-pilot.
The system uses toe-operated master cylinders (two each on pilot and co-pilot side) for each
main wheel with a fluid reservoir located on the Wheel Brake Parking Emergency Module
(W/BPEM).
Under normal operation, as the push rod is depressed, oil is displaced out of the master cylinder
through the “out” port. This displacement is directly related to the push rod travel, and results in
a directly proportional brake system pressure. The pilot “feels” the increasing pressure directly
through the force needed to actuate the master cylinder, as brake system pressure builds up.
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5.6.2 Parking Brake Operations
When parking, the parking valve module is operated by the parking brake handle in order to
hold the aircraft in the parked position once the handle is pulled and turned. Parking brake
functionality is normally provided by a brake parking/emergency valve that in emergency
condition delivers hydraulic pressure from the accumulator to the wheel brake during parking.
In the normal position, the hydraulic fluid is free to flow through the valve from the master
cylinder to the main landing gear brakes with no pressure drop.
The parking/emergency valve is also used as metering valve in order to provide an emergency
modulated braking action proportional to the control lever stroke.
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5.6.3 Emergency Braking
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5.6.4 Emergency Braking
This emergency mode is used when normal operating mode of the wheel/brake system is
prevented. In emergency mode, the braking effect can be increased or decreased progressively
as the stroke of the Wheel Brake Control Lever (W/BCL) increases or decreases.
After the emergency mode actuation, the operation in parking mode is still possible.
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Training Course
33 - Lights

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-33
33 - Lights
Table of Contents
Lights System Lesson ........................................................................................................................................1
1 Lights System Purpose and Architecture ................................................................................................1
1.1 Explain the Purpose of the Lights System ......................................................................................1
1.1.1 Purpose of the Aircraft Lights System ........................................................................................1
1.2 Describe the Architecture of the Lights System .............................................................................2
1.2.1 Integrated Components of the Lights System ............................................................................2
2 Lights System Controls and Indicators ....................................................................................................4
2.1 Lights System Controls and Indicators ...........................................................................................4
2.1.1 Controls and Indicators ...............................................................................................................4
2.1.2 Annunciator Lamp Test ..............................................................................................................6
2.1.3 Annunciator Lamp Test ..............................................................................................................7
2.1.4 Miscellaneous and Lights Control Panel ....................................................................................9
2.1.5 Miscellaneous and Lights Control Panel - NVG Variant ...........................................................10
2.1.6 Miscellaneous and Lights Control Panel - Non-NVG Variant ...................................................11
3 Internal Lights System Purpose, Architecture and Power Supplies ......................................................12
3.1 Explain the Purpose of the Internal Lights System.......................................................................13
3.1.1 Internal Lights System - Cockpit Overhead ..............................................................................13
3.1.2 Internal Lights System - Soft Liner Cabin .................................................................................14
3.1.3 Internal Lights System - Hard Liner Cabin ...............................................................................15
3.2 Describe the Architecture of the Internal Lights System ..............................................................16
3.2.1 Architecture of the Internal Lights System - Soft Liner .............................................................16
3.2.2 Architecture of the Internal Lights System - Hard Liner............................................................18
3.2.3 Cockpit Lights System Power Supplies ....................................................................................20
3.2.4 Cockpit Circuit Breakers ...........................................................................................................21
3.2.5 Cabin Lights System Power Supplies - Soft Liner ....................................................................22
3.2.6 Cabin Lights System Power Supplies - Hard Liner ..................................................................23
3.2.7 Cabin Electrical Schematic – Hard Liner ..................................................................................24
4 Internal Light Components ....................................................................................................................25
4.1 Cockpit Light Components ...........................................................................................................25
4.1.1 Dome Light ...............................................................................................................................25
4.1.2 Storm Light ...............................................................................................................................26
4.1.3 Utility Light ................................................................................................................................27
4.1.4 Outside Air Temperature Light .................................................................................................28
4.1.5 Cockpit Panel Lights .................................................................................................................29
4.1.6 Chart Holder Light.....................................................................................................................30
4.2 Cabin Light Components ..............................................................................................................31
4.2.1 Cabin Compartment Lights – Soft Liner Cabin .........................................................................31
4.2.2 Cabin Compartment Lights – Hard Liner Skylights ..................................................................32
4.2.3 Compartment Lights – Emergency Exit/Cabin Floodlights .......................................................34
4.2.4 Baggage Light Subsystem........................................................................................................35
4.2.5 Passenger Fasten Seat Belt Indicators ....................................................................................36
4.2.6 Passenger Reading Lights .......................................................................................................37
5 Internal Lights System Controls and Indicators .....................................................................................39
5.1 Internal Lights System Controls and Indicators ............................................................................39
5.1.1 ECDU Cockpit Lights Page ......................................................................................................39
5.1.2 ECDU Cabin Lights Page .........................................................................................................41
5.1.3 Cabin Lights Control Panel - Soft Liner ....................................................................................42
5.1.4 Cabin Lights Control Panel – Hard Liner ..................................................................................43
5.1.5 Backlight Dimmer Units ............................................................................................................44
6 Internal Light Operation .........................................................................................................................46
6.1 Cockpit Light Operation ................................................................................................................46
6.1.1 ECDU Cockpit Lights Operation ...............................................................................................46
6.1.2 ECDU Cockpit Lights Operation ...............................................................................................47
6.1.3 Utility Lights Control ..................................................................................................................48
6.1.4 Outside Air Temperature Light Control .....................................................................................49

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6.1.5 Cockpit Circuit Breakers - ECDU Control ................................................................................ 50

6.2 Cabin Light Operation .................................................................................................................. 51
6.2.1 ECDU Cabin Lights Operation ................................................................................................. 51
6.2.2 Cabin Light Control Panel - Soft Liner ..................................................................................... 52
6.2.3 Cabin Lights Control Panel - Hard Liner .................................................................................. 53
6.2.4 Passenger Reading Lights ....................................................................................................... 54
7 External Lights System Purpose, Architecture and Power Supples ..................................................... 55
7.1 Explain the Purpose of the External Lights System..................................................................... 56
7.1.1 External Lights System ............................................................................................................ 56
7.2 Describe the Architecture of the External Lights System ............................................................ 57
7.2.1 Architecture of the External Lights Systems ............................................................................ 57
7.2.2 External Lights System Power Supplies .................................................................................. 58
8 External Light Components................................................................................................................... 59
8.1 External Light Components ......................................................................................................... 59
8.1.1 Anti-collision Lights .................................................................................................................. 59
8.1.2 Position Lights.......................................................................................................................... 60
8.1.3 Steerable Landing Lights ......................................................................................................... 61
8.1.4 Steerable Landing Lights ......................................................................................................... 62
8.1.5 Strobe Lights ............................................................................................................................ 64
9 External Lights System Controls and Indicators ................................................................................... 65
9.1 External Lights System Controls and Indicators .......................................................................... 65
9.1.1 ECDU External Lights Page .................................................................................................... 65
9.1.2 Collective Grips ........................................................................................................................ 66
10 External Light Operation.................................................................................................................... 67
10.1 External Light Operation .............................................................................................................. 67
10.1.1 ECDU External Lights Operation....................................................................................... 67
10.1.2 Steerable Landing Light Operation ................................................................................... 69
10.1.3 Steerable Landing Light CAS Messages .......................................................................... 71
11 Emergency Lights System Purpose, Architecture and Power Supplies ........................................... 72
11.1 Explain the Purpose of the Emergency Lights System................................................................ 73
11.1.1 Emergency Lights System................................................................................................. 73
11.2 Describe the Architecture of the Emergency Lights System ....................................................... 74
11.2.1 Emergency Lights System Architecture ............................................................................ 74
11.2.2 Helicopter Emergency Egress Lighting System Architecture............................................ 75
11.2.3 Helicopter Emergency Egress Lighting System ................................................................ 75
11.2.4 Emergency Lights System Power Supplies ...................................................................... 77
12 Emergency Light Components .......................................................................................................... 78
12.1 Emergency Light Components .................................................................................................... 78
12.1.1 Internal Emergency Lights................................................................................................. 78
12.1.2 Emergency Exit Lights ....................................................................................................... 79
12.1.3 Location of the Emergency Power Supply Unit ................................................................. 80
12.1.4 Helicopter Emergency Egress Lighting System (HEELS) ................................................. 81
12.1.5 HEELS Components ......................................................................................................... 83
12.1.6 HEELS Component Table ................................................................................................. 84
13 Emergency Light Controls and Indicators ......................................................................................... 85
13.1 Emergency Lights System Controls and Indicators ..................................................................... 85
13.1.1 Emergency Lights System Controls and Indicators .......................................................... 85
13.1.2 HEELS Lighting Controls and Indicators ........................................................................... 86
14 Emergency Light Operation .............................................................................................................. 87
14.1 Emergency Light Operation ......................................................................................................... 87
14.1.1 Cockpit Emergency Light Operation ................................................................................. 87
14.1.2 Cabin Emergency Light Operation - Soft Liner ................................................................. 88
14.1.3 Cabin Emergency Light Operation - Hard Liner ................................................................ 89
14.1.4 External Emergency Light Operation ................................................................................ 90
14.1.5 Emergency Power Supply Unit Test ................................................................................. 91
14.1.6 HEELS Lighting Operation ................................................................................................ 93

AW189-AF001-SN-I-33
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Annexes
Annex A - HEEL Subsystem Schematic.......................................................................................................... A1
Annex B - HEEL Subsystem Components ...................................................................................................... B1
Annex C - HEEL Subsystem Side Door 2 Wiring Diagrams ........................................................................... C1
Annex D - Cockpit Electrical Schematic of Panel Backlighting and Dimming ................................................. D1
Annex E - Pedestal Left Hand Side (J197 Connector) .................................................................................... E1
Annex F - USB / CAN Adapter .........................................................................................................................F1
Annex G - EPSU Architecture ......................................................................................................................... G1
Annex H – Hard Liner Cabin Electrical Schematic (1) .................................................................................... H1
Annex I – Hard Liner Cabin Electrical Schematic (2) ........................................................................................ I1
Annex J – Hard Liner Cabin Electrical Schematic (3) ...................................................................................... J1
Annex K – Baggage Lighting Wiring Schematic (Hardliner Configuration) ..................................................... K1

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AW189-AF001-SN-I-33
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Lights System Lesson

1 Lights System Purpose and Architecture
1.1 Explain the Purpose of the Lights System
1.1.1 Purpose of the Aircraft Lights System
The purpose of the lights system is to illuminate the aircraft both internally (cockpit and cabin)
and externally to allow safe operational flying in all light conditions. The lights system is
therefore divided into the following sections:
 Internal lighting
 External lighting
 Emergency lighting.
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1.2 Describe the Architecture of the Lights System

1.2.1 Integrated Components of the Lights System
The lights system integrates with the following systems to provide a full lighting suite:
 Aircraft and Mission Management System (AMMS)
 Primary Flight Display (PFD)
 Electronic Display and Control Unit (ECDU)
 ECDU Input/Output Modules (IOM)
 Miscellaneous and lights control panel
 Hoist control panel
 Pilot and co-pilot collective grips
 Cabin lights control panel
 Aircraft electrical system
 Emergency light power supply.
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The rescue hoist system, including the light and control panels, will be taught in the equipment
and furnishing - emergency equipment system lesson.
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2 Lights System Controls and Indicators

2.1 Lights System Controls and Indicators
2.1.1 Controls and Indicators
There are six main controls for the aircraft lighting:
 ECDU - two are located in the interseat console. Three of the ECDU display pages control
the internal and external lighting. These are named CKPT LTS, EXT LTS and CAB LTS.
Two other display pages control the lighting circuit breakers, CB/LIGHTS 1/2 and
CB/LIGHTS 2/2.
 Miscellaneous and lights control panel - located in the interseat console controlling the
emergency lighting and required light mode.
 Pilot and co-pilot collective grips - allow control of the steerable landing lights.
 Cabin lights control panel - located in the cabin compartment on the left side in the soft liner
aircraft and on the right side in the hard liner aircraft allowing the cabin crew to control the
cabin lighting and mode.
 Chart holder lights - located in the cockpit, either side of the instrument control panel.
 Analogue dimmers - located on the cockpit forward bulkhead, forward of the pilot and co-
pilot pedals. They are used to adjust the cockpit and cabin backlighting.
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 Digital dimmers - located under the floor of the cabin behind the pilot and co-pilot seats.
Used to adjust the cockpit and cabin backlighting.
The differences between the hard and soft liners on the aircraft will be taught in the equipment
and furnishing - emergency equipment system lesson.
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2.1.2 Annunciator Lamp Test
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2.1.3 Annunciator Lamp Test
The annunciator test is undertaken using the ECDU. The test will only cause the annunciators
on the control panel to illuminate and not any other lamps or lights such as the master
warning/master caution lamps.
Some examples of the annunciators that will be effected by the test are:
 Fire detection and extinguisher panel
 Engine control panel
 Auxiliary Power Unit (APU) control panel
 Automatic Flight Control System (AFCS) control panels
 Landing gear control panel
 Intercommunications panel.
The FAIL annunciator on the ECDU will also be illuminated during the test.
The annunciator test for the control panels is as follows:
1. Select the MENU Function Select Key (FSK) on the ECDU to go to the main MENU page.
2. Select TEST (Line Select Key (LSK) 11) to go to the TEST submenu page.
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3. Select LAMP TEST (LSK 3) to initiate the annunciator lamp test.
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2.1.4 Miscellaneous and Lights Control Panel
The are two variants of the miscellaneous and lights control panel and it is dependent on the
role of the aircraft as to which one is fitted.
The Night Vision Goggles (NVG) variant is capable of day, night and NVG mode and is used
with the NVG variant of the cabin lights control panel in both the soft and hard liner aircraft.
These panels are installed as part of the NVG kit.
The non-NVG (basic) variant is capable of day and night modes only and is used with the non-
NVG (basic) variant of the cabin lights control panel. This variant is only fitted in a hard liner
aircraft which does not require NVG capability.
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2.1.5 Miscellaneous and Lights Control Panel - NVG Variant
The DAY/NIGHT/NVG switch provides open/ground signals to all displays and to all the
illuminated annunciators present in cockpit/cabin.
On the displays, the DAY/NIGHT/NVG signals have the following effect:
 When set to DAY, the display's brightness can be adjusted inside the full scale (0-100%)
 When set to NIGHT or NVG (same effect), the display's brightness scale is automatically
reduced by 40% so that the brightness can be adjusted inside a reduced scale (0-60%).
On the annunciators the DAY/NIGHT/NVG signal will have the effects as shown in the table.
Note: NVG kit variant:
 When control for cabin lights is given to the cabin crew, the DAY/NIGHT/NVG mode on the
cabin compartment control panel has the same effect as the miscellaneous and lighting
control panel but only within the cabin
 When the mode DAY/NIGHT/NVG is selected on the miscellaneous and lighting control
panel, the cockpit has control of the cabin lighting.
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2.1.6 Miscellaneous and Lights Control Panel - Non-NVG Variant
The DAY/NIGHT switch provides open/ground signals to all displays and to all the illuminated
annunciators present in the cockpit/cabin.
On the displays, the DAY/NIGHT signals have the following effect:
 When set to DAY, the display's brightness can be adjusted inside the full scale (0-100%)
 When set to NIGHT, the display's brightness scale is automatically reduced by 40% so that
the brightness can be adjusted inside a reduced scale (0-60%).
On the annunciators, the DAY/NIGHT signal will have the effects as shown in the table.
Note: Basic variant:
 When the control for cabin lights is given to the cabin crew, the DAY/NIGHT mode on the
cabin compartment control panel has the same effect as the miscellaneous and lighting
control panel but only within the cabin
 When the mode DAY/NIGHT is selected on the miscellaneous and lighting control panel the
cockpit has control of cabin side.
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3 Internal Lights System Purpose, Architecture and Power

Supplies
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3.1 Explain the Purpose of the Internal Lights System

3.1.1 Internal Lights System - Cockpit Overhead
The internal lighting system provides and manages illumination of the aircraft cockpit and cabin.
Both cockpit and cabin subsystems are NVG compatible, with the exception of the storm lights.
Light Emitting Diode (LED) technology is used in order to reduce power consumption,
maintenance operations and give increased reliability.
The internal lights are as follows:
 Storm lights
 Utility lights
 Dome light
 Outside Air Temperature (OAT) light.
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3.1.2 Internal Lights System - Soft Liner Cabin
The baggage and cabin lights system comprises:
 Baggage lights
 Cabin lights
 Passenger fasten seat belt indicators.
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3.1.3 Internal Lights System - Hard Liner Cabin
The baggage and cabin lights system comprises:
 Baggage lights
 Emergency exit/cabin floodlights
 Cabin skylights
 Passenger fasten seat belt indicators
 Passenger individual reading lights.
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3.2 Describe the Architecture of the Internal Lights System

3.2.1 Architecture of the Internal Lights System - Soft Liner
The following provides a general description of the internal lights system architecture for the soft
liner aircraft.
The main control panels for the lights system are the two ECDU which are connected to the
utility lights, storm lights, dome light, cabin lights, passenger fasten seatbelt indicators and
baggage lights. The ECDU allow management and control of the lighting. They work
independently of each other and should one fail, the second is able to undertake all operations
required. The ECDU are each connected to backlight dimmer units, one digital and one
analogue. These provide control of the overhead and instrument panel annunciator backlighting.
The OAT light is controlled manually via an overhead switch. Only the power supply for the OAT
from Remote Electrical Power Unit (REPU) 2 is controlled via the ECDU.
The chart holder lights are situated either side of the instrument panel and are controlled
manually via a potentiometer dial. Power is supplied via REPU 1.
The miscellaneous and lighting control panel allows selection of day, night or NVG lighting for
the displays and annunciators in the aircraft. The cabin crew are also able to select the light
mode but only for the cabin area. The NVG mode is not available in all aircraft and the
miscellaneous and lighting control panel comprises two models, one of which does not have the
NVG mode selection available.
The cabin lights control panel is connected to the ECDU to allow either the cockpit or cabin crew
to have control of the cabin and baggage lights operation.
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A cabin light dimmer box also allows the cabin and baggage light illumination to be increased or
decreased to the required setting. The control of the dimmer box is via the ECDU or the cabin
lights control panel.
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3.2.2 Architecture of the Internal Lights System - Hard Liner
The following provides a general description of the internal lights system architecture for the
hard liner aircraft.
The main control panels for the lights system are the two ECDU which are connected to the
utility lights, storm lights, dome light, passenger fasten seatbelt indicators, cabin lights and
baggage lights. The ECDU allow management and control of the lighting. They work
independently of each other and should one fail, the second is able to undertake all operations
required. Both ECDU are each connected to backlight dimmer units, one digital and one
analogue. These provide control of the overhead and instrument panel backlighting.
The OAT light is controlled manually via an overhead switch. Only the power supply for the OAT
from REPU 2 is controlled via the ECDU.
The chart holder lights are situated either side of the instrument panel and are controlled
manually via a potentiometer dial. Power is supplied via REPU 1.
The miscellaneous and lighting control panel allows selection of day, night or NVG lighting for
the displays and annunciators in the aircraft. The cabin crew are also able to select the light
mode but only for within the cabin area. The NVG mode is not available in all aircraft and the
miscellaneous and lighting control panel comprises two models, one of which does not have the
NVG mode selection available.
The cabin lights control panel is connected to the ECDU to allow either the cockpit or cabin crew
to have control of the cabin and baggage lights operation. The cabin lights control panel and the
ECDU are also connected to the cabin light dimmer box which allows the cabin lighting, both
skylights and emergency exit/cabin floodlights to be dimmed when required.
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The baggage lighting is not connected to this dimming control in the hard liner aircraft.
In the hard liner aircraft, a passenger service unit in the cabin overhead is provided for each
passenger providing access to a reading light. The number of reading lights provided is
dependent on the aircraft seat configuration used, up to a maximum of sixteen. The passenger
service unit is covered thoroughly in equipment and furnishing – emergency equipment system
module.
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3.2.3 Cockpit Lights System Power Supplies
The Electrical Power Generation and Distribution System (EPGDS) supplies electrical power via
the following bus, passing through dedicated Circuit Breakers (CB) and Remote Electrical
Power Unit (REPU) to the lighting system:
 Co-pilot utility light via essential bus 1
 OAT indicator light via main bus 2
 Storm light via main bus 2
 Dome light via main bus 2
 Chart holder via essential bus 1
 Instruments panel backlighting and dimming via essential bus 1
 Overhead panel backlighting and dimming via main bus 2
 Interseat console backlighting and dimming via main bus 2
 Pilot utility light via emergency bus 2.
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3.2.4 Cockpit Circuit Breakers
There are two Circuit Breaker (CB) panels in the overhead of the aircraft cockpit.
On the left-hand panel there are the following CB:
 EMERG LIGHTING (emergency lighting) (emergency busbars 1 and 2) is always powered

(via alternators or main battery) if the main battery switch is set to the ON position.
 PNL LT (panel lighting) (switch battery busbar 1) is always powered (via alternators or main
battery) if the battery master switch is set to the ON position.
The right-hand panel shows the CB for the pilot, LDG PWR (landing power) and CKPT (cockpit).
These are also powered via the emergency busbars 1 and 2.
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3.2.5 Cabin Lights System Power Supplies - Soft Liner
The soft liner cabin system has the following interfaces with other systems:
Structural support - equipment is supported by and attached to the aircraft structure.

EPGDS - supplies electrical power via the following bus, passing through dedicated CB and REPU
to the lights system:
 Passengers advisory lights (passenger fasten seatbelt indicators) via nonessential bus 4
 Cabin lights control panel via nonessential bus 3
 Cabin lights via main bus 3
 Baggage lights via nonessential bus 3
 Cabin panels backlighting and dimming via main bus 2.
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3.2.6 Cabin Lights System Power Supplies - Hard Liner
The cabin system has the following interfaces with other systems:
 Structural support where equipment is supported by and attached to the aircraft structure.
 The EPGDS supplies electrical power via the following bus, passing through dedicated CB
and REPU to the lights system:
o Passengers advisory lights (fasten seat belt) via nonessential bus 4
o Passenger service units via main bus 3
o Cabin lights control panel via nonessential bus 3
o Skylights via main bus 3
o Skylights power supply unit via main bus 3
o Cabin panels backlighting and dimming via main bus 2
o Skylights dimming via main bus 3.
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3.2.7 Cabin Electrical Schematic – Hard Liner
The following are electrical schematics for the hard liner aircraft:
 Electrical schematic of the skylights dimming controlled by the ECDU and by the cabin
lights control panel (see Annex H)
 Electrical schematic of the cabin lights control panel, skylights, passenger service unit
lighting power supply and fasten seabelt indication selection (see Annex I)
 Electrical schematic of the cabin panel backlight dimming controlled by the ECDU and the
cabin lights control panel (see Annex J)
 Electrical schematic of the baggage compartment lighting controlled via REPU 3 channel B
nonessential 3 (see Annex K).
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4 Internal Light Components

4.1 Cockpit Light Components
4.1.1 Dome Light
The dome light for the AW189 is supplied by Sirio Panel and is installed in the overhead console
in order to provide sufficient illumination for the entire cockpit.
The dome lighting subsystem is composed of one light source developed with LED technology.
This contains two light variants, Night Vision Imaging System (NVIS) white and NVIS green A.
Only the NVIS white LED are used on the AW189.
There are no emergency LED within the dome light assembly.
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4.1.2 Storm Light
The storm lighting subsystem comprises two lights, pilot and co-pilot, developed with LED
technology. The NVG mode is not available on the storm lights as the lights are only powered
ON when a thunderstorm is foreseeable and the NVG mode is not required.
The storm lights are installed one on either side of the overhead console in order to illuminate
the whole cockpit. The high luminance provided is arranged so that it does not produce
reflections on the windscreen or the windows which could disturb the pilot's unaided vision. The
light emitted is within the white boundary defined in SAE AS25050.
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4.1.3 Utility Light
The utility lights used on the AW189 are supplied by Sirio Panel.
The utility lights use LED based technology and are NVG compatible (NVIS white). Both utility
lights may be used as secondary lighting for the instrument panels or for the interseat console
panels and keyboards. They are also available for use on the overhead console panels and
indicators. When removed from the mounting bases, the lights can be used for map reading or
general purpose lighting around the cockpit using the coiled interconnection cables.
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4.1.4 Outside Air Temperature Light
The OAT light is installed close to the OAT gauge.
The OAT light switch momentarily illuminates the OAT gauge on the pilot's side of the cockpit
when depressed.
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4.1.5 Cockpit Panel Lights
The cockpit has three types of panel lights:
 Instrument panel lights
 Console panel lights
 Overhead panel lights
The panels, bezels and keyboard backlight management is based on Pulse Width Modulated
(PWM) control technology and Vdc control. This is accomplished using the CKPT LTS page on
the ECDU allowing:
 The best lighting harmonisation inside the cockpit
 Reduction of localised power dissipation
 Reduction of wiring requirements to be obtained.
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4.1.6 Chart Holder Light
The chart holder lighting subsystem provides an alternative source of light to illuminate mission
documents and is supplied by Sirio Panel.
Each light unit has a potentiometer to increase or decrease the brightness level (OFF to MAX
bright).
Power is supplied from essential bus 1 at 28 Vdc via REPU 1.
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4.2 Cabin Light Components

4.2.1 Cabin Compartment Lights – Soft Liner Cabin
The cabin lighting is obtained from four light assemblies. Each assembly is composed of three
electrically independent light sources which are LED based. Two of them are NVG compatible,
the third is for emergency purposes only.
The cabin compartment lights are capable of the following modes:
 NVIS white and NVIS green A for cabin illumination
 Aviation white, not NVG compatible, for the emergency light.
The NVIS light sources, white and green, are powered through one dedicated power supply.
The power supply which supplies both the cabin and baggage lights also provides the
changeover from white to green or vice-versa.
Control of the cabin lights is via the ECDU or the cabin lights control panel.
The lights are situated on the overhead aircraft frame. The apertures in the liner attach to the
overhead roof, fitting around the light assemblies.
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4.2.2 Cabin Compartment Lights – Hard Liner Skylights
The skylight system comprises three parts:
 Skylight panels left
 Skylight panels right
 Skylight control unit.
The skylights utilise white LED technology which is not NVG compatible. The ambient light is
inhibited when NVG mode is selected. The light system comprises six panels installed in the
cabin roof in three rows of two panels.
The light panels are divided into two subsystems, left side and right side, which mirror each
other. Each subsystem comprises three panels with power and control provided by a dedicated
power and control unit situated within the wall of the aircraft.
The skylight control units are powered from the aircraft’s DC main bus at 28 Vdc with each
receiving a dedicated 5 V PWM dimming signal from the instrument panel and overhead panel
backlight dimmer. The skylight panels are uniformly dimmable from off to maximum brightness
via the ECDU or the cabin lights control panel.
Each power supply unit contains two electrical connectors, one for inputs and one for outputs.
There is no specific cooling for the skylight panels or control units, cooling is via ambient air.
The skylights are attached to the hard liner roof, not to the overhead aircraft frame. They are
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made of plexiglass covered with a washable fabric cover. Removable roof panels allow for
maintenance to be undertaken.
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4.2.3 Compartment Lights – Emergency Exit/Cabin Floodlights
Three internal emergency exit/cabin floodlights are installed along the centre of the cabin roof
(forward/aft). They are dual purpose lights containing two electrically independent light sources,
the internal emergency exit light and the cabin floodlight. The lights are low profile, with opaque
lenses, designed to interface with the cabin hard liner trim.
Internal Emergency Exit Light

The internal emergency exit lights form part of the emergency exit light system when installed
as a system of three lights. The lights utilise NVIS white LED technology to produce aviation
white light. The lights are powered by the Emergency Power Supply Unit (EPSU).
Emergency lighting is covered fully later in this lesson.
Cabin Floodlight
The cabin floodlight is designed so that an average minimum illumination level of 40 lux is
measured throughout the cabin floor at 100% duty and a minimum of 2 lux at 5% duty when all
three lights are installed. The lights are developed using LED technology and produce NVG
compatible white light. Power is supplied by the aircraft's 28 Vdc power supply and control is via
the ECDU or the cabin lights control panel. Dimming control of all three cabin floodlights is
achieved by one 5 V PWM dimming signal provided by the backlight dimmer.
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4.2.4 Baggage Light Subsystem
The baggage light subsystem comprises three light sources with LED technology which are all
NVG compatible.
The baggage light assemblies are the same model as the dome light assemblies but are
capable of NVIS white and NVIS green A illumination.
Control is via the same control panel as the cabin lights which allows them to be dimmed when
required.
In the hard liner aircraft only NVIS white light is available.
In the soft liner aircraft the baggage lights are connected to the cabin lights via the cabin lights
control panel which allows either the NVIS white or NVIS green mode to be selected and the
lights to be dimmed.
The lights are installed in the baggage compartment roof and are connected together to form
one light system. The soft liner then fits over the light assemblies.
The lights will automatically illuminate when the helicopter has landed and the baggage doors
are opened activating microswitches on either side of both baggage door frames
Power for the baggage light subsystem is supplied from nonessential bus 3 at 28 Vdc.
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4.2.5 Passenger Fasten Seat Belt Indicators
The fasten seat belt indicators are installed in the cabin compartment. They are LED based and
controlled by the cockpit ECDU. When the NVG mode is selected the fasten seat belt indicators
are inhibited.
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4.2.6 Passenger Reading Lights
Manoeuvrable passenger reading lights are available within two passenger service unit models:
 Basic passenger service unit (as shown)
 Full provisioned passenger service unit.
The passenger service unit reading light uses LED technology and the light is inhibited when
NVG mode is selected. A discrete input signal is provided to the passenger service unit from the
aircraft lighting system to control the illumination of the push button legends and the colour
selection of the passenger personal reading light, either cool white or warm white. The
passenger service unit reads the discrete input and adjusts the passenger service units' lighting
as follows:
 Aircraft dimming system input
o Open circuit - push button legend extinguished, cool white reading light
o Ground - push button legend illuminated, warm white reading light.
Both passenger service units have a current consumption of 130 mA maximum and operate
from the aircraft’s 28 Vdc power supply. The current consumption for each push button switch
legend is 10 mA maximum. Each button shows an outlined graphic of the related function of the
switch which appears white on a black background when not illuminated.
The lights are manoeuvrable within their own housings within a range of +/- 20° in all directions
from its centre line.
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Passenger service units will be covered more fully in equipment and furnishing – emergency
equipment system module.
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5 Internal Lights System Controls and Indicators

5.1 Internal Lights System Controls and Indicators
5.1.1 ECDU Cockpit Lights Page
The CKPT LTS page of the ECDU controls the dimming and brightening of lighting via the
following LSK:
 LSK 1 and 8 - instrument panel
 LSK 2 and 9 - console panel
 LSK 3 and 10 - overhead panel
 LSK 4 and 11 - dome light
 LSK 5 - controls the storm light
 LSK 6 - gives direct access to the external lights page (LIGHTS)
 LSK 12 - gives direct access to the cabin lights page (CAB LTS).
At the bottom of the display FSK provide the following direct access:
 MNTN – access to maintenance and the CB pages
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 LT - external lights page (default).
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5.1.2 ECDU Cabin Lights Page
The CAB LTS page of the ECDU controls the cabin lights via the following LSK:
 LSK 1 - controls the fasten seat belt indicators and audible chime
 LSK 7 - allows selection of cabin crew or flight crew control of the cabin lighting
 LSK 2 and 8 - allows the flight crew to dim or brighten the cabin lighting
 LSK 6 - gives direct access to the external lights page (LIGHTS)
 LSK 12 - gives direct access to the cockpit lights page (CKPT LTS).
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5.1.3 Cabin Lights Control Panel - Soft Liner
The cabin and baggage lights are controlled via the cabin lights control panel situated forward of
the left-hand cabin door.
The control panel allows control of the cabin lighting to be undertaken by the cabin crew or by
the cockpit via a toggle switch. The cockpit has the ability to take control at any time.
The mode of lighting and the brightness of illumination required can be designated using the
controls available.
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5.1.4 Cabin Lights Control Panel – Hard Liner
The cabin and baggage lights are controlled via the cabin lights control panel situated at the
front right of the cabin next to the Intercommunications System (ICS).
The control panel allows control of the cabin lighting to be undertaken by the cabin crew or by
the cockpit via a toggle switch. The cockpit has the ability to take control at any time.
There are two versions of the cabin lights control panel used within the hard liner aircraft
dependent on the aircraft type. One is capable of the NVG mode (NVG kit variant), the other is
not (basic variant).
The mode of lighting and the brightness of illumination required can be designated using the
controls available.
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5.1.5 Backlight Dimmer Units
The backlight and dimming lighting subsystem provides control signals to all instruments,
control panels and display bezels installed in the interseat console, cabin panels, instrument
panels and overhead console in order to adjust the backlight brightness.
The subsystem comprises two digital and two analogue dimmers.
The analogue dimmers provide 5 Vdc - 7.5 A and are enslaved to the digital backlight dimmer
units which control them.
The digital backlight dimmer unit provides several independent configurable output channels
mainly based on PWM control technology. This solution allows the best lighting harmonisation
to be obtained inside the cockpit along with a reduction of localised power dissipation. Further
information is contained within Annexes D, E and F.
Outputs Available
 2 x PWM power (27.5 Vdc, 350 mA, 3.5÷100% duty)
 1 x PWM power (27.5 Vdc, 1000 mA, 3.5÷100% duty)
 10 x PWM control (5 Vdc, 10 mA, 0.5÷100% duty)
 5 x PWM/Vdc configurable (0÷5 Vdc, 10 mA)
 2 x 28 Vdc (0÷28 Vdc, 30 mA)
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 1 x 15 Vdc (0÷15 Vdc, 150 mA)
 1 x 5 Vdc power (0÷5 Vdc, 3 A)
 3 x discrete output open/GND.
Inputs Available
 3 x input analogue signal (configurable as potentiometer, single ended or balanced input
 4 x discrete input (open/GND) or alternatively Controller Area Network (CAN) bus.
Configurability
 2 x discrete input open/GND to define equipment address on the installation
 1 x discrete input open/GND to activate maintenance mode operation
 1 x serial bus for maintenance.
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6 Internal Light Operation

6.1 Cockpit Light Operation
6.1.1 ECDU Cockpit Lights Operation
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6.1.2 ECDU Cockpit Lights Operation
The CKPT LTS page of the ECDU controls the dimming and brightening of lighting via the
following LSK:
 LSK 1 and 7 - instrument panels
 LSK 2 and 8 - console panels
 LSK 3 and 9 - overhead panels
 LSK 4 and 10 - dome light.
The default dimming position is the OFF position.
Other lighting controls:
 LSK 5 toggles the storm light ON and OFF.
 LSK 6 gives direct access to the external lights page (LIGHTS).
 LSK 12 gives direct access to the cabin lights page (CAB LTS).
At the bottom of the display FSK provide the following direct access:
 MNTN - access to maintenance and the CB pages
 LT - external light page (default).
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6.1.3 Utility Lights Control
The utility lights have the controls on the light unit itself with functions as follows:
 Push button (on the rear) - momentarily illuminates the light
 OFF/DIM/BRT bezel - when turned clockwise the bezel causes the light to turn on and
adjusts the light intensity.
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6.1.4 Outside Air Temperature Light Control
The OAT light is situated at the base of the probe on the inside of the canopy window on the
pilot's side of the aircraft. The OAT light illuminates when the OAT switch is held depressed on
the overhead console. On release, the light turns off.
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6.1.5 Cockpit Circuit Breakers - ECDU Control
To access the CB for lights via the ECDU the following actions are required.
 Menu page - depress the MNTN FSK to open the maintenance menu entry page displaying
the warning MAINTAINER ACTIVITY ONLY
 Maintenance menu entry page - select and depress both of the bottom LSK 6 and 12
simultaneously to open the first CB page.
 CB page - depress the LIGHTS LSK to open CB/LIGHTS page one
 CB/LIGHTS page 1/2 - depress the NXT rocker switch to open CB LIGHTS page 2/2.
Depressing the LSK against a chosen light title will turn the CB ON or OFF.
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6.2 Cabin Light Operation

6.2.1 ECDU Cabin Lights Operation
The ECDU CAB LTS page can apply the following cabin light operations.
CHIME FSB LSK 1

This allows the passenger fasten seat belt indicators in the cabin to be turned ON or OFF. The
illumination of the indicator is accompanied by an audible chime when activated. When the NVG
mode of lighting is selected activation of the fasten seat belts is inhibited.
CTRL SEL LSK 7

This allows the cockpit to pass control of the lights to the cabin crew or take control back to the
cockpit. Default control is via the ECDU but this is inhibited when control is passed to the cabin
crew.
CAB DIM
The cabin dimming facility allows the cockpit to dim the cabin and baggage lighting to the OFF
position or increase illumination to full brightness using LSK 2 and 8. This control will only dim
the baggage lights in the soft liner aircraft.
LIGHTS LSK 6
This gives direct access to the external lights page.
CKPT LTS LSK 12

This gives direct access to the cockpit lights page.
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6.2.2 Cabin Light Control Panel - Soft Liner
The soft liner cabin lights control panel allows the following operations:
 CTRL CREW/CKPT - a toggle switch allowing the cabin crew to accept control of the cabin
lights control panel operation or pass control back to the cockpit.
 Dimmer knob - the outer ring of the knob allows the baggage and cabin lighting to be
dimmed to an off state when turned anticlockwise or increased to full lumination when
turned clockwise. The inner knob allows the cabin panel lights and annunciators to be
dimmed to an off state or illuminated to full brightness.
 Mode - a toggle switch enabling the cabin and baggage lighting to be either NVIS green A
or NVIS white.
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6.2.3 Cabin Lights Control Panel - Hard Liner
The hardliner cabin lights control panel allows the following operations.
CAB CTRL
This indicates whether the control of the panel is with the cabin crew (ON) or the flight crew
(OFF).
PNLS
A rocker switch to increase or decrease the illumination of the panel annunciators.
LTS
A rocker switch to increase or decrease the illumination of the cabin skylights.
MODE
NVG variant - a toggle switch enabling the cabin lighting to be set to either DAY, NIGHT or NVG
mode. In the NVG mode the cabin floodlights come on automatically and can be dimmed using
the same control source as that used for the skylights ensuring that cabin lighting is not lost.
Panel annunciators will dim.
Non-NVG variant - a toggle switch enabling the cabin lighting to be set to either DAY or NIGHT
mode.
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6.2.4 Passenger Reading Lights
There are two models of passenger service units available for hard liner aircraft. The one used
is dependent on the requirement of the customer. Both have a personal reading light and each
unit is capable of the following:
 Basic passenger service unit:
o Personal reading light/emergency light
o Personal reading light ON/OFF switch
o Environmental Control System (ECS) ventilation outlet
 Full provisioned passenger service unit:
o Personal reading light
o Personal reading light ON/OFF switch
o ECS ventilation outlet
o ICS headset connection point
o ICS Press To Transmit (PTT) switch (optional).
The passenger service units are explained in equipment and furnishing – emergency equipment
system module.
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7 External Lights System Purpose, Architecture and Power

Supples
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7.1 Explain the Purpose of the External Lights System

7.1.1 External Lights System
The aircraft external lighting system is designed to meet the requirements for visible and NVG
operations. The visible light sources are not compatible with NVG. To achieve this, the majority
of the lighting subsystems can be operated in two modes, NORM (visible light source) and NVG
(Infrared (IR) light sources). The external lighting system comprises the following subsystems:
 Steerable landing lights
 Lower anti-collision light
 Emergency exit lights (external)
 Strobe light (left)
 Left position light (red)
 Strobe light (right)
 Right position light (green)
 Rear position light (white)
 Upper anti-collision light
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7.2 Describe the Architecture of the External Lights System

7.2.1 Architecture of the External Lights Systems
The following provides a general description of the external lights system architecture.
The main control for the external lights system is via the two ECDU which are connected to the
steerable landing lights, position lights, anti-collision lights and strobe lights.
The pilot and co-pilot collective grips are directly connected to the steerable landing lights giving
the flight crew instant control. The only control available on the ECDU for the steerable landing
lights is the mode of lighting required.
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7.2.2 External Lights System Power Supplies
The external light system power supplies are explained as follows.
The steerable landing lights power supplies for pilot and co-pilot are independent from one
another allowing redundancy in emergency conditions.
Steerable Landing Light Pilot

Powered by 28 Vdc emergency bus 2 protected against short circuit or over current by a
dedicated CB on cockpit overhead CB panel number 2.
Steerable Landing Light Co-pilot

Powered by REPU 1, main bus 1. In the event of a single failure to supply electrical power from
either emergency bus 2 or REPU 1, there will still be electrical power available to one steerable
landing light.
Position Lights
Power is supplied by REPU 2, essential bus 2 and all three lights are protected against short
circuit or over current by a dedicated Residual Current Device (RCD) which is part of REPU 2.
Anti-collision Lights
Power is supplied by REPU 3, main bus 2 and the lights are protected against short circuit or
over current by a dedicated RCD which is part of REPU 3.
Strobe Lights
REPU 3, main bus 3 supplies the power to the strobe lights and the lights are protected against
short circuit or over current by a dedicated RCD which is part of REPU 3.
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8 External Light Components

8.1 External Light Components
8.1.1 Anti-collision Lights
The anti-collision lights are supplied by Sirio Panel.
The anti-collision lights provide a flashing red light output in order to make the aircraft visible to
other aircraft at long-range, during night operations, and during bad weather, for the purpose of
collision avoidance. They also indicate the aircraft's position to the air traffic control tower.
The lights flash 45 times per minute which is not synchronised. The flash frequency for the
whole system could vary between 45 and 90 flashes per minute.
The subsystem is composed of two anti-collision NVG friendly red lights developed with LED
technology and are compatible with NVG goggles. One anti-collision light is installed on the top
of the tail pylon and is defined as the upper anti-collision light. The second is installed under the
rear of the fuselage and defined as the lower anti-collision light.
Both lights are controlled through the cockpit ECDU.
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8.1.2 Position Lights
The position light assemblies are supplied by Sirio Panel.
The position lights serve to make the aircraft visible to other aircraft and indicate the aircraft's
position, orientation and direction to aid collision avoidance. Position lights are only required to
be used at night, specifically during nautical twilight, for instance, when the sun is more than 6°
below the horizon.
The position lights system is composed of three NVG friendly lights developed with LED
technology. All are compatible with the use of NVG goggles when viewed at a suitable distance.
The red position light provides one red NVG friendly LED position light and contains the red
LED light and electronic control circuitry. It is situated on the left stabiliser winglet.
The green position light provides one green NVG friendly LED position light and contains the
green LED light and electronic control circuitry. It is situated on the right stabiliser winglet.
The white position light provides one white NVG friendly LED position light and contains the
white LED light and electronic control circuitry. It is situated at the rear of the tail pylon.
The position lights are controlled via the ECDU in the cockpit.
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8.1.3 Steerable Landing Lights
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8.1.4 Steerable Landing Lights
The steerable landing lights are supplied by Sirio Panel and provide sufficient light to allow the
following operations:
 Taxiing
 Landing
 Hovering
 Search.
The aircraft is equipped with two steerable landing lights developed with High Intensity
Discharge (HID) technology for white light. Each light has its own 15 W motor providing each of
the lamps with sufficient power to allow use of a single lamp for manoeuvres. The lamps can be
controlled through 360° of rotation and 120° of elevation and can withstand a wind speed of 180
kt whilst extended.
The lights are installed under the forward fuselage placed symmetrically with respect to the
longitudinal axis of the aircraft. Access to the steerable landing light unit is via the cabin floor
behind the pilot and co-pilot's seats where they are situated adjacent to the digital dimming
units.
On the top of each of the steerable light units is a selector which allows the lamp landing
position to be set. The selector allows the landing position to be adjusted in steps of 5° where
the zero position of the selector equates to an angle of 70°:
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 Rotating the selector clockwise provides the following angle alteration:

+ 5 = 75°, + 10 = 80°
 Rotating the selector anticlockwise provides the following angle alteration:

- 5 = 65°, - 10 = 60°.
When the correct angle is achieved the selector is fastened by the incorporated nut so that
inadvertent moving of the control cannot be undertaken during maintenance activity. Adjustment
of the lamp landing position must be undertaken when the aircraft is on the ground.
The interfaces for the steerable landing lights are the pilot and co-pilot collective grips and the
ECDU within the interseat console of the cockpit.
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8.1.5 Strobe Lights
The strobe lights are supplied by Sirio Panel.
The AW189 aircraft can be fitted with either a basic position light system or an integrated
position/strobe light system. The installation of the integrated position/strobe light system
requires the replacement of the left and right basic position lights, installed on their respective
ends of the tail stabiliser, with position lights that contain integrated strobe lights. In addition a
control unit is installed to allow control of the strobe lights.
It should be noted that the performance of the position lights remains the same for both the
basic and integrated system installations.
Power is supplied through main bus 3 via a power supply unit fitted within the tail boom of the
aircraft.
Both lights are controlled via the ECDU in the cockpit.
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9 External Lights System Controls and Indicators

9.1 External Lights System Controls and Indicators
9.1.1 ECDU External Lights Page
The LIGHTS page of the ECDU controls the external lights via the following LSK:
 LSK 1 - position lights
 LSK 2 - strobe lights
 LSK 7 - anti-collision lights
 LSK 8 - steerable landing lights mode.
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9.1.2 Collective Grips
The collective grips enable the following actions and controls for the steerable landing lights:
 Automatic extension or stowage of one or both lights
 Control of either both the lights together or of the right or left light only
 Control of the elevation, extension, retraction and rotation of the light(s).
Any faults connected with the steerable landing light system are recorded on the AMMC. This
data is available to the maintenance crew when the aircraft is on the ground.
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10 External Light Operation

10.1 External Light Operation
10.1.1 ECDU External Lights Operation
The ECDU external lights page controls the position, strobe and anti-collision lights. It also
controls the light mode selection of the steerable landing lights.
The position lights are controlled through LSK 1 with the following functionalities:
 OFF - all three position lights are extinguished.
 ON - all three position lights illuminate.
The strobe lights are controlled through LSK 2 with the following functionalities:
 OFF - both strobe lights are extinguished.
 ON - both strobe lights illuminated.
The Crew Alerting System (CAS) advisory message STROBE LT ON will display on the PFD.
This message will disappear from the CAS list when the lights are extinguished. CAS messages
are taught as part of system integration and display system.
The anti-collision lights are controlled through LSK 7 with the following functionalities:
 OFF - both anti-collision lights are extinguished.
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 ON - both anti-collision lights illuminate.
The steerable landing lights are controlled through the pilot and co-pilot collective grips except
for the mode of lighting required which is controlled through LSK 8:
 WHITE (default) - white light only selected
 IR - IR only selected.
The CAS advisory message EXT LTS IR MODE will display. The message will disappear from
the CAS list when the IR mode is deselected.
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10.1.2 Steerable Landing Light Operation
The pilot and co-pilot collective grips provide duplicate controls for the flight crew. The steerable
landing lights are controlled via the collective grips with the exception of the mode of lighting
required which is selected using the ECDU LIGHTS page.
 AUTO EXT/CAGE and STOW Spring-loaded Toggle Switch
o AUTO EXT automatically turns on and extends both lights to the landing position (75°)
o CAGE restores the alignment of the light(s) to the forward position
o STOW switches off the light(s) and returns them to the correct forward position prior to
stowing them.
 LH/RH/BOTH Toggle Switch (not Spring-loaded)
o LH controls the left-hand light only
o RH controls the right-hand light only
o BOTH controls both lights together.
 LDG LT Four-way Switch

The switch directs the light position, both or singly, in accordance with the choice made on
the collective grip. The four-way switch is able to extend or retract the light(s) up to 120°
total amount of elevation. The light(s) can also be moved through 360° of rotation by
pressing the left and right of the four-way switch. Pushing the centre of the four-way switch
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turns the light(s) off which also freezes them in position. Pressing the switch a second time
turns the light(s) back on and allows position changes to be resumed as required.
Note: If the pilot’s collective grip is set to RH and the co-pilot’s set to BOTH, the co-pilot has the
ability to control both the lights. Both lights are also able to move independently, for instance,
the pilot uses RH and the co-pilot uses LH.
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10.1.3 Steerable Landing Light CAS Messages
CAS Messages Description
LH LDG LT ON Left light on and extended
RH LDG LT ON Right light on and extended
LH-RH LDG LT Both lights on and extended
ON
EXT LTS IR IR mode selected on ECDU
MODE
LH LDG LT OUT Four-way button pressed, left light turned off and movement frozen
RH LDG LT OUT Four-way button pressed, right light turned off and movement frozen
LH-RH LDG LT Four-way button pressed, both lights turned off and movement frozen
OUT
LH LDG LT EXTD Left light off and extended
RH LDG LT EXTD Right light off and extended
LH-RH LDG LT Both lights off and extended

EXTD
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11 Emergency Lights System Purpose, Architecture and Power

Supplies
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11.1 Explain the Purpose of the Emergency Lights System

11.1.1 Emergency Lights System
The emergency lighting system comprises internal and external light sources positioned so that
correct light levels are provided in the event of an emergency landing with loss of the aircraft’s
electrical generation and power distribution system.
The emergency lighting system comprises:
 External emergency lights (x 2)
 Internal emergency lights (x 3)
 EPSU (x 1)
 Cockpit control interface (x 1)
 Cabin control interface (x 1).
There is also the Helicopter Emergency Egress Lighting System (HEELS). This is a stand-alone
water activated system which operates automatically in case of aircraft ditching.
Note: Emergency lights are not NVG compatible.
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11.2 Describe the Architecture of the Emergency Lights System

11.2.1 Emergency Lights System Architecture
The internal emergency lights system architecture comprises:
 The miscellaneous and lights control panel which controls emergency lighting in the cabin
and baggage area
 Cabin lights control panel which controls the cabin emergency lighting when control is
passed from the cockpit
 The external emergency exit lights supplied at 6 Vdc
 The cabin emergency lighting. The model used is dependant on the aircraft design
 The emergency power supply which is independent from the aircraft power supply.
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11.2.2 Helicopter Emergency Egress Lighting System Architecture
11.2.3 Helicopter Emergency Egress Lighting System

The HEELS provides identification of all the emergency exits (crew and passengers) when the
cabin becomes submerged (partially or completely) as a consequence of a ditching, with or
without capsizing.
The system is automatically activated through sensors which are water sensitive and located in
positions sensible to ditching with sinking and eventual capsizing. This configuration allows an
almost immediate activation of all exit markings.
The system is composed of six independent subsystems:
 HEEL-CD1: installed on the crew co-pilot door, port side
 HEEL-CD2: installed on the crew pilot door, starboard side
 HEEL-SD1: installed on the sliding port door
 HEEL-SD2: installed on the sliding starboard door
 HEEL-AFT CW: installed on the aft fuselage for the two fixed windows
 HEEL-FWD CW: installed on the forward fuselage for the two fixed windows.
The subsystems are identical in function and only differ by dimension and position of the lights.
They are composed of a battery that supplies power to the lights and to the water sensors.
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Upper Water Sensors (UWS) and Lower Water Sensors (LWS) are located at each exit.
An A3 diagram is available at Annex A.
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11.2.4 Emergency Lights System Power Supplies
The EPSU supplies electrical power via the following bus, passing through dedicated CB and
REPU to the lights system
 External emergency lights via emergency bus 1 (overhead circuit breaker panel).
The schematic is available at Annex G.
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12 Emergency Light Components

12.1 Emergency Light Components
12.1.1 Internal Emergency Lights
Soft Liner Cabin

The emergency LED is NVIS white and is the only LED that is wired to illuminate when
emergency lighting is required.
The soft liner aircraft has a tunnel between the cabin and the baggage compartment through
which the baggage lights are connected to the cabin lights management and have the same
LED light capability.
Hard Liner Cabin

Three internal emergency exit/cabin floodlights lights are installed in the cabin roof in a row
along the centre line (fwd/aft) of the aircraft. They are desiged to meet the requirement of
CS29.812 when all three are installed providing illumination of the passenger exit aisles within
the cabin.
The lights are developed with LED technology and produce non-NVIS, aviation white light which
is not NVG compatible. Power is supplied by the EPSU at 6 Vdc at a maximun current
consumption of 0.4 A each.
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12.1.2 Emergency Exit Lights
The external emergency lights, installed one each in the forward fairing of the sponsons, utilise
LED technology, produce aviation white light and have a maximum current consumption of 0.7
A each. The installation is designed so that in the event of an emergency landing, the lights
provide illumination of the terrain around the aircraft exits where an evacuee is likely to make
first contact with the ground outside the cabin.
Both lights can be controlled either from the miscellaneous and lights control panel on the
interseat console in the cockpit or by the cabin lights control panel.
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12.1.3 Location of the Emergency Power Supply Unit
The EPSU installed in the aircraft’s nose avionics bay provides a power supply for illuminating
the emergency lights that is independent from the aircraft’s electrical generation and power
distribution system.
The EPSU contains a rechargeable battery pack that is charged from the aircraft’s 28 Vdc
EMER BUS 1 busbar, via the 3 A EMERG LT CB located on the overhead console CB panel,
when:
 The EPSU detects battery low voltage
 The EPSU is fully discharged
 The battery capacity decreases below 75% of its maximum capacity.
Full charging (from 0% capacity) is completed within one hour with a maximum charging current
of one amp.
The EPSU rechargeable battery pack comprises five series connected, 1.2 V, 2.7 Ah Nickel-
Metal Hydroxide (NI-MeH) cells, which provide a total capacity of 6 V, 2.7 Ah.
The EPSU has four output channels with independent short circuit protection rated at 1 A. The
EPSU maximum output is rated at 3.2 A and designed to be able to maintain 6 Vdc for at least
20 minutes at maximum load. In addition, the EPSU contains integral battery and charger
management circuitry, a battery heater and built-in test facility with status LED.
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12.1.4 Helicopter Emergency Egress Lighting System (HEELS)
The starboard side, sliding door, HEEL subsystem elements will be looked at in order to provide
an overview of the system available throughout the aircraft. Each subsystem within the HEELS
is completely stand-alone with no connections to the electrical system of the aircraft.
The sliding door of the cabin provides two escape windows. Each window has its own aviation
green Electroluminescent (EL) lamps which are visible from a distance of approximately 6.1 m
(20 ft). At the bottom of the window frame, one white linear strip is used to mark the strap to be
pulled out in order to extract the filler strip of the window enabling removal of the inner window
transparency.
The curved light assembly strips (housing the EL lamps) are located around the outer frame of
the sliding door windows (see Annex B). This provides a visual locator of the emergency exit to
the passengers and crew. The cabin and crew window lighting strips are fixed on to the inner
frame surrounding the windows. All of the assemblies have a pull strap located at the bottom of
the window surround over the white linear strip.
The sliding door subsystem also includes upper and lower water immersion sensors. The upper
sensors would activate during an aircraft capsizing whilst the lower sensors would activate
during an aircraft ditching. Activation is automatic in both cases.
The left-hand window of the sliding door has exactly the same components situated within it as
the right-hand window. It utilises the same upper and lower water sensors and power supply.
At the bottom of the sliding door are the power supply assembly and the battery assembly. The
battery supplies power at 7.5 Vdc. It is alkaline and has a shelf life of three years. Annual testing
of each of the light subsystems is carried out during maintenance. This only requires the power
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to be applied for 10 seconds maximum at a time. Each new battery is able to supply a
subsystem with approximately 120 minutes of power. The power supply with integrated
immersion sensor receives 7.5 Vdc from the battery and generates an output of 120 Vac at 700
Hz to the lights. Triggering of the lights can be undertaken via the two pins located on the case
of the power supply, which is the integrated immersion sensor, or via the upper and lower water
immersion sensors.
The wiring diagram equates to the sliding door only (see Annex C). The in-line junction, T2110
and T2112, connections are visible as is the junction TB280. All of the light cabling for the
sliding door is connected via TB280. The subsystem wiring and components, with exception of
the light assembly strips, are housed within the lining of the aircraft door panel and window
frames.
The T280 junction connects all of the cabling for the light assembly strips of the sliding door.
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12.1.5 HEELS Components
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12.1.6 HEELS Component Table
HEEL-CD1/CD2 HEEL-SD1/SD2 HEEL-AFT CW/FWD CW
4 x green curved strips 8 x green curved strips 8 x green curved strips
1 x white linear strip 2 x white linear strips 2 x white linear strips
1 x battery 1 x battery 1 x battery
1 x power supply 1 x power supply 1 x power supply
1 x mounting bracket 1 x mounting bracket 1 x mounting bracket
2 x immersion sensors 2 x immersion sensors 2 x immersion sensors
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13 Emergency Light Controls and Indicators

13.1 Emergency Lights System Controls and Indicators
13.1.1 Emergency Lights System Controls and Indicators
The emergency lighting is controlled via the miscellaneous and lights panel in the cockpit. There
are two configurations of the miscellaneous and lights control panel depending on whether the
aircraft is of basic installation or has the NVG kit installed. In both cases the EMER LTS switch
functionality is the same.
The soft and hard liner cabin lights control panel differ only in the type of switch used. The soft
liner cabin lights control panel utilises a toggle switch. The hard liner model uses a push button
which illuminates when the lights are turned on.
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13.1.2 HEELS Lighting Controls and Indicators
HEELS is activated by the water sensors in a ditching situation. Illumination of the luminescent
strips is independent of the aircraft power system due to the stand-alone batteries.
This system is automatic requiring no controls or indicators.
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14 Emergency Light Operation

14.1 Emergency Light Operation
14.1.1 Cockpit Emergency Light Operation
The emergency lighting is controlled via the miscellaneous and lights panel in the cockpit giving
the following operation:
 OFF - the system is de-energised and the battery packs are not charging.
 ARM - the system is ready to operate in case of loss of power.
 ON - the emergency lights are lit. This condition is also used for testing.
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14.1.2 Cabin Emergency Light Operation - Soft Liner
The soft liner cabin emergency lighting is controlled via the cabin lights control panel. The toggle
switch for emergency lighting can be set to:
 ON - the emergency lighting is switched on.
 AUTO - the emergency lighting for the cabin will automatically illuminate should it be
required.
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14.1.3 Cabin Emergency Light Operation - Hard Liner
In the hard liner aircraft, the cabin lights control panel EMER LTS push button allows the
emergency lights in the cabin and baggage compartment to be illuminated.
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14.1.4 External Emergency Light Operation
External emergency lighting is controlled using the miscellaneous and lights control panel:
 OFF - the system is de-energised and the battery packs are not charging.
 ARM - the system is ready to operate in case of loss of power.
 ON - the emergency lights are lit. This condition is also used for testing.
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14.1.5 Emergency Power Supply Unit Test
The EPSU has two status LED and one TEST push button. The LED are:
 BATTERY status
 CHARGER status.
Both LED are dual colour green/red. Green indicates correct working and red indicates a fault.
When the EPSU is charging the CHARGER LED illuminates green and the BATTERY LED is
OFF. When the battery pack is charged both LED are OFF.
If an error is detected during the charge the LED associated to the location of the fault
illuminates red (for example, a fault in the charger circuit causes the CHARGER LED to
illuminate red, a fault in battery pack causes the BATTERY LED to illuminate red).
If there is a fault, the charge cycle cannot be completed and either the EPSU or battery pack
must be replaced. The fault is logged internally in the EPSU and can only be cleared by cycling
power.
When the TEST push button is pressed the EPSU outputs are set to ON for approx 10 seconds
illuminating the emergency lights connected. Both LED will illuminate green during the test in
order to reflect the fact that the previous charge cycle has been successfully completed.
Note 1: When the TEST button is pressed no tests are performed on the charger circuit or
battery pack. It is not possible to have either LED illuminate red when the TEST button is
pressed as any fault is reported immediately during the charge cycle.
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Note 2: An EPSU architecture schematic is available at Annex G.
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14.1.6 HEELS Lighting Operation
The HEELS does not require any manual operation. It operates automatically when water
immerses a sensor on the aircraft.
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Issue No 3.0 2013-07-12 Page 94


Training Course
34 - Navigation

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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Table of Contents
Navigation System Module Lesson ...................................................................................................................1
1 Navigation System Overview ...................................................................................................................1
1.1 Navigation System ..........................................................................................................................1
1.1.1 Navigation System Overview......................................................................................................1
1.2 Navigation Sub Systems ................................................................................................................2
1.2.1 Navigation Sub Systems ............................................................................................................2
2 Purpose of the Navigation System ..........................................................................................................4
2.1 Purpose of the Flight Environment Data Sub System ....................................................................4
2.1.1 Flight Environment Data Sub System ........................................................................................4
2.2 Purpose of the Attitude and Direction Sub System ........................................................................5
2.2.1 Attitude and Direction Sub System .............................................................................................5
2.3 Purpose of the Landing and Taxiing Aids Sub System ..................................................................6
2.3.1 Landing and Taxiing Aids Sub System .......................................................................................6
2.4 Purpose of the Independent Position Determining Sub System ....................................................7
2.4.1 Independent Position Determining Sub System .........................................................................7
2.5 Purpose of the Dependent Position Determining Sub System.......................................................8
2.5.1 Dependent Position Determining Sub System ...........................................................................8
2.6 Purpose of the Flight Management Computing Sub System .......................................................10
2.6.1 Flight Management Computing Sub System ............................................................................10
3 Architecture and Interface .....................................................................................................................11
3.1 Navigation System General Architecture .....................................................................................11
3.1.1 General Architecture .................................................................................................................11
3.2 Navigation System Interface.........................................................................................................13
3.2.1 Navigation System Interface.....................................................................................................13
4 Flight Environment Data ........................................................................................................................15
4.1 Architecture of the Air Data System .............................................................................................15
4.1.1 Air Data Subsystem Architecture..............................................................................................15
4.2 Components of Air Data System ..................................................................................................17
4.2.1 Air Data System Components ..................................................................................................17
4.3 Pitot-Static ....................................................................................................................................18
4.3.1 Pitot - Static Probes Location and Functionality ......................................................................18
4.4 Pitot-Static Pipework ....................................................................................................................21
4.4.1 Pitot - Static Air Tubes Interconnection and Location ..............................................................21
4.5 Alternate Static .............................................................................................................................23
4.5.1 Alternate Static Location...........................................................................................................23
4.6 ADU ..............................................................................................................................................24
4.6.1 ADU Location and Functionality ...............................................................................................24
4.7 OAT sensors .................................................................................................................................26
4.7.1 OAT Sensors Location and Functionality .................................................................................26
5 Controls and Indications ........................................................................................................................28
5.1 Controls of Air Data System .........................................................................................................28
5.1.1 Alternate Static Port Control .....................................................................................................28
5.2 Controls and Indications of Air Data System ................................................................................30
5.2.1 Baro Set ....................................................................................................................................30
5.2.2 ADS Single Source Selection ...................................................................................................31
5.3 Indications of the Air Data System ...............................................................................................32
5.3.1 Indications on PFD ...................................................................................................................32
5.3.2 Indicated Airspeed (IAS) Indications ........................................................................................33
5.3.3 Baro Altitude Indications ...........................................................................................................36
5.3.4 Vertical Speed (VS) Indications ................................................................................................39
5.3.5 ADS Miscompare Annunciation ................................................................................................41
5.3.6 ADS Failure Indications and CAS Message .............................................................................43
5.3.7 ADS CAS Messages ................................................................................................................45
6 Attitude and Direction ............................................................................................................................46
6.1 Architecture of the Attitude and Direction System .......................................................................46

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6.1.1 Attitude & Direction Subsystem Architecture ........................................................................... 46

6.2 Components of Attitude and Direction System ............................................................................ 48
6.2.1 Attitude and Direction System Components ............................................................................ 48
6.3 AHRU ........................................................................................................................................... 50
6.3.1 Attitude Heading Reference Unit (AHRU) Location ................................................................. 50
6.3.2 Attitude Heading Reference Unit (AHRU)................................................................................ 51
6.4 CAL PROM (IDM) ........................................................................................................................ 53
6.4.1 AHRU Calibration Memory Location ........................................................................................ 53
6.5 MSU ............................................................................................................................................. 55
6.5.1 Magnetic Sensor Unit Location ................................................................................................ 55
7 Controls and Indications ....................................................................................................................... 56
7.1 Controls and Indications of the AHRS ......................................................................................... 56
7.1.1 AHRS Single Source Selection ................................................................................................ 56
7.1.2 AHRS MAG / DG / SYNC Controls .......................................................................................... 57
7.2 Indications of the AHRS ............................................................................................................... 58
7.2.1 AHRS Indications on PFD........................................................................................................ 58
7.2.2 Attitude and Slip/Skid Indications ............................................................................................ 60
7.2.3 AHRS Heading Indications on PFD ......................................................................................... 63
7.2.4 AHRS Miscompare Annunciators ............................................................................................ 65
7.2.5 AHRS Failure Indications and CAS Message ......................................................................... 66
7.2.6 AHRS CAS Messages ............................................................................................................. 68
7.3 Configuration File / Database ...................................................................................................... 69
7.3.1 AHRS / IDM Data Configuration .............................................................................................. 69
8 Independent Stand-by Instrument System (ISIS) ................................................................................. 70
8.1 ISIS .............................................................................................................................................. 70
8.1.1 Independent Electronic Stand-by Instrument Location ............................................................ 70
8.1.2 Independent Electronic Stand-by Instrument .......................................................................... 71
9 Controls and Indications ....................................................................................................................... 73
9.1 Controls of the Independent Electronic Stand-by Instrument (ISIS) ............................................ 73
9.1.1 ISIS HMI Controls .................................................................................................................... 73
9.2 Indications of the ISIS .................................................................................................................. 75
9.2.1 ISIS Normal Indications ........................................................................................................... 75
9.2.2 ISIS VOR/ILS Indications ......................................................................................................... 77
9.2.3 ISIS Flags and Annunciators ................................................................................................... 79
9.3 Configuration File / Database ...................................................................................................... 81
9.3.1 ISIS Configuration File Download ............................................................................................ 81
10 Landing and Taxing ........................................................................................................................... 82
10.1 Architecture of the VOR - ILS ...................................................................................................... 82
10.1.1 VOR - ILS System Architecture ......................................................................................... 82
10.2 Components of the VOR - ILS ..................................................................................................... 84
10.2.1 VOR - ILS System Components........................................................................................ 84
10.3 VOR/LOC-GS-MKRB Receivers.................................................................................................. 85
10.3.1 VOR/LOC - GS - MKRB NAV Receivers Location ............................................................ 85
10.3.2 VOR/LOC - GS - MKRB Receivers ................................................................................... 86
10.4 VOR/LOC Antenna ...................................................................................................................... 88
10.4.1 VOR/LOC Antenna Location ............................................................................................. 88
10.5 GS Antenna ................................................................................................................................. 89
10.5.1 Glide Slope (GS) Antenna Location .................................................................................. 89
10.6 MKRB Antenna ............................................................................................................................ 90
10.6.1 Marker Beacon (MKRB) Antenna Location ....................................................................... 90
10.7 Antenna Couplers ........................................................................................................................ 91
10.7.1 Antenna Couplers Location ............................................................................................... 91
10.7.2 Antenna Coupler ............................................................................................................... 92
11 Controls and Indications .................................................................................................................... 93
11.1 Controls of the VOR-LOC/GS/MKRB System ............................................................................. 93
11.1.1 MCDU Radio NAV Pages.................................................................................................. 93

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11.2 Controls and Indications of the VOR-LOC/GS/MKRB System.....................................................95

11.2.1 CDS Radio NAV Tune........................................................................................................95
11.2.2 VOR-LOC Course Selection ..............................................................................................96
11.2.3 VOR-LOC NAV Source Selection ......................................................................................98
11.2.4 Pre Nav Source Selection ..................................................................................................99
11.3 Indications of the VOR-LOC/GS/MKRB System ........................................................................101
11.3.1 VOR Indications ...............................................................................................................101
11.3.2 LOC/GS Indications on PFD ............................................................................................103
11.3.3 Marker Beacon Indications ..............................................................................................105
11.3.4 LOC/GS Miscompare Indications on PFD .......................................................................106
12 Independent Position Determining ...................................................................................................107
12.1 Architecture of the Radio Altimeter System (RAD ALT) .............................................................107
12.1.1 RAD ALT System Architecture .........................................................................................107
12.2 Components of the RAD ALT System ........................................................................................109
12.2.1 RAD ALT System Components .......................................................................................109
12.3 RAD ALT1 Transceiver ...............................................................................................................110
12.3.1 RAD ALT1 Transceiver Location .....................................................................................110
12.3.2 RAD ALT1 Transceiver ....................................................................................................111
12.4 RAD ALT1 Antennas ..................................................................................................................113
12.4.1 RAD ALT1 Antennas Location .........................................................................................113
12.4.2 RAD ALT 1/2 Antennas ....................................................................................................114
12.5 RAD ALT2 Transceiver ...............................................................................................................115
12.5.1 RAD ALT2 Transceiver Location .....................................................................................115
12.5.2 RAD ALT2 Transceiver ....................................................................................................118
12.6 RAD ALT2 Antennas ..................................................................................................................119
12.6.1 RAD ALT2 Antennas Location .........................................................................................119
13 Controls and Indications ..................................................................................................................120
13.1 Controls, Indications and Operation of the RAD ALT System....................................................120
13.1.1 RAD ALT Decision Height ................................................................................................120
13.2 Indications of the RAD ALT System ...........................................................................................123
13.2.1 RAD ALT Indication on PFD ............................................................................................123
13.2.2 RAD ALT Fail and Test Indications on PFD.....................................................................125
13.2.3 RAD ALT Miscompare Indication .....................................................................................127
13.2.4 DH Aural Annunciations ...................................................................................................128
14 Weather Radar System (WXR) ........................................................................................................129
14.1 Architecture of the Weather Radar (WXR) .................................................................................129
14.1.1 Weather Radar System Architecture ...............................................................................129
14.2 Components of the Weather Radar System...............................................................................131
14.2.1 Weather Radar Components ...........................................................................................131
14.3 Weather Radar Transceiver .......................................................................................................132
14.3.1 Weather Radar Transceiver Location ..............................................................................132
14.3.2 Transceiver ......................................................................................................................133
14.4 Weather Radar Phased Array Antenna ......................................................................................135
14.4.1 Antenna Location .............................................................................................................135
14.5 Antenna Drive .............................................................................................................................136
14.5.1 Antenna Drive Unit ...........................................................................................................136
14.6 Tilt Interface Unit.........................................................................................................................138
14.6.1 Tilt Interface Unit Location ...............................................................................................138
14.7 Static Inverter..............................................................................................................................139
14.7.1 Static Inverter Location ....................................................................................................139
14.8 Waveguide Filter .........................................................................................................................140
14.8.1 Waveguide with Filter Location ........................................................................................140
14.9 Waveguide ..................................................................................................................................141
14.9.1 Waveguide Construction ..................................................................................................141
14.9.2 Waveguide .......................................................................................................................141

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15.1 Controls and Indications of the Weather Radar (WXR) System ................................................ 142
15.1.1 WXR MFD Control and Indications ................................................................................. 142
15.2 Indications of the Weather Radar (WXR) System ..................................................................... 145
15.2.1 WXR Indications on PFD................................................................................................. 145
15.2.2 WXR CAS Messages ...................................................................................................... 149
16 Traffic Collision Avoidance System (TCAS II) ................................................................................. 150
16.1 Architecture of the Traffic Collision Avoidance System (TCAS II) ............................................. 150
16.1.1 TCAS II System Architecture........................................................................................... 150
16.2 Components of the TCAS II System .......................................................................................... 153
16.2.1 TCAS II System Components ......................................................................................... 153
16.3 TCAS II Transceiver................................................................................................................... 154
16.3.1 TCAS II Transceiver Location ......................................................................................... 154
16.3.2 TCAS II Transceiver ........................................................................................................ 155
16.4 TCAS II Antennas ...................................................................................................................... 157
16.4.1 TCAS II Antennas Location ............................................................................................. 157
16.4.2 TCAS II Antennas Functionality ...................................................................................... 158
17 Controls and Indications .................................................................................................................. 159
17.1 Controls of the TCAS II System ................................................................................................. 159
17.1.1 MCDU TCAS II Pages ..................................................................................................... 159
17.2 Controls and Indications of the TCAS II System ....................................................................... 161
17.2.1 TCAS II MFD Control and Indications ............................................................................. 161
17.3 Indications of the TCAS II .......................................................................................................... 164
17.3.1 TCAS II PFD Indications ................................................................................................. 164
18 Dependent Position Determining .................................................................................................... 166
18.1 Dependent Position Determining Subsystems .......................................................................... 166
18.1.1 Dependent Position Determining Subsystems ................................................................ 166
19 Automatic Direction Finder (ADF) ................................................................................................... 169
19.1 Architecture of the ADF ............................................................................................................. 169
19.1.1 ADF System Architecture ................................................................................................ 169
19.2 Components of the ADF System ............................................................................................... 170
19.2.1 ADF System Components ............................................................................................... 170
19.3 ADF Receiver............................................................................................................................. 171
19.3.1 ADF Receiver Location ................................................................................................... 171
19.3.2 ADF Receiver .................................................................................................................. 172
19.4 ADF Antenna ............................................................................................................................. 174
19.4.1 ADF Antenna Location .................................................................................................... 174
20.1 Controls of the ADF System ...................................................................................................... 176
20.1.1 MCDU ADF Pages .......................................................................................................... 176
20.2 Controls and Indications of the ADF System ............................................................................. 178
20.2.1 ADF PFD Control and Indication ..................................................................................... 178
20.2.2 PFD Failure Indications ................................................................................................... 180
21 Distance Measuring Equipment (DME) ........................................................................................... 181
21.1 Architecture of the DME ............................................................................................................. 181
21.1.1 DME System Architecture ............................................................................................... 181
21.2 Components of the DME System .............................................................................................. 182
21.2.1 DME System Components .............................................................................................. 182
21.3 DME Transceiver ....................................................................................................................... 183
21.3.1 DME Transceiver Location .............................................................................................. 183
21.3.2 DME Transceiver ............................................................................................................. 184
21.4 DME Antenna............................................................................................................................. 186
21.4.1 DME Antenna Location ................................................................................................... 186
22.1 Controls of the DME System ..................................................................................................... 187
22.1.1 MCDU DME Pages ......................................................................................................... 187
22.2 Indications of the DME System .................................................................................................. 189

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22.2.1 DME Indications on PFD ..................................................................................................189

22.2.2 DME Failure Flags ...........................................................................................................190
22.2.3 DME Aural indications ......................................................................................................191
23 Global Positioning System (GPS) ....................................................................................................192
23.1 Architecture of the GPS ..............................................................................................................192
23.1.1 GPS System Architecture ................................................................................................192
23.2 Components of the GPS System................................................................................................193
23.2.1 GPS System Components ...............................................................................................193
23.3 GPS GPS1 Receiver .................................................................................................................194
23.3.1 GPS1 Receiver Location ..................................................................................................194
23.3.2 GPS1 Receiver ................................................................................................................195
23.4 GPS1 Antenna ............................................................................................................................196
23.4.1 GPS1 Antenna Location...................................................................................................196
23.5 GPS2 Receiver ...........................................................................................................................197
23.5.1 GPS2 Receiver Location ..................................................................................................197
23.5.2 GPS2 Receiver ................................................................................................................198
23.6 GPS2 Antenna ............................................................................................................................199
23.6.1 GPS2 Antenna Location...................................................................................................199
24.1 Controls of the GPS System.......................................................................................................200
24.1.1 MCDU GPS Pages...........................................................................................................200
24.2 Indications of the GPS System ...................................................................................................203
24.2.1 GPS Flags and Annunciators ...........................................................................................203
24.2.2 GPS CAS Messages ........................................................................................................205
25 Air Traffic Control Transponder (ATC XPDR) ..................................................................................206
25.1 Architecture of the Air Traffic Control Transponder (ATC XPDR) ..............................................206
25.1.1 ATC XPDR System Architecture ......................................................................................206
25.2 Components of the ATC XPDR System .....................................................................................208
25.2.1 Components of the ATC Transponder .............................................................................208
25.3 ATC XPDR Transceiver..............................................................................................................209
25.3.1 XPDR Transceiver Location .............................................................................................209
25.3.2 XPDR Transceiver ...........................................................................................................210
25.4 XPDR Antennas .........................................................................................................................212
25.4.1 XPDR Antennas Location ................................................................................................212
26.1 Controls of the ATC XPDR System ............................................................................................214
26.1.1 MCDU ATC XPDR Pages ................................................................................................214
26.2 Controls and Indications of the ATC XPDR System...................................................................216
26.2.1 CDS ATC XPDR Control ..................................................................................................216
27 Helicopter Terrain Awareness Warning System (HTAWS) .............................................................219
27.1 Architecture of the Helicopter Terrain Awareness Warning System (HTAWS) ..........................219
27.1.1 HTAWS System Architecture ...........................................................................................219
27.2 Components of HTAWS System ................................................................................................220
27.2.1 HTAWS ............................................................................................................................220
28.1 Controls and Indications of the HTAWS System ........................................................................221
28.1.1 HTAWS MFD Control and Indications .............................................................................221
28.2 Indications of the HTAWS System .............................................................................................223
28.2.1 HTAWS on PFD ARC MAP .............................................................................................223
28.2.2 HTAWS Mode/Status Flags Annunciations .....................................................................224
28.3 Configuration File / Database .....................................................................................................226
28.3.1 HTAWS / SVS Database..................................................................................................226
29 Synthetic Vision System (SVS) ........................................................................................................227
29.1 Architecture of the Synthetic Vision System (SVS) ....................................................................227
29.1.1 SVS System Architecture .................................................................................................227
29.2 Components of Synthetic Vision System ...................................................................................228
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29.2.1 Synthetic Vision System Example ................................................................................... 228

30.1 Controls and Indications of the SVS System ............................................................................. 229
30.1.1 SVS Control and Indications ........................................................................................... 229
30.2 Indications of the SVS System .................................................................................................. 231
30.2.1 SVS Flags and Annunciators .......................................................................................... 231
30.2.2 SVS CAS Messages ....................................................................................................... 232
31 Digital Map System (DMAP) ........................................................................................................... 233
31.1 Architecture of the Digital Map System (DMAP) ........................................................................ 233
31.1.1 DMAP System Architecture ............................................................................................. 233
31.2 Components of Digital Map System .......................................................................................... 236
31.2.1 Digital Map Components ................................................................................................. 236
32.1 Controls of the DMAP System ................................................................................................... 238
32.1.1 MCDU DMAP Pages ....................................................................................................... 238
32.1.2 MFD DMAP Controls ....................................................................................................... 240
32.2 Controls and Indications of the DMAP System .......................................................................... 243
32.2.1 MFD DMAP Control ......................................................................................................... 243
32.3 Configuration File / Database .................................................................................................... 245
32.3.1 DMAP Database .............................................................................................................. 245
33 Flight Management Computing ....................................................................................................... 246
33.1 Architecture of the Flight Management Computing (FMS) ........................................................ 246
33.1.1 Flight Management System Architecture ........................................................................ 246
33.2 Components of Flight Management Computing System ........................................................... 248
33.2.1 FMS Components ........................................................................................................... 248
33.3 Controls of the FMS System ...................................................................................................... 250
33.3.1 MCDU FMS Main Page ................................................................................................... 250
33.3.2 MCDU DTD Controls ....................................................................................................... 253
33.4 Configuration File / Database .................................................................................................... 256
33.4.1 FMS Database ................................................................................................................ 256
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Navigation System Module Lesson

1 Navigation System Overview
1.1 Navigation System
1.1.1 Navigation System Overview
Navigation System Overview
Navigation function is generally defined as determination of position and direction of the aircraft
on or above the surface of the Earth.
The navigation system supplies the aircraft navigation data in order to provide flight planning
capability, navigation information, and flight performance data to pilot and copilot.
It includes flight instruments, landing aids and other navigation components. Navigation system
is part of the avionic system and uses the air information system (Pitot data), satellite-based
systems (such as GPS), ground-based systems (Radio Navigation systems) Inertial-based
system (AHRS), ground-based / airborne based surveillance systems (such as transponder, and
TCAS) Database management (Flight Management) or any combination thereof.
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1.2 Navigation Sub Systems

1.2.1 Navigation Sub Systems
The navigation system includes the following sub-systems :
Flight Environment Data

Flight environment data systems use sensors to measure the different environmental conditions,
as follows:
 Air pressure
 Airspeed
 Altitude
 Outside air temperature
Flight environment data system includes the following subsystems:
 Pitot-Static
 Air Data System (ADS)
Attitude and Direction

Attitude and direction systems use magnetic and inertial forces to measure and give the attitude
and direction of the aircraft which includes the following subsystems:
 Attitude Heading Reference Systems (AHRS)
 Independent Attitude Stand-by Instrument (ISIS)
Landing and Taxiing Aids

Landing and Taxiing Aids has the following subsystem :
 Instrument Landing System (ILS)
Independent Position Determining

Independent position determining systems use equipment, other than ground station and/or
orbital satellites, to identify the position of the aircraft which includes the following subsystems:
 Radio Altimeter (RAD ALT)
 Traffic Collision Avoidance System (TCAS II)
 Weather Radar (WXR)
Dependent Position Determining

Dependent position determining systems use ground stations and/or orbital satellites to
determine the position and velocity of the aircraft
Dependent Position Determining system includes the following subsystems:
 VOR
 Automatic Direction Finder (ADF)
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 Distance Measuring Equipment (DME)
 Air Traffic Control transponder (ATC XPDR)
 Global Positioning System (GPS)
 Helicopter Terrain Avoidance Warning System (HTAWS)
 Synthetic Vision System (SVS)
 Digital Maps (DMAP)
Flight Management Computing

Flight management computing systems use navigation data to calculate or control the position
or flight path of the aircraft
Flight Management Computing system includes the following subsystems:
 Navigation databases
 Aircraft Mission Management System (AMMS)
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2 Purpose of the Navigation System

2.1 Purpose of the Flight Environment Data Sub System
2.1.1 Flight Environment Data Sub System
Flight environment data systems use sensors to measure the different environmental conditions,
such as the conditions that follow:
 Air pressure
 Airspeed
 Altitude
 Outside air temperature
Flight environment data system includes the following subsystems:
 Pitot-Static
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2.2 Purpose of the Attitude and Direction Sub System

2.2.1 Attitude and Direction Sub System
Attitude and direction systems use magnetic and inertial forces to measure and give the attitude
and direction of the aircraft
Attitude and Direction system includes the following subsystems:
 Attitude Heading Reference Systems (AHRS)
 Independent Attitude Stand-by Instrument (ISIS)
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2.3 Purpose of the Landing and Taxiing Aids Sub System

2.3.1 Landing and Taxiing Aids Sub System
Landing and taxiing aids systems help the aircraft make a safely approach, and landing and taxi
to an airport
The Landing and Taxiing Aids System refers to the Instrumental Landing System (ILS). This
supplies approach and landing navigation guidance data such as azimuth, elevation angular
deviation, and discrete position fixes related to the runway threshold.
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2.4 Purpose of the Independent Position Determining Sub System

2.4.1 Independent Position Determining Sub System
Independent position determining systems use the equipment, other than ground station and/or
orbital satellites, to identify the position of the aircraft.
Independent Position Determining system includes:
 Radio Altimeter System (RAD ALT)
 Traffic Collision Avoidance System (TCAS II)
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2.5 Purpose of the Dependent Position Determining Sub System

2.5.1 Dependent Position Determining Sub System
Dependent position determining systems use ground stations and/or orbital satellites to
determine the position and velocity of the aircraft
Dependent Position Determining system includes:
 VOR
 Automatic Direction Finder (ADF)
 Distance Measuring Equipment (DME)
 Air Traffic Control Transponder (ATC XPDR)
 Global Positioning System (GPS)
 Helicopter Terrain Awareness Warning System (HTAWS)
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 Digital Maps (DMAP)
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2.6 Purpose of the Flight Management Computing Sub System

2.6.1 Flight Management Computing Sub System
Flight management computing systems use the navigation data to calculate or control the
position or flight path of the aircraft
Flight Management Computing, also called Flight Management System (FMS), uses:
 Navigation databases
 Aircraft Mission Management System (AMMS)
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3 Architecture and Interface

3.1 Navigation System General Architecture
The H/C Flight and Navigation Sensor Systems are based on the following main items:
 Navigation equipments:
o NAV 2 with ADF (VOR/LOC/GS/MB/ADF)
o NAV 1 (VOR/LOC/GS/MB)2
o Distance Measurement Equipment (DME)
o Air Traffic Control Transponder (ATC XPDR)
o Global Position System (GPS) SBAS receiver
 Flight Instruments equipments:
o Integrated Stand-by Instrument System (ISIS)
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o Radio Altimeter (RA) single RADALT (basic installation)
o Attitude Heading Reference System (AHRS)(x2)
o Air Data System (ADS)(x2)
o Outside Air Temperature (OAT) Sensors(x2)
 Flight Management Computing and Control interface equipments:
o The Cockpit Display System (CDS)
o Aircraft Management and Mission Computers (AMMCs)(x2)
o AMMS Control Units (MCDU)(x2)
 The following option kits are included in the basic H/C configuration:
o A 2nd Global Position System (GPS) receiver
o A 2nd Radio Altimeter
o Traffic Collision Avoidance System (TCAS II)
o Helicopter Terrain Awareness Warning System (HTAWS)
o Synthetic Vision System (SVS)
o Digital Map (DMAP)
o Weather Radar (WXR)
 In addition to the previous kit list, other optional Navigation or Flight Instruments
equipments could be added to the basic configuration on customer's request:
o Direction Finder (DF) used for Direct NAV (DNAV)
o A second ADF
o A second DME
o TACAN (used for Guided NAV) (GNAV)
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3.2 Navigation System Interface

3.2.1 Navigation System Interface
The main Avionic systems that are interfaced with the Navigation System are:
 Aircraft Mission Management System (AMMS):
o AMMS is the main system that control and monitor NAV functionalities. In brief:
o AMMS provide NAV Controls.
o AMMS receives NAV feedback.
o AMMS routes the NAV Data to the Flight Data Recorder (FDR).
o AMMS routes the NAV Data to the Diagnostic and Monitoring (MDS).
 Cockpit Display System (CDS).
o The NAV System interfaces with the CDS in order to provide navigation information to
all PFD/MFD displays. The CDS, provides controls to the NAV system through the
AMMS.
 Auto Flight Control System (AFCS):
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o The NAV System interfaces with the AFCS in order to send the relevant navigation
data necessary to control and stabilize the Helicopter Attitude and for Auto Flight
Guidance.
 Communication and Audio System (COMM/ICS):
o The NAV System interfaces with COMM/ICS in order to provide to the Pilot/Co-pilot the
relevant audio information from the Radio Navigation Aids and provide relevant aural
messages for crew alerting.
 Electrical System:
o The NAV System receives electrical power necessary to the proper functions from
Electrical Power Generation and Distribution System (EPGDS).
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4 Flight Environment Data

4.1 Architecture of the Air Data System
4.1.1 Air Data Subsystem Architecture
Flight environment data systems measures the different environmental conditions, as follows
and provide them to the Cockpit Display System (CDS):
 Air pressure
 Airspeed
 Altitude
 Pitot Air pressure (Dynamic)
 Static Air pressure
 Outside Air Temperature (OAT)
The Air Data parameters shown on displays are the following:
 Airspeed
 Vertical Speed
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 Barometric Altitude
 Outside Air Temperature
Flight environment data is composed of the following:
 Pitot and Static System
The Pitot-Static:
The pitot-static system is designed to collect air pressures (dynamic and static pressures) using
two independent Pitot static probes (and two alternate static sources.)
These pressures are fed via the pitot-static system pipework to the Air Data Module (called also
Air Data Units or Air Data Computers) and to the Independent Stand-By Instrument (ISIS) which
receives pitot static pressures from the left (port) pitot probe.
Air Data System
ADS is composed of two independent Air Data Modules (ADM). They convert the data received
from the pitot static system into digital signals and performs the calculation of the related flight
air data (airspeed, altitude and rate of climb or descent).
To detect the air temperature, the ADS interfaces with the OAT probes (x2) and each OAT
probe is interfaced to the on-side ADC by means dedicated analogue connection.
The ADS signals are transmitted via Arinc 429 to the Cockpit Display System (CDS)
The ADS is also interfaced via A429 with the AFCS system in order to provide air data to the
FCC for flight guidance management.
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4.2 Components of Air Data System

4.2.1 Air Data System Components
Pitot-Static System - The pitot-static system has the primary components that follow:
 Number 1 pitot-static probe
 Number 2 pitot-static probe
 Number 1 alternate static source valve
 Number 2 alternate static source valve
 Pipework (tubing)
Air Data System - The Air Data System has the primary components that follow:
 Number 1 Air Data Unit (ADU1) - Type AC32 supplied by Revue Thommen
 Number 2 Air Data Unit (ADU2) - Type AC32 supplied by Revue Thommen
 Number 1 Outside Air Temperature Sensor (OAT1) - P/N 0129G Supplied by Goodrich
 Number 2 Outside Air Temperature Sensor (OAT2) - P/N 0129G Supplied by Goodrich
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4.3 Pitot-Static
4.3.1 Pitot - Static Probes Location and Functionality
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Location
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The system is composed by two Pitot-Static probes (number 1 and the number 2 Pitot ) that are
installed respectively on the left and on the right side of the helicopter nose.
Four screws attach the Pitot–Static probe to the structure and a set of nylon tubes connects the
Pitot–Static tubes with the Air Data management system of the helicopter.
Purpose
The purpose of the Pitot-static System is to provide the dynamic and static air pressure to the
Air Data Modules (ADM) and standby instrument.
Operation
The pitot-static system is designed to collect air data (total and static pressures) and supply this
to the Air Data Units and consequently used by primary and secondary cockpit instrumentation.
Each pitot-static probe collect the atmospheric pressure (static pressure) and the total pressure
(total or pitot pressure) and has three output ports;
two output ports are for the static pressure (S1 and S2) and one for the total pressure (P).
These pressures are fed via the pitot-static system pipework to the following equipments which
are not part of the pitot-static system itself:
 Air Data Module (ADM): One each for the pilot and co-pilot, these units (also called Air Data
Unit or Air Data Computer) convert the air pressure supplied from the pitot-static system
into digital signals. These digital signals are then used to calculate and display relevant
flight data to the crew, this includes airspeed, altitude, and rate of climb/descent.
 Standby Indicator: This device is located in the instrument panel and serves as a backup to
the information provided by the Air Data Computers.
To assure reliable readings and distribution of the total and static pressures to the instruments
the following features have been adopted:
 In the left Pitot–Static probe, the static pressure output port S1 is left to right cross link with
the “Tee fitting” to the S2 port, in the right Pitot–Static probe, and trough the number 2
alternate static source valve, they transmit the static pressure signal to the ADC2.
 In the right Pitot–Static probe, the static pressure output port S1 is right to left cross link
with the “Tee fitting” to the S2 port, in the left Pitot–Static probe and through the number 1
alternate static source valve, they transmit the static pressure signal to the ADC1 and to the
standby instrument (ISIS).
 In each Pitot–Static probe, the total pressure output port (P) transmits the pressure signal
to the on side Air Data Computer (ADC). Restrictors have been installed in the static lines
to minimise oscillations on the instrument readings.
 Each Pitot-Static probe has a drain hole to minimise the effect of water condensing from the
atmosphere
 Each Pitot-Static probe has an electrical connection to provide electrical power to the built-
in heater to prevent ice formation.
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4.4 Pitot-Static Pipework

4.4.1 Pitot - Static Air Tubes Interconnection and Location
Location
The pitot-static system pipework is distributed between the nose avionic bay and the instrument
panel area of the helicopter. The pipework is consists of a set of nylon tubes that connects the
Pitot–Static probes to the Air Data management system of the helicopter. The tubes are fixed to
the helicopter structure by clips.
Purpose
The purpose of the interconnection tubing is to distribute air pressures sensed by pitot - static
probes to the air-data management system of the helicopter using a set of nylon tubes.
The air pressure (static and dynamic) is fed via the pitot-static system pipework, to the following
equipments which are not part of the pitot-static system itself:
 Air Data Computers (ADC)
 Alternate Static Ports
 Standby Indicator (ISIS)
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Operation
The tubing is internally divided into two-off subdivisions, one for static pressure and one for
dynamic pressure . Moreover:
 Pilot and co-pilot systems are separate.
 Static pressure lines are cross connected (left and right) to reduce discrepancies during
yaw and slide slip flight manoeuvres.
 Restrictors have been installed in the static lines to minimise oscillations on the instrument
readings.
 Each total and static pressure line has a drainage port (all placed in the nose avionic bay)
to collect and allow removal of any water accumulated within the system.
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4.5 Alternate Static

4.5.1 Alternate Static Location
Location
There are two independent and separated Alternate Static sources located in the overhead
panel:
 one on the LH sidewall (co-pilot)
 one on the RH sidewall (pilot)
Purpose
The purpose of the Alternate static ports is to provide an alternative static pressure source in the
event of primary static failure.
Operation
Each port is integral with a lever-type selector valve that can be operated by the crew. The
control is protected by a red guard to prevent inadvertent actuation.
The toggle selector lever is usually set at NORM, but must be moved to the ALTN position if the
system indications become incorrect. When the toggle switch is at ALTN, the source of the
static pressure becomes the alternate static source-valve.
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4.6 ADU
4.6.1 ADU Location and Functionality
Location
The helicopter has 2 Air Data Units (ADU).
The number 1 and the number 2 Air Data Units (also called Air Data Module or Air Data
Computer ) are installed respectively on the left and on the right side of the nose. Four screws
and four washers attach each ADU to the nose wall
Purpose
The Air Data Computer Unit (ADU) measures barometric altitude, airspeed and temperature in
the atmosphere. It has integrated solid-state pressure sensors for static and pitot pressure.
ADUs change the data received from the Pitot and static system into digital signals and
performs the calculation of the related flight data (airspeed, altitude and rate of climb or
descent).
Operation
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Each ADU has the Total Pressure (PT) and the Static Pressure (PS) input ports. PT is
connected to the total pressure output port P of the on side pitot-static probe.
The ADU1 PS is connected to the static pressure output ports S2-S1 (left-to-right) of the pitot-
static probes and in the ADU2 the PS is connected to the static pressure output ports S1-S2
(left-to-right) of the pitot-static probes.
The computed air data parameters are transmitted via ARINC 429 data bus to each cockpit
display (MFDs and PFDs) and to the AFCS computer. Each ADU provide Two A429 transmit
channels, one connected to each display and one connected to AFCS computer.
Each ADU also have a dedicated interface able to excite and read the Outside Air Temperature
Sensor.
The ADU 1 is 28Vdc supplied through a dedicated output of the solid state distribution system
connected to Main Bus 1.
The ADU 2 is 28Vdc supplied through a dedicated circuit breaker connected to Emergency Bus
2.
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4.7 OAT sensors

4.7.1 OAT Sensors Location and Functionality
Location
There are two outside air temperature sensors (OAT) sensors.
The two outside air temperature sensors are installed respectively on the left and on the right
bottom side of the fuselage. Six screws attach each OAT on the bottom fuselage structure.
Purpose
The purpose of the Outside Air Temperature sensor, is to sense and transduce the environment
air temperature into an electrical signal that can be used for air data parameters correction,
computation and display.
Operation
The two independent OAT sensors are Resistance Temperature Detectors type (RTD) . RTD
are sensors used to measure temperature by correlating the resistance of the RTD element with
temperature. The OAT sensor has an operative range: –65°C to +85°C and requires a DC
current bias (excitation).
The two OAT probe sensing elements are separately excited and read by the on-side Air Data
Computer Unit (ADU). The number 1 outside air temperature sensor is electrically interfaced
with ADU1 and the number 2 outside air temperature sensors is electrically interfaced with
ADU2.
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Through the ADUs the air temperature value is sent (A429) to the Display System (CDS) and
shown on the on-side PFD.
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5 Controls and Indications

5.1 Controls of Air Data System
5.1.1 Alternate Static Port Control
The Alternate Static ports are equipped with a control lever-type selector protected by a red
guard to prevent inadvertent actuation.
The toggle selector lever is usually set at "NORM". It must be moved to the "ALTN" position if
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the air data system indications become incorrect. When the toggle switch is at ALTN, the source
of the static pressure becomes the alternate static source-valve.
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5.2 Controls and Indications of Air Data System

5.2.1 Baro Set
DCP Control :
Rotating the BARO knob on Display Control Panel (DCP) allows changing the barometric
pressure reference setting for the on-side Air Data Module (ADM).
PFD Control :
Using the PFD menu keys (lower bar) is possible to reach the DCP back-up menu bar that
provides the BARO ± Keys . Using these keys it is possible to change the barometric pressure
reference setting, as per DCP Knob.
The selected value is displayed as a digital readout below the Barometric Altimeter of the onside
PFD. Whenever the BARO knob is rotated (or the BARO LSK's are used) a white BARO flag
flashes on the bottom of the onside barometric altimeter tape and stops flashing 5 seconds after
last baro set change .
The barometric pressure reference can be set as Inches of Mercury (IN) or HectoPascals
(HPA). The selected unit is displayed at the right of the digital readout. Unit can be selected via
the System/Config drop-down menu
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5.2.2 ADS Single Source Selection
Rotating the ADS Knob, on the Reversion Control Panel (RCP), to position "1" or "2" , the
selected Air Data system supplies all DUs and the ADU annunciator (meaning single source)
is displayed on both PFDs.
The ADS annunciator is not displayed when the ADS Knob is in "NORM" position. This is the
Normal usage of ADS data.
Normal usage of ADS data for display is “on-side”( i.e. ADS 1 for co-pilot’s DUs and ADS 2 for
pilot’s DUs) means that sources are from the on-side ADS.
ADS Knob position :
 "NORM" : The On-Side ADS Data are provided to each PFD
 "1" : PFD1 and PFD2 use ADS1 Data
 "2" : PFD1 and PFD2 use ADS2 Data
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5.3 Indications of the Air Data System

5.3.1 Indications on PFD
The Primary Flight Indication (PFI) is the part of PFD format which contains Air Data System
flight indications. The Air Data System indications consists of :
 Air Speed
 Barometric Altitude
 Vertical Speed (VS) (including TCAS II Resolution Advisories when TCAS II is installed)
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5.3.2 Indicated Airspeed (IAS) Indications
Airspeed indication includes the following elements:
 Airspeed scale / pointer and readout
 AFCS Airspeed bug and readout for the selected airspeed setting
 Air speed trend vector
 VNE indication
 Low speed indication
 Ground speed readout
 Ground Speed Source indication
 AFCS Longitudinal Ground Speed bugs and readout
Air speed scale, pointer and readout.
An indication of airspeed is provided by the moving airspeed scale and fixed pointer.
The white scale consists of a full scale range from 0 to 250 kts and includes major tick marks
every 10 knots with numeric labels every 10 knots until 200 kts (and every 20 kts above 200kts).
The airspeed scale translates along airspeed tape (80 knots range), the pointer indicates the
current airspeed on the tape and contains a 3 digits readout with numeric resolution of 1kt.
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When Airspeed value is below 20 Kts and then increases without exceeding 25 Kts (5Kts
hysteresis), an amber band is displayed from 0 to 20 Kts along the scale and Airspeed readout
is displayed in black text over amber background indicating the current airspeed.
When helicopter on ground AND airspeed below 20 kts, the Airspeed scale is parked as for 0 Kt
and readout displays “000”.
The data source for Airspeed value is provided by the ADS#1 or #2. Source selection is done
through the ADS switch on the RCP.
VNE indication.
The VNE represents the structural velocity limit for the aircraft under normal operating
conditions. The VNE value is computed by the CDS (PFD's) using the current Pressure Altitude
and outside air temperature data (to obtain the CAS - Corrected Air Speed), coming from the
ADS source defined by ADS switch on RCP.
The VNE computation depends from operative mode (OEI, AEO, Power OFF). The VNE symbol
is displayed fixed on the airspeed scale as a red strip when all engines operative or red & white
strip when one engine inoperative or power-off mode (auto rotation).
When the airspeed value exceed the VNE minus 5 knots, a vertical red line (all engines
operative) or red/white (one engine inoperative or power-off) is displayed on the right side of the
Airspeed tape behind airspeed scale marking, extending from the VNE strip to the maximum
value represented on the scale. This line is displayed thicker when the Airspeed value exceed
VNE.
When the CAS value plus Airspeed Trend Vector exceeds the VNE, the Airspeed readout turns
black text over amber background until trend vector drops below VNE value.
When the CAS value exceed 1 Kt over VNE, the Airspeed readout turns white over red
background until Airspeed value drops below VNE.
This overspeed condition has precedence over trend condition and is sent to the AMMC for
aural warning.
Air speed Trend Vector.
The air speed trend vector is a magenta bar rising above or below from the Airspeed mid-scale.
It anticipates the air speed behavior in order to give to the pilot the quantity of the future
airspeed variation.
It indicates the Airspeed which will be reached within five (5) seconds by the aircraft if current
situation is maintained.
The Airspeed trend vector is removed when Airspeed value is below 60 Kts or for acceleration
lower than +/-1 Knot per second (+/-5 Knots vector length).
Selected Air Speed.
The selected airspeed provides the pilot with a reference airspeed indication that is associated
with current AFCS captured and armed modes. The selected airspeed includes a digital readout
of the selected airspeed, at the top of the air speed scale, and a bug displayed on the internal
airspeed tape.
The digital readout is enhanced by an arrow indicating the location of the bug relative to the
current Airspeed when difference exceeds +/- 5 Kts.
Both readout and indicator are magenta (typically associated with a Captured mode).
Ground speed indicator
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The ground speed indication is located at the bottom of the Air speed scale. The digital readout
consists of 3 green digits with white label “GS”.
The Ground Speed data is computed and provided by the FCC or FMS. By default the selection
is FCC because is more precise. If the FCC is not able to guarantee high precision in the
computation, the FMS automatically provides the Ground Speed Data. A white letter “F” is
displayed following the Ground Speed digital value, indicating the FMS is the source. No letter is
displayed when FCC is the source (default). When ground speed value is NCD, the readout is
replaced by white dashes. When ground speed value is failed or missing, the readout is
replaced by amber dashes. Ground speed readout range is 0 to 999 Knots with a 1 Kt
resolution.
Longitudinal Ground speed indicator (GSPD)
The longitudinal ground speed indicator (GSPD) is displayed when the FCC mode is engaged to
Ground Speed Hold.
When AFCS Ground Speed mode is engaged, a magenta datum readout is displayed just
below Ground Speed readout and a ground speed magenta datum bug is displayed on the
external right side of airspeed tape.
At the same time, a green triangle pointer (with "G" inside) is displayed on the right side of
airspeed tape, indicating the current longitudinal GS.
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5.3.3 Baro Altitude Indications
The altitude indication consists of:
 Scale, pointer, readout indication
 Selected altitude (ALT, ALTA) bugs and readouts
 Barometric reference
 Altitude trend vector
 Radar altitude indication (refer to Rad Alt indication)
 Decision Height indication (refer to Rad Alt indication)
Altitude scale, pointer and readout :
An indication of altitude is provided by a moving altitude scale range from -2,000 ft to 60,000 ft
and fixed pointer. Small ticks are displayed at 100ft intervals, Large ticks and Altitude values are
displayed at 500 ft intervals. The altitude scale translate along altitude tape (1100 ft range), the
pointer is a black box that contain the digital readout and indicates the current altitude. The
altitude rolling digit readout provides a digital readout with numeric resolution of 20 ft. The
readout is 5 green digits (Large font for hundreds and small font for tenths and units). A “NEG”
white label is displayed on the left of the Altitude readout when value is below 0 ft.
Altitude trend vector
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The Altitude Trend Vector is a magenta bar rising above or below from the Altitude mid-scale. It
indicates the Altitude which will be reached within five (5) seconds by the aircraft if current
situation is maintained. The data source for trend vector is computed from the Vertical Speed
value provided by the ADS1 or 2. Source selection is done through the ADS switch on the RCP.
The Altitude trend vector is removed for Vertical Speed lower than +/-20 ft per second (+/-100 Ft
vector length). When Vertical Speed and/or Altitude are received NCD, fail or missing, the
Airspeed trend vector is removed.
Selected altitude (ALT, ALTA)
The AFCS selected and pre-selected altitude symbology provides reference altitude indications
associated with current AFCS captured and armed modes. The symbology associated with
those references setting includes a bug on the Altitude Scale and a digital readout for each of
the reference values (Altitude and Altitude Acquire). The bugs are displayed over background
and behind white scale marks.
The positioning of the Reference Altitude Indicators, the values displayed by the associated
readouts, and the color of both are all under the control of the AFCS. Each indicator is
positioned on the Altitude Scale based on the value received from the AFCS for that reference
(altitude or altitude acquire) and each readout displays that value as well. Altitude reference
datum box over altitude tape are removed when not used by FCS
The ALTA readout and indicator are Cyan colored (typically associated with an Armed mode)
where the ALT readout and indicator are Magenta (typically associated with a Captured mode).
When the reference altitude is set to a value that is not within the range of the visible altitude
scale, the indicator is displayed as a halved symbol on the side the symbol goes out.
When the Altitude Metric selection is made through MFD System Config menu, the readout
values are converted into Meters rounded to the nearest meter, and a white “M” is displayed on
both PFDs on the right of the ALT and ALTA readouts. When selected or pre-selected altitude is
missing from the On-Side AFCS, it is read on the Cross-Side AFCS. When selected or pre-
selected altitude is received NCD, the bug and readout are removed. When selected or pre-
selected altitude is received failed, or missing from the Cross-Side AFCS, the bug is removed
and the readout replaced by amber dashes.
Barometric reference indication
The barometric correction set readout provides to the pilot the ability to accurately set the
barometric correction factor for altitude computation. The Barometric correction setting is set by
each pilot from the DCP or Bezel Keys. The displays compute the barometric correction from
the reference set knob turn information received. The Barometric reference consists of a cyan
digital readout followed by a white indication of the unit used hPa or InHg depending of the
selection made through MFD System Config menu. It is located at the bottom of altitude scale.
The range for reference pressure is: 745 hPa to 1050 hPa with 1hPa resolution or 22.0 inHg to
31.00 inHg with 0.01 inHg resolution. If the pilot attempts to set the value below 745 hPa (22.0
in Hg) or above 1050 hPa (31.00 inHg), the value is limited at those points.
As soon as the barometric correction setting is changed, it is annunciated via a BARO label
toggling between black text over white background and reverses video. This annunciation is
maintained 5 seconds after the last change.
The barometric correction is set to standard (1013.25 hPa / 29.92 inHg) and displayed as a
cyan “STD” legend when the reference set knob “STD” button is pushed. In standard mode
(“STD”), the displayed altitude is the standard altitude. When the DCP baro knob is turned, the
barometric correction is displayed and increased or decreased from the standard value. The
barometric correction setting defaults to the last set value on power up.
Altitude Metric readout
This display is generated by converting barometric altitude to meters. The metric altitude box is
displayed directly above the current altitude pointer box. The Altitude Metric readout provides a
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digital readout with numeric resolution of 1 Meters . The readout is 5 green digits and a white
”M” (in small font).
The Altitude Metric is displayed on all PFDs when the selection is made through MFD System
Config menu.
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5.3.4 Vertical Speed (VS) Indications
The Vertical speed display consists of:
 Vertical speed scale, pointer and readout
 AFCS Selected VS bug and readout
Vertical speed scale, pointer and readout
An indication of vertical speed is provided by the moving pointer (green needle) and fixed scale.
The white scale consists of a full scale range of -3000 to 3000 ft/min and includes numeric
labels, every 1000 ft/min and ticks indicated as follow:
 6 white major ticks (+1000, +2000, +3000, -1000, -2000, -3000)
 2 white medium ticks (+500, -500)
 4 grey minor ticks (+750, +250, -250, -750)
 1 index tick for reference 0
The vertical speed pointer is a green needle which indicates the value on fixed scale associated
to a green digits readout, displayed at the top of the Vertical speed scale when positive VS and
at the bottom when negative. For Vertical Speed lower than +/- 300 Ft/min, the readout is
removed. The data source for Vertical Speed value is provided by the ADS1 or 2. Source
selection is done through the ADS switch on the RCP.
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Selected vertical speed bug and readout
The AFCS selected vertical speed symbology provides reference vertical speed indications
associated with current AFCS captured and armed modes. The symbology associated with this
reference setting includes a triangular bug on the Vertical Speed Scale, a digital readout with an
arrow indicating the selected VS up or down. The arrow points up for positive selected VS and
down for negative.
The positioning of the Selected Vertical Speed bug, the value displayed by the associated
readout, and the color of both are all under the control of the AFCS. The AFCS also commands
that the readout and bug be colored either cyan (typically associated with an armed mode) or
magenta (typically associated with a Captured mode). Vertical speed datum reference box over
vertical speed tape is removed when not used by FCS. When the reference vertical speed is set
to a value that is not within the range of the vertical speed scale, the indicator is displayed as a
halved pointer on the side the symbol goes out.
When selected vertical speed is missing from the On-Side AFCS, it is read on the Cross-Side
AFCS.
When selected vertical speed is received NCD, the bug and readout are removed.
When selected vertical speed is received failed, or missing from the Cross-Side AFCS, the bug
is removed and the readout and arrow replaced by amber dashes.
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5.3.5 ADS Miscompare Annunciation
IAS Miscompare:
Airspeed miscompare occurs when there is a difference of more than 20Kts for more than 1
second between the Airspeed values of the two ADS sources. The Miscompare computation is
accompluished by each PFD.
When miscompare air speed is detected, an amber IAS annunciation is displayed over IAS
tape. The annunciation toggles between amber over black and reverses video for the first 5
seconds then become steady black text over amber background.
IAS miscompare is not displayed for On-Side or Cross-Side missing, fail or NCD Airspeed.
VNE Miscompare:
VNE miscompare occurs when there is a difference of more than 7 Kts for more than 1 second
between the VNE values of the two sources. Miscompare computation is accompluished by
each PFD.
When miscompare VNE is detected, an amber VNE annunciation is displayed over IAS Tape.
The annunciation toggles between amber text over black background and reverses video for the
first 5 seconds then become steady black over amber background.
VNE miscompare is not displayed for On-Side or Cross-Side missing, fail or NCD Standard
Altitude.
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ALT Miscompare:
Altitude miscompare occurs when there is a difference of more than 150 Ft for more than 1
second between the Standard Altitude values of the two sources.
Miscompare computation is accompluished by each PFD.
When Altitude miscompare is detected, an amber ALT annunciation is displayed. The
annunciation toggles between amber text over black background and reverses video for the first
5 seconds then become steady black over amber background.
ALT miscompare is not displayed for On-Side or Cross-Side missing, fail or NCD Standard
Altitude.
Baro Correction Miscompare :
When difference between Pilot and Copilot Barometric correction setting readouts exceeds 5
hPa or 0.15 inHg, a cyan ALT annunciation is displayed. The annunciation toggles
between cyan text over black background and reverses video for the first 5s then become
steady (black text over cyan background). It is displayed over altitude tape and removed when
the miscompare is no longer detected.
Miscompare computation is accomplished by each PFD.
When both cyan and amber ALT miscompare are displayed, the Standard Altitude miscompare
(Amber) flag has priority over the Barometric correction setting miscompare (Cyan) flag.
VS Miscompare :
Vertical Speed miscompare occurs when there is a difference of more than 200 ft/min for more
than 1 second between the Vertical speed values of the two sources. When Vertical Speed
miscompare is detected, an amber air speed VS; annunciation is displayed. The annunciation
toggles between amber over black and reverses video for the first 5 seconds then become
steady black text over amber background.
Miscompare computation is accompluished by each PFD. VS miscompare is not displayed for
On-Side or Cross-Side missing, fail or NCD Vertical Speed.
OAT Miscompare :
when an OAT miscompare greater than 2°C for more than 2 seconds is detected, a OAT
annunciation is displayed. The annunciation toggles between amber over black and reverses
video for the first 5 seconds then become steady black text over amber background.
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5.3.6 ADS Failure Indications and CAS Message
CAS MESSAGES :
In case of Air Data Modules failure, the following Cauiton messages appear on the CAS window
(represented before acknowledge) :
 1 ADS FAIL : Air Data Module 1 Failure
 2 ADS FAIL : Air Data Module 2 Failure
Associated with the relevant ADS Failure on the on-side PFD there is the loss of Airspeed,
Altitude, Vertical speed indications (a red cross over each scale background is displayed)
FAILURE INDICATIONS on PFDs:
Air Speed Fail Flag :
If valid airspeed input is not received, the Airspeed symbology is removed, as well as other
following symbology that uses Airspeed.
If the input is failed or the input data is not received, a red cross over scale background is
displayed in addition to the symbology being removed.
When Airspeed value is NCD the same symbols are removed but red cross is not displayed.
Baro Altitude Failure Fail Flag :
If valid Altitude input is not received, the Altitude symbology is removed, as well as other
following symbology that uses Altitude.
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If the input is failed or the input data is not received, a red cross over scale background is
displayed in addition to the symbology being removed.
When Altitude value is NCD the same symbols are removed but red cross is not displayed.
Vertical Speed Failure Fail Flag :
When the vertical speed input is failed or the input data is not received, a red cross over scale
background is displayed in addition to the symbology being removed. The red cross is displayed
over all other symbols.
When Vertical speed value is NCD the same symbols are removed but red cross is not
displayed.
OAT Failure :
When the OAT input is failed or the input data is not received, yellow dashes - - - are
displayed.
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5.3.7 ADS CAS Messages
Associated ADS Failure

1 (2) ADS FAIL
Aural Message : "Airspeed , Airspeed". This is directly related to the VNE Exceedance
 "Airspeed Airspeed " : Whenever the Helicopter speed exceed of 1 Knots the VNE,
AIRSPEED aural message is generated by AMMS
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6 Attitude and Direction

6.1 Architecture of the Attitude and Direction System
6.1.1 Attitude & Direction Subsystem Architecture
The Attitude and Direction System supplies attitude, heading and reference data to the aircraft
systems.
The system has the following:
 Attitude Heading Reference System (AHRS)
 Independent Standby Instrument (ISIS)
AHRS
The Attitude and Heading Reference System (AHRS) generates attitude and heading data used
by the displays, Auto Flight System, WX Radar, AMMS , FMS, and other helicopter systems.
The AHRS system is composed of two Attitude Heading Reference Units (AHRU) and two
Magnetic Sensor Units (MSU). MSU's are used for detection of the horizontal component of the
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earth’s magnetic field.
Each AHRU sends data via A429 to MFD/PFD pilot, MFD/PFD co-pilot, Auto Flight Computer,
ISIS (through the Reversion Control Panel). AHRUs receive data via A429 from GPS system
and Air Data system through the AMMS computers. They receive A429 data also from the on-
side PFD for mode selection and receive the RS422 time mark signal from the on side GPS to
synchronize the relevant inertial data with GPS data.
Each AHRU is interfaced with the on-side AMMC computer with analogue signals to inform
AMMS about magnetic heading slaving error and for control and selection purposes.
Each MSU (also called Flux Valve) is interfaced via analogue signals to the on-side AHRU.
Independent Standby Instrument (ISIS)
The ISIS (or ADI STBY) provides backup pitch, roll, and slip/skid information, and backup Air
Data Information (airspeed, altitude and vertical speed) using internal sensor systems and
interfacing the Air data system.
It receives Radio NAV data via A429 from NAV Receiver 1 and NAV Receiver 2 . It is used by
the pilots in case of principal instruments failures. The ISIS via A429, provides data to AFCS
computer for Air Data and AHRS data sensor comparison.
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6.2 Components of Attitude and Direction System

6.2.1 Attitude and Direction System Components
The system consists of:
 Two Attitude and Heading Reference Units (AHRS 1 and AHRS 2).
 One Independent Electronic Standby Instrument (ISIS).
Attitude and Heading Reference Systems
The Attitude and Heading Reference Systems consists of:
 Two Attitude and Heading Reference Unit (AHRU1 and AHRU2) model LCR-100 by Litef
 Two Magnetic Sensors Units (MSU1 and MSU2 - also called Flux Valve) model FX-600 by
Honeywell
 Two Calibration PROM P/N124282-0000 by Litef (called IDM) tied to the relevant mounting
tray by means a safety cord
 Two Mounting Tray with Cooling Fan by Litef P/N 145711-0000
Independent Electronic Standby Instrument:
The ISIS consists of an all-in-one instrument that contains all the components and sensors
required to detect, compute and provide the back-up aircraft Attitude and Air Data.
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The ISIS model is a iSFD-40004-02-01 by Meggit.
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6.3 AHRU
6.3.1 Attitude Heading Reference Unit (AHRU) Location
Location
The two AHRU's are installed respectively in left and right side of the nose avionic bay.
Two hold-down knobs hold the AHRU to its mounting tray.
The mounting tray includes the cooling fan.
The Fan is powerd by the AHRU through a dedicate cable connection. The cable is connected
to the AHRU by means a dedicated connector (J2).
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6.3.2 Attitude Heading Reference Unit (AHRU)
Purpose
The Attitude and Heading Reference Unit (AHRU) computes and generates attitude, heading
and flight dynamics (body rates and acceleration) data used by:
 Display System (CDS)
 Auto Flight System ( AFCS)
 AMMS
 FMS
 other avionic systems
Operation
The AHRU is an all attitude inertial sensor system which provides aircraft attitude, heading and
flight dynamics (body rates and acceleration) information, which are typical used for flight
control and pilot displays.
It consists of a three inertial measurement units, one for each principal axis of the aircraft,
utilizing fiber optic rate gyros (FOG) and micromechanical accelerometers for the measurement
of aircraft angular rate movement.
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A digital computer mathematically integrates the rate and acceleration data to obtain heading,
pitch and roll attitude. Augmented by air data the system also provides filtered inertial altitude
and vertical velocity.
The AHRU contains an interface for an external flux valve (MSU). This interface is used to
directly excite the Magnetic Sensor Unit (MSU) and receive the MSU signals. This provides an
input to the AHRS as a long-term heading reference.
Operation of the AHRU is automatic upon the application of power to the system. After
application of power, the system performs an alignment.
The AHRU also supply and monitors the cooling fan, integrated in the mounting tray, through a
dedicate cable connection.
AHRU's contains ARINC 429 interfaces ( to provide and receive data) as well as discrete
strapping for identification and function.
The AHRS is also interfaced with GPS via Arinc 429. If GPS data from an external GPS receiver
is available, the AHRU also outputs hybrid position and velocity data (blended AHRS/GPS) with
high accuracy and bandwidth which are also used to support Hover flight director mode for
AFCS.
The AHRS keep dumped for 30 seconds the Hybrid Data during long term GPS outages and/or
disturbances.
On the front of the AHRU there is a mode button. This mode button is accessible from the
outside and does not protrude the system housing. The activation of the mode button is only
possible by a pointed tool. Depending on the system state the mode button can be either used
to enter the MSU calibration mode or to reset the fault indicator.
At the front plate there is a red LED. The permanently illuminated LED indicates that the system
operates in the MSU calibration mode.
The flashing LED is used as fault indicator. In case a fault is detected on aircraft side (e.g.
wiring, electrical or digital interface) or IDM and not on the AHRU, the fault indicator can be
reset, when the unit is switched-on, by pressing the Mode Button for minimum 2 seconds.
Each AHRU units have a dual 28Vdc power connection: Primary and Secondary (or auxiliary).
AHRU1 primary power is connected to 28Vdc Emergency Bus1 through a dedicated circuit
breaker.The secondary power is connected to the 28Vdc through a dedicated output of the solid
state power distribution system connected to Main Bus1.
AHRU2 primary power is connected to 28Vdc Emergency Bus2 through a dedicated circuit
breaker.The secondary power is connected to the 28Vdc through a dedicated output of the solid
state power distribution system connected to Main Bus2.
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6.4 CAL PROM (IDM)

6.4.1 AHRU Calibration Memory Location
Location
Each AHRU has a Calibration Memory or Identification Data Memory (IDM) (also called Cal
PROM) connected to the AHRU J5 connector located at the AHRU front plate. The IDM is also
mechanically attached to the relevant mounting tray by means a safety cord.
Purpose
The IDM (or Calibration Memory - CAL PROM) is an external detachable device that provides
the capability to store installation data. It stores the aircraft specific information necessary to
compensate the flux valve errors and the misalignment of the tray.
Operation
IDM stores MSU calibration data, thus recalibration is required after flux valve replacement.
As long as the tray is mounted to the helicopter the installation data is valid for any AHRU that is
mounted into this tray without the need to determine installation, calibration or compensation
data again.
The IDM provides the capability to store the following installation data:
 MSU Calibration data (including index error compensation)
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 GNSS antenna lever arms for both GNSS input from the AHRU to the antenna
 Lever arms from the AHRU to the center of gravity
 GNSS maximum delay time (time mark to latest related GNSS data set)
 Misalignment compensation data
 Programming constant for activation of processing the Label 350 on the ADS input
The IDM can be programmed only by a dedicated tool (HW & SW) provided by Litef.
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6.5 MSU
6.5.1 Magnetic Sensor Unit Location
Location
There are two Magnetic Sensor Unit (Flux Valve), one for each AHRU.
Number 1 and 2 flux valves are installed, respectively in the aft and forward position on the left
side of the the tail boom assembly. Three screws and three washers attach the each flux valve
to its support. These areas are selected to minimize interference by ferromagnetic materials and
magnetic fields generated by the aircraft.
Purpose
The Magnetic Sensor Unit (Flux Valve) detects the horizontal component of the earth’s
magnetic field and transmits it to the AHRU for use as long term heading reference.
Operation
Each MSU is supplied (excited) by the on-side AHRU. The AHRU provides a 400 Hz excitation
signal (23.5Vac) to the flux valve.
The flux valve provide to the AHRU three 800 Hz signals that are used by the AHRU to
determine a heading value and the horizontal magnetic field strength.
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7.1 Controls and Indications of the AHRS
7.1.1 AHRS Single Source Selection
Rotating the AHRS Knob, on the Reversion Control Panel (RCP), to position "1" or "2" , the
selected AHRS system supplies all DUs and the AHRS annunciator (meaning single source)
is displayed on both PFDs.
The AHRS annunciator is not displayed when the AHRS Knob is in "NORM" position. This is the
Normal usage of AHRS data.
Normal usage of AHRS data for display is “on-side”( i.e. AHRS 1 for co-pilot’s DUs and AHRS 2
for pilot’s DUs) means that sources are from the on-side AHRS.
AHRS Knob position :
 "NORM" : The On-Side AHRS Data are provided to each PFD
 "1" : PFD1 and PFD2 use AHRS1 Data
 "2" : PFD1 and PFD2 use AHRS2 Data
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7.1.2 AHRS MAG / DG / SYNC Controls
Using the PFD menu keys (lower bar) is possible to access the AHRS 1,2 Control ("MAG/DG")
menu bar that provides the following Keys :
MAG 1,2
DG 1,2
SYNC 1,2 ±
 MAG 1,2 : this key is used to set the AHRS 1 or 2 in MAG mode. MAG mode is the default
mode. In this mode the heading is driven by gyros and referenced to local magnetic north.
The selection is indicated by a cyan dot.
 DG 1,2 : this key is used to set the AHRS 1 or 2 in DG mode. DG mode is the Directional
Gyro mode that slaves the heading to the directional gyros. The selection is pointed out by
a white DG annunciation to the right side of the current heading digital readout box on the
on-side PFD. The DG annunciator becomes yellow in case of AHRS single source. In DG
mode a slew angle indication appers as a yellow arc drawn on the PFD compass rose from
the current heading (AHRS HDG) to the difference between current HDG and Mag sensor
input.
 SYNC 1,2 ± : thes two keys (±) are used to increase / decrease the compass slew error of
AHRS 1 or 2 when in DG mode to align the gyro compass.
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7.2 Indications of the AHRS

7.2.1 AHRS Indications on PFD
Attitude
The attitude indication consists of:
 The aircraft reference symbol
 The pitch and roll scales
 The roll pointer
 Pitch and roll reference bugs
 Horizon line (sky/ground background shading)
 Slip/Skid pointer
Navigation Display area
The lower center area of the PFD format is the navigation display area.
A subset of the heading display symbology includes (but not limited to):
 Compass rose
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 Heading readout/readout box/lubber line
 Heading reference annunciation
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7.2.2 Attitude and Slip/Skid Indications
Aircraft reference symbol
The aircraft reference symbol is displayed as a white and black outlined shaped aircraft. The
aircraft symbol is displayed in the center of the Primary Flight Indication layered above the
horizon and pitch scale and behind FD Pitch and Roll bars.
Roll
The roll pointer and scale provide a quantitative indication of the aircraft bank angle, in addition
to the horizon indication. The roll scale is a 120° white arc graduated with:
 Index symbol : solid triangle at the top of the arc
 Small ticks at +10°, +20°, -10°, -20° from the index
 Large ticks at +30°, +60°, -30°, -60° from the index
 Small triangles at +45°, -45° from the index
The roll pointer is a white triangle moving along the roll scale to indicate the current roll.
The data source for roll value is provided by the AHRS1 or 2.
The roll scale and pointer are removed for missing, failed or Not Computed data (NCD) roll
and/or pitch.
Slip/skid
The indication of the slip/skid of the aircraft is represented by a white trapezoid below the roll
pointer rotating with it and translating regarding the slip/skid of the aircraft.
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A +/- 0.1g acceleration causes the symbol to be displaced by the width of the top of the slip/skip
symbol.
The slip/skid symbol motion is limited to +/- 0.15g.
The pointer turns amber when lateral acceleration is greater than +0.1g or less than -0.1g .
The data source for slip/skid pointer is provided by the AHRS1 or 2.
Roll Datum
Roll datum bug is represented by a magenta inverted solid triangle sliding along the roll scale.
When the Roll Datum reference Bug is out of the visible portion of the scale, a half-symbol (half
magenta triangle) is displayed at the pertaining left/right edge of the scale.
The Roll Datum bug can be displayed solid or as an empty shape when Roll reference value is
changing, but this is fully under control of AFCS.
The data for roll datum is provided first by the On-Side AFCS then the Cross-Side AFCS if data
is not received on the On-Side.
The Roll datum bug is removed for missing, fail or NCD Roll reference from both AFCS sides.
Pitch
The Pitch scale provides a quantitative indication of the aircraft pitch angle, in addition to the
horizon indication.
The Pitch tape is a white ladder capable to show at least +10° ↔ -10° range with pitch attitude
at 0°.
The pitch tape is linear with markings every 2.5° from 0° to 10° and every 5° between 10° and
30°.
The scale is labeled on both sides of the tick marks with the following indices :
 Pitch UP : 5; 10; 20; 30; 40; 60; 90
 Pitch Down : 5; 10; 20; 30; 45; 60; 90
The pitch scale moves vertically as the aircraft pitches up or down and the current aircraft pitch
angle is read at the aircraft symbol reference point (the center dot of the split axis aircraft
symbol).
Full pitch scale range is ±90 degrees with a minimum of 20 degrees (+/- 10 degrees) of the
scale symbol shown in at any time.
For large pitch angles, the display always shows the direction to the sky (cyan) or ground
(brown) as appropriate. Hollow red pitch attitude warning chevrons are placed on the pitch tape
so that they come into view when pitch equals -16° and +29°. There are two pitch down
chevrons increasing in size as pitch up angle increases. There are three pitch up chevrons
increasing in size as the pitch down angle increases
The data source for pitch value is provided by the AHRS1 or 2.
The pitch scale is removed for missing, fail or NCD roll and/or pitch.
Horizon
The sky/ground shading (blue/brown coloring) behind the aircraft symbol augments the other
attitude indication symbology (pitch tape, roll scale/pointer) to provide a quick visual cue to
current aircraft attitude.
The intersection of sky and ground shading corresponds to the horizon line. For pitch angles
greater than 25 degrees, the attitude shading shall indicate the direction to the sky or ground as
appropriate by preserving a portion of sky or ground shading.
The data source for pitch and roll values is provided by the AHRS1 or 2.
The Sky/Ground and horizon line are removed for missing, fail or NCD Roll and/or Pitch.
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Pitch Datum
The Pitch Datum bug is represented by a magenta solid diamond sliding along the Pitch scale.
When the Pitch Datum reference Bug is out of the visible portion of the scale, a half-symbol (half
magenta diamond) is displayed at the pertaining top/bottom edge of the scale.
The Pitch Datum bug can be displayed solid or as an empty shape when Pitch reference value
is changing, but this is fully under control of AFCS.
The Pitch Datum bug is removed for missing, fail or NCD Pitch reference from both AFCS sides.
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7.2.3 AHRS Heading Indications on PFD
Compass rose
The full rose (360 degrees) compass is an azimuth scale providing a graphical indication of
aircraft heading by rotating around the aircraft symbol to place the scale markings/position
corresponding to the aircraft heading at the lubber line.
The compass rose is white, with markings that include tick marks every 5 degrees (long marks
at 10 degree intervals, short marks at 5 degree intervals), and alpha/numeric indications of the
heading at 30 degree intervals (“N” / “S” / “E” / “W” indicating the cardinal directions and
numerals at the other 30 degree intervals). The alphanumeric symbols around the compass
rose are always represented upright and do not tilt with compass.
The data source for aircraft Heading value is provided by the AHRS1 or 2.
Compass withe triangles benchmarks are fixed in position - displayed at +45, +135, +225 and
+315 degrees around the compass rose (relative to 0 degrees at the lubber line), white ticks
marks are displayed at +90, +180 and +270 degrees (lubber line).
Heading pointer and readout
The heading readout provides a numeric indication of the displayed heading value which
corresponds to the graphical indication provided by the compass rose. The readout includes a
white three digit numeric value centred in a white box. The bottom edge of the readout box is
the pointer and is triangular in shape, with the point of the triangle extending down to the
compass rose.
The data source for aircraft Heading value is provided by the AHRS#1 or #2.
The heading readout range is 001-360 degrees with a resolution of 1 degree.
Heading Reference
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The heading reference label provides an indication of the selected heading reference. This
annunciation comprises of three letters on the left of the heading readout. The indications are :
TRU (True) when the True Heading reference is selected otherwise no letters when the
Magnetic heading is used.
After an avionic system Power-Off / Power-On cycle, the MAG/TRUE setting will maintain the
last selection performed.
The TRUE/MAG selection can be done using the MCDU from the FMS menu page to the
Settings page.
When TRUE is activated by the FMS (after MCDU selection), this annunciation toggles between
black text over white background (for 500 ms) and white text over black background (for 500
ms) for the first 5 seconds displayed, then remains continuously in white text over black
background.
The conversion between True and Mag is done using the Magnetic Variation Data (from
database or manually inserted). When Magnetic Variation is sent not valid from FMS, the "TRU"
Heading Reference annunciation is removed and an amber MAG annunciation is displayed
near the heading readout.
The FMS ignore TRUE selection when AHRS is operating in DG Mode. If the FMS is operating
in TRUE Mode and AHRS swaps into DG Mode, the FMS automatically swap to MAG Mode.
Selected and Pre-Selected Heading data
The AFCS selected and pre-selected heading symbology provides reference heading
indications associated with current AFCS captured and armed modes.
The symbology associated with those references setting includes a bug for each of the
reference values (selected and pre-selected heading) on the compass rose and a single digital
readout.
The positioning of the Reference Heading bugs, the value displayed by the associated readout,
and the color of both are all under the control of the AFCS.
The Pre-selected heading readout and bug are Cyan colored (typically associated with an
Armed mode) where the Selected Heading readout and bug are Magenta (typically associated
with a Captured mode). The AFCS also commands which readout and bug is displayed at a
given time. When both selected and pre-selected readout are displayed, the selected readout
(magenta) has precedence over pre-selected (cyan).
When selected or pre-selected heading is missing from the On-Side AFCS, it is read on the
Cross-Side AFCS.
When selected or pre-selected heading is received NCD, the bug and readout are removed.
Loss of valid heading information from the AHRS data source will cause the removal of the
heading bug and the readout replaced by amber dashes.
Ground Track Bug
A cyan (future coloured green) filled triangle shaped bug is displayed on the compass arc to
indicate ground track angle (also called drift bug).
Loss of valid heading information from the AHRS or valid ground track angle information from
FMS, cause the removal of the drift bug.
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7.2.4 AHRS Miscompare Annunciators
Attitude Miscompare
Attitude comparisons between redundant AHRS sources are computed by each PFD function.
The PITCH and ROLL miscompare cautions are displayed above Horizon and Pitch scale.
They are displayed toggling at a rate of 1 Hz between black text over amber background (for
500 ms) and amber text over black background (for 500 ms) for the first five (5) seconds they
appear, then they are displayed with steady black text over amber background.
Pitch miscompare occurs when there is a difference of more than 5° during more than 0.5
second between the Pitch values of the two sources.
Roll miscompare occurs when there is a difference of more than 5° during more than 0.5
second between the Roll values of the two sources.
Attitude miscompare cautions are removed for On-Side or Cross-Side missing, fail or NCD Roll
and/or Pitch.
Heading Miscompare
Heading comparison between redundant AHRS sources is computed by each PFD function.
The HDG miscompare caution is displayed at the top of compass rose. It is displayed toggling
at a rate of 1 Hz between black over amber and amber over black for the first five (5) seconds
they appear, and then they are displayed steady black over amber background.
Heading miscompare occurs when there is a difference of more than 10° during more than 2
seconds between the Heading values of the two sources.
Heading miscompare annunciations are removed for On-Side or Cross-Side missing, fail or
NCD Heading.
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7.2.5 AHRS Failure Indications and CAS Message
CAS MESSAGES :
In case of AHRS failure, the following Cauiton messages appear on the CAS window
(represented before acknowledge):
 1 AHRS FAIL : Attitude Heading Reference Unit 1 Failure
 2 AHRS FAIL : Attitude Heading Reference Unit 2 Failure
Associated with the relevant AHRS Failure on the on-side PFD there is the loss of Attitude and
Heading indications (Red Annunciations are displayed)
Associated with the relevant AHRS Failure 1(2) AHRS FAIL there is the CAS message of the
loss of the On-Side Autopilot: 1(2) AP FAIL
FAILURE INDICATIONS on PFDs:
Attitude Failure
If the input is failed or the input data is not received, an attitude fail flag ATT FAIL is displayed
in addition to the symbology being removed.
The sky/ground shading horizon is replace by a full blue background. The attitude fail flag is
displayed over all other symbols.
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When roll or/and pitch values are NCD the same symbols are removed but Attitude fail flag is
not displayed.
Heading failure
When the heading input is invalid, the heading readout is replaced by three amber dashes - - -
and the heading fail flag HDG FAIL is displayed below the normal location of the heading
readout.
The heading box, compass rose and benchmarks are still displayed, the scale marking
corresponding to 360° value is placed at the Heading box lubber line. If active, the heading
reference annunciation and the directional gyro annunciation are still displayed to provide the
pilot with additional information for diagnosing the problem and/or selecting an alternate source.
When Heading value is NCD the same symbols are removed but “HDG FAIL” flag is not
displayed and heading readout is replaced by three white dashes - - - .
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7.2.6 AHRS CAS Messages
Associated AHRS Failure

1 (2) AHRS FAIL
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7.3 Configuration File / Database

7.3.1 AHRS / IDM Data Configuration
 Required conditions for Calibrations (IDM data config.) : only in case of IDM or MSU or Tray
replacement / initial calibration
 File Destination (Target) : IDM (CALProm)
 Tool : L1MS (I/F Box & CD PN 309946-1000-701) LITEF GmbH
 Life Cycle : None
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8 Independent Stand-by Instrument System (ISIS)

8.1 ISIS
8.1.1 Independent Electronic Stand-by Instrument Location
Location
The Independent Electronic Standby Instruments is located on the Cockpit Instrument Panel in
the Pilot Side (RH).
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8.1.2 Independent Electronic Stand-by Instrument
Purpose
The purpose of the ISIS (or ADI STBY) is provides backup pitch, roll, and slip/skid information,
and backup Air Data information (airspeed, altitude and vertical speed) using internal sensor
systems totally independents from the AHRS. The ISIS will provide a standby source
concerning the computation of airspeed, altitude and attitude information.
Operation
It is composed by a all-in-one instrument that contains all the components required to detect ,
compute and provide the aircraft Attitude and Air data. It will be used by the pilots in case of
principal instruments failures
 It is interfaced with Radio NAV equipment (VOR/ILS 1& 2) by means Arinc429 to display
the following VOR1&2 data:
o VOR1&2 source Selection
o Frequency
o VOR1&2 deviation
o Selected Course
o From / To" sector indication
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 It is interfaced with the Pitot / Static Systems from which receive the static and dynamic air
pressures. This allow the ISIS to self determine the Air Data Information.
 It is interfaced with AHRS1 and 2 through Reversion Control Panel (RCP) by means A429
Bus , to receive Magnetic Heading data and then display Heading information. In normal
condition and when CDS is reverted to AHRS1 using the RCP, Magnetic Heading is
received from AHRS1. When CDS is reverted to AHRS2 using the RCP, Magnetic Heading
is received from AHRS2.
 It is interfaced with the AFCS, through A429 Bus, to provide STBY attitude data for ADS
and AHRS sensor voting.
 It is supplied by the 28Vdc through a circuit breaker connected on Emergency Bus 1
The ISIS's display consists of an LED backlit, Active Matrix Liquid Crystal Display, whose
brightness level is determined by means of a SET knob and a bezel mounted ambient light
sensor.The display is 2.4 x 2.4 inches.
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9.1 Controls of the Independent Electronic Stand-by Instrument (ISIS)
9.1.1 ISIS HMI Controls
The functions of the pushbuttons and rotary/push knob are :
MENU :
Pressing the M button enables selection of the following menu options that can be scrolled with
rotating knob :
BRT (Brightness setting)

NAV1/NAV2 (navigation source selection)
CRS (Course selection)
HPA/IN (baro pressure unit selection)
ALT (Altitude Unit setting feet or meters)
The current menu item is indicated by a legend at the bottom right of the display. Pressing the
knob selects this menu item. Pressing M again exits the menu.
Following 10 seconds of inactivity on the knob, the menu is exited and the knob function reverts
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to setting baro correction.
BARO :
When the menu function is not selected, the rotary knob provides a baroset function. Pressing
the set knob will set the Standard Barometric setting to 1013.25 hPa (mB) / 29.921 inHg (Hg).
This will replace the indicated value with the letters STD, in cyan, plus the current units.
ALN :
Pressing the ALN button for greater than 1 second commands an attitude alignment. The ALN
button provides a means for the user to correct attitude and heading errors that may have been
induced by over-rate manoeuvres. The ALN button should not be required in normal flight
operation.
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9.2 Indications of the ISIS

9.2.1 ISIS Normal Indications
Roll Scale and Pointer
The Roll Scale consists of an arc marked at the following intervals:

Tick Marks: 10°, 20°, 30° and 60°
Triangle: 45°
Roll Index: 0°
Pitch Ladder
The Pitch Ladder has a scale of 2.5° markings, positioned between +/-7.5° from the Horizon line
and 5° markings between +/-90v.
10° markings are displayed with extended length lines marked numerically.
Red chevrons, positioned at the following angles mark excessive pitch angle alerts:
Large Chevron: -75°, -55°, +55°, +75°
Digital Airspeed Display
When at displayed indicated airspeeds below the 20Kts, the digital airspeed display will indicate
0 knots in black text over amber background.
When airspeeds is equal to and above the Vne threshold, white airspeed digits are displayed on
a red background.
Airspeed Tape
The Airspeed Tape has a visible display range of 80 knot.

Minor markings are represented by a line every 10 knots, major markings are displayed
numerically every 20 knots.
A red bar running horizontally across the tape in conjunction with a vertical tape indicates all
airspeeds that equal and exceed the Vne AEO. A dashed red and white bar running horizontally
across the tape, is displayed at the Vne OEI.
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Aircraft Symbol
The Aircraft Symbol consists of a square indicating the centre of the aircraft and two L-shapes
that represent wing position
Magnetic Heading Tape
The Magnetic Heading Tape presents current aircraft stabilised magnetic heading with a visible
range of +/-30°.
Major 10° markings are displayed numerically, with the trailing zero removed (e.g. 250° = 25,
20° = 2). Minor divisions are marked every 5°.
The cardinal points North, East, South, and West are represented by the letters N, E, S and W
respectively.
Barometric Correction
The Barometric Correction displays the current selected Barometric Correction, as selected by
the pilot, using the rotary knob and push button. The display range is 15-32 inHg (Hg) or 508 -
1084 hPa (mB).
The Barometric Correction is displayed as cyan digits on a black background.
Slip Indicator
The roll pointer incorporates a slip indicator for aiding co-ordinated turns, track angle indication.
The slip indicator is shown displayed as a trapeziodal element below the roll pointer. The slip
indicator limits at +/-10° of slip.
The normal colour of the slip indicator is white with a black border and black indexing mark. It
changes colour when the lateral acceleration is equal to or exceeds 0.1g
Digital Vertical Speed Indicator Display
The vertical speed display has a range of 0±9950fpm, with a resolution of 50fpm. Vertical speed
is not displayed for speeds greater than -50fpm and less than +50fpm.
Green altitude trend arrows appear above or below the Digital Vertical Speed Display box, on
the left side of the box.
Digital Barometric Altitude Display
The Digital Barometric Altitude Display has a range of -2,000ft to 40,000ft. For values between
±±99ft a leading zero is displayed, e.g. zero feet is displayed as 000. For values below zero
feet, the digits have a right adjusting minus sign.
Digital Metric Altitude Display Box
For those aircraft configurations supporting the display of Digital Metric Altitude, its display is
selectable via the menu. The Digital Metric Altitude box indicates the current barometric altitude
with a range of –610 to +12,192 meters. The Digital Metric Altitude will be displayed with the
units suffix M.
Barometric Altitude Tape
The Barometric Altitude Tape has a display range of 1,100ft with minor markings at 100ft
intervals. Major markings are represented numerically at 500ft intervals. At altitudes below zero,
a right justified minus sign is displayed on the tape major markings.
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9.2.2 ISIS VOR/ILS Indications
VOR DISPLAY
VOR Frequency
The VOR frequency (MHz) received from the NAV radio is displayed in green text.
Mode Flag
The mode flag displays VOR1 or VOR2 to indicate selection of the VOR navigation mode
sourced from NAV Receiver 1 or 2 respectively. The mode flag data is displayed in green text.
Digital Course Display
The Digital Course Display shows the selected course to the VOR station. The display shows
the course in the range 001 to 360° with a resolution of 1°. Leading zeros are displayed. The
display shows CRS as the active menu item.
The white box around the course indicates that CRS is being varied. Pushing the SET knob
clears the white box and CRS menu item.
Marker Beacon
Inner, Middle and Outer Marker Beacons are displayed respectively as a black ‘I’, ‘M’ or ‘O’
drawn on a coloured background as follows:
 Inner Marker Beacon is displayed on a white background
 Middle Marker Beacon is displayed on a yellow background
 Outer Marker Beacon is displayed on a cyan background
Digital Bearing Display
The Digital Bearing Display shows in green text the magnetic bearing to the VOR station
received from the NAV receiver.
The display shows the magnetic bearing in the range 001 to 360° with a resolution of 1°.
Leading zeros are displayed.
Course Deviation Indicator
The course deviation indicator is represented as green triangular pointer. The course deviation
indicator displays the deviation between the selected course and the magnetic bearing to the
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VOR station currently being received from the NAV receiver.

The course deviation scale is displayed with ±2 dots representing ±10° deviation. The first dot
represents ±5° deviation. Full scale deviation is ± 2.5 dots.
When the aircraft is to the left of the selected course the course deviation pointer moves to the
right to indicate the direction to fly to intercept the selected course.
When heading TO the VOR station the course deviation pointer points UP. When heading
FROM the VOR station the course deviation pointer points DOWN.
Course Pointer
If the currently set course bearing is within 30° of the current magnetic heading, a green course
pointer is displayed on the magnetic heading tape. If the course is more than 30° off the aircraft
magnetic heading, the course pointer moves to either side of the magnetic heading tape. The
pointer indicates the direction of the shortest turn to be made in order to bring the pointer back
onto the magnetic heading display.
ILS/BC DISPLAY
ILS Frequency
The ILS frequency (MHz) received from the NAV radio is displayed in green text.
Mode Flag
The mode flag displays ILS1/BC1 or ILS2/BC2 to indicate selection of the ILS or BC navigation
mode sourced from NAV receiver 1 or 2 respectively.
ILS mode is selected unless the difference between the aircraft heading and the programmed
course exceeds 105 degrees, in which case BC is selected. The mode flag data is displayed in
green text.
Glideslope Display
When the ILS/BC Mode is ILS and valid Glideslope information is received, the Glideslope scale
is displayed with standard deviation represented ±0.175 Difference in Depth of Modulation
(DDM) = ±2 Dots from the ILS beam centreline. Positive deviation moves the bar downwards, its
limit of travel is ±2.5 dots. The Glideslope slider is displayed as a green bar with two black dots
spaced at +/- 1 DDM Dot from the centre of the bar and a black border. When Back Course
(BC) is the active mode, the Glideslope scale and pointer are removed from the display.
Localiser Display
Information is received, the Localiser scale is displayed with standard deviation represented
(±0.155DDM = ±2 Dots) from the ILS beam centreline. Positive deviation moves the bar to the
right, its limit of travel is ±2.5 dots.
The Localiser slider is displayed as a green bar with two black dots spaced at +/- 1 DDM Dot
from the centre of the bar and a black border. The Localiser slider has display priority over the
Glideslope Slider. When BC is the active mode, positive deviation moves the pointer to the left.
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9.2.3 ISIS Flags and Annunciators
CAUTION FLAGS
Directional Gyro (DG) Caution Flag
The DG flag is displayed if MAG Heading information from the external AHRS is not available
and indicates that ISIS is operating in Directional Gyro Mode. The Flag is displayed on the right
side on heading tape
Attitude Caution Flag
If the unit attitude data is determined to be out of tolerance then the ATTITUDE caution flag is
displayed on the ISIS display, below the slip/skid indicator. The Attitude caution flag is removed
if the unit attitude corrects itself to within tolerance.
FAILURE FLAGS
Attitude Fail
The ATT FAIL flag is displayed if the unit attitude sensing fails or the user presses the ALN
button for >1sec. The Flag is displayed in the center of the display.
Heading Fail
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The HDG FAIL flag is displayed if the unit Heading sensing fails. The Flag is displayed in the
bottom of the display.
Air Data Fail indications
In case the internal Air Data Sensors Fails, the relevant indications (Airspeed, Baro Altitude,
Vertical Speed) are removed from the display and a RED CROSS over scale background is
displayed.
VOR / ILS Fail indications
In case the Localiser, Glideslope data are missing (failed or not valid), the relevant indications
are removed from the display and a AMBER CROSS over the relevant scale background is
displayed.
In case the Course and Bearing information are missing (failed or not valid), the relevant
numeric indications are removed from the display and yellow dashes - - - are displayed.
Associated with the ISIS Failure, there is an AFCS associated Caution CAS message : AP
DEGR
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9.3.1 ISIS Configuration File Download
 Required conditions for data load : only in case of ISIS replacement / new installation
 Configuration file Supplier : Meggitt
 Tool : GE IP - CEI-715-44 PCMCIA ARINC 429 interface card
 SW Loader : CD ROM P/N 94-0431-12-VD01
 SW Configuration File : CD ROM P/N 94-1067-12-VB03
 Configuration File : 1067VB03
 File Destination (Target) : ISIS
 Life Cycle : None
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10 Landing and Taxing

10.1 Architecture of the VOR - ILS
10.1.1 VOR - ILS System Architecture
The Landing and Taxiing Aids System is commonly referred to as the Instrument Landing
System.
ILS
The ILS supplies approach and landing navigation guidance data.
It is divided into the LOC (Localizer), GS (Glideslope), and Marker Beacon (MB) functions.
The ILS (VOR/LOC/GS/MB) system is part of the Radio Navigation System composed by two
NAV receivers (NAV1 & NAV 2).
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Each NAV receiver is interfaced with three dedicated antennas (one for each function) through
three dedicated antenna couplers via coaxial cables.
NAV1 and NAV2 each provide two A429 outputs for ILS data.
One is connected to CDS systems (PFDs/MFDs) and Auto Flight Computer (called FCC) for
flight guidance and ILS display indications.
The other A429 output is connected to the Independent Standby Instrument (ISIS) and to each
AMMC computer for ILS data, tuning feedback and status.
Both NAV1 and NAV2 provide MKRB and VOR audio output for use by the ICS
Each NAV receiver is controlled (primary radio tuning) via A429 from both AMMC that in turn
receive the tuning data from Multifunction Control Display Units (MCDUs). The NAV1 and NAV2
support backup tuning control via dedicated ARINC 429 directely from the on-side MCDU.
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10.2 Components of the VOR - ILS

10.2.1 VOR - ILS System Components
The system is composed by :
 One NAV-4500 Radio NAV Receiver ( NAV1) from Rockwell Collins
 One NAV-4000 Radio NAV Receiver ( NAV2) from Rockwell Collins
 One VOR/LOC Antenna DMN48-5 from EDO
 One VOR/LOC Antenna Coupler DRC20-04 from Dayton-Granger
 One Glide Slope (GS) Antenna RGS10-48 from Dayton-Granger
 One GS Antenna Coupler DGSC20-02 from Dayton-Granger
 One Marker Beacon (MKRB) Antenna 37X-2 from Rockwell Collins
 One MKRB Antenna Coupler DMB20-20 from Dayton-Granger
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10.3 VOR/LOC-GS-MKRB Receivers

10.3.1 VOR/LOC - GS - MKRB NAV Receivers Location
Location
 The NAV1 Receiver unit (NAV-4500) is located in the Left side of the nose compartment
bay.
 The NAV2 Receiver unit (NAV-4000) is located in the Right side of the nose compartment
bay.
 Each receiver unit is installed on the helicopter using a dedicated mounting tray that also
support the interface connector
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10.3.2 VOR/LOC - GS - MKRB Receivers
Purpose
The purpose of the Radio Navigation Receivers is to accept and demodulate signals transmitted
from VOR/Localizer (VOR/LOC), glide slope (GS), marker beacon (MKRB) ground radio
stations and convert these signals into data that supplies approach and landing navigation
guidance data.
This data gives azimuth, elevation angular deviation, and discrete position fixes of the aircraft
with respect to the runway approach path and runway threshold
Operation
The system is composed of two NAV receivers :
 NAV-4500 Receiver (NAV1)
 NAV-4000 Receiver (NAV2)
NAV-4000 (NAV2) :
Rockwell Collins NAV-4000 Navigation Receiver is a fully integrated VOR/LOC, Glideslope,

Marker Beacon Receiver with the addition of the ADF Receiver. The VOR/LOC/GS/MB
Receiver provides 200 (50-kHz spaced) VOR/LOC channels from 108.00 through 117.95 MHz
and 40 GS channels (329.15 to 335.0 MHz ) automatically paired with localizer channels. It also
provides a marker beacon receiver whose carrier signal is at 75 MHz amplitude modulated (by
audio tones).
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NAV-4500 (NAV1) :
Rockwell Collins NAV-4500 Navigation Receiver provides the same functionalities of NAV-4000,
without the ADF capability (only present in the NAV-4000).
For both NAV receivers :
 The VOR/LOC function uses signals transmitted from the VOR/LOC ground stations to find
the bearing of the aircraft in relation to the ground transmitter and to identify when the
aircraft is at the middle of the runway approach centerline. It receives and demodulates
amplitude modulated (AM) voice audio and sends it to the audio system. The VOR/LOC
ground stations transmit a 1020 Hz Morse code identification tone for the VOR and LOC
receivers. The LOC receiver is the part of the ILS that supplies the lateral guidance to the
pilots and/or autopilots in relation to the runway centerline of an approach.
 The GS function supplies the vertical guidance to the pilots and/or autopilots in relation to
the glidepath of an approach. The GS receiver uses data transmitted from a ground station
transmitter to identify when the aircraft is on the glidepath.
 The MKR Beacon function uses three MKR beacon tones (audio signal), demodulated from
a 75MHz carrier transmitted from three ground stations (Outer, Middle, Inner), to provide
inner, middle, and outer MKR beacon crossing data. The receiver operates visual
indications and supplies audio tones when the beacon signals are received.
The NAV1 & NAV2 are controlled via A429 by both Multifunction Control Display Unit (MCDUs)
and provide data to CDS, AFCS and AMMC
NAV2 will provide two distinct A429 outputs for VOR/ILS and ADF data
Both NAV1 and NAV2 provide MB, VOR, (ADF only NAV2) analog audio output for use by the
ICS
Electrical power is supplied to NAV1 module through dedicated 28Vdc circuit breaker output of
solid state power distribution system connected to Main Bus 1
Electrical power is supplied to NAV2 module through dedicated circuit breaker on CB panel
connected to the 28Vdc Emergency Bus 2
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10.4 VOR/LOC Antenna

10.4.1 VOR/LOC Antenna Location
Location
 The VOR/LOC antenna is installed in the left and right side of the tail section.
 Eight screws fixes each part of the VOR/LOC antenna to the tail structure
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10.5 GS Antenna
10.5.1 Glide Slope (GS) Antenna Location
Location
The GS antenna is installed in the bottom part of the nose radome structure .
Two bolts and two washers attach the GS antenna to the radome structure.
Purpose
The purpose of this antenna is to pick-up the Radio Frequency signal in the Glide Slope band
(329.15 ÷ 335.0 MHz) and made it available to the NAV receivers.
Operation
It provides full Glide Slope frequency coverage from 329.15 through 335.0 MHz .
A dedicated coaxial connector allow the connection of the GS antenna to the GS coupler by
means the relevant cable.
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10.6 MKRB Antenna

10.6.1 Marker Beacon (MKRB) Antenna Location
Location
The MKR Beacon antenna is installed on the right side of the bottom fuselage.
Three nuts attach the antenna to the structure
Purpose
The purpose of this antenna is to pick-up the Marker Beacon Radio Frequency carrier (75 MHz)
and made it available to the NAV receivers.
Operation
It provides Marker Beacon frequency coverage ( 75MHz ).

A dedicated coaxial connector allow the connection of the MKRB antenna to the MKRB coupler
by means the relevant cable.
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10.7 Antenna Couplers

10.7.1 Antenna Couplers Location
Location
 The VOR/LOC antenna coupler is installed in the left side of the nose bay dividing
bulkhead. Two nuts and two washers attach the VOR coupler to the structure.
 The Glide Slope antenna coupler is installed in the left side of the nose bulkhead at
STA1125. Two nuts and two washers attach the GS coupler to the structure.
 The MKRB antenna coupler is installed in the left side of the nose bay dividing bulkhead.
Two nuts and two washers attach the MKRB coupler to the structure.
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10.7.2 Antenna Coupler
Purpose
The purpose of the VOR/LOC - GS - MKRB antenna couplers, is to split RF signal from the
relevant single antenna and make the signal available to both NAV receivers without affecting
the signal integrity.
Operation
 The VOR coupler has three connectors that connect the VOR/LOC antenna to the NAV1
and NAV2 receiver
 The GS coupler has three connectors that connect the GS antenna to the NAV1 and NAV2
receiver
 The MKRB coupler has three connectors that connect the MKR antenna to the NAV1 and
NAV2 receiver
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11.1 Controls of the VOR-LOC/GS/MKRB System
11.1.1 MCDU Radio NAV Pages
The MCDU is the primary control unit for the radio navigation system. The MCDU controls all
the modes, frequencies, and codes of all the radio navigation modules of the helicopter.
A set of NAV receivers tuning pages is provided by MCDU, in order to manage the VOR-LOC /
GS / MKRB system.
TUNE page 1 : The Tune page is displayed by pushing the TUNE key on the MCDU. It contains
the following radio navigation data:
 NAV1 and NAV2 to show the active frequency in green, the tune status and the stand-by
frequency in white. It is possible to swap frequencies.
 Access the NAV1 and NAV2 dedicate pages
NAV# page1. It is used to access and control navigation radios in order to :
 Enter / display Active frequency
 Swap active/stdby frequencies
 Enter / display NAV identifier and go to nearest
 Toggle between Auto and Manual Tuning
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 Manage the sensitivity of the Marker Beacon
 Display the NAV mode (VOR or ILS)
NAV# page2. It is used to display VOR bearing and other radio navigation parameters (e.g.
DME)
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11.2 Controls and Indications of the VOR-LOC/GS/MKRB System

11.2.1 CDS Radio NAV Tune
The Radio NAV control using the Cockpit Display System (CDS) is called "Secondary Radio
Tuning" (the primary is through MCDU).
With the Secondary Radio Tuning the NAV frequencies are selected using the Cursor Control
Device (CCD) interacting with the PFD Radio Frequency Indication (RFI) boxes. The RFI are
located in the left/right (depending if pilot / copilot) bottom part of the PFD screen. The Radio
NAV RFI is in the middle, between VHF comm RFI and ATC XPDR RFI.
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11.2.2 VOR-LOC Course Selection
The VOR/LOC course selection can be done by :
DCP Control :
The CRS knob is used to select the VOR/LOC1 or VOR/LOC2 course value. The course value
increases when knob is rotating clockwise and decreases when knob is rotating counter-
clockwise. The course selection range is 001deg to 360deg with a resolution of 1deg per click.
When CRS “DIR TO” is pushed, the course value is set to the value of the VORx bearing or
current heading when the VOR/ILS receiver is tuned to a LOC frequency.
PFD Control :
Using the PFD menu keys (lower bar) is possible to reach the DCP back-up menu bar that
provides the COURSE ± Keys . Using these keys it is possible to select the course, as per DCP
CRS Knob. A single push is equivalent to 1deg.
The selected course associated with the radio navigation sources selected (VOR/ILS) is
computed by the displays from DCP (or PFD Bezel keys) inputs and displayed when one of the
NAVsources is selected. When Course value is controlled by On-Side DCP (or Bezel keys), the
Course readout (and the related NAV source) is displayed in Cyan in color if the AFCS is not
coupled to the current navigation source (“VOR”, “LOC”, “BC”, “VAPP”, “OS”) and Magenta if it
is.
When Course value is controlled by Cross-Side, it is displayed in Gray. The course pointer
rotates around the aircraft symbol reference point to position the head of the pointer at the
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selected course value on the compass rose.
The Course readout provides a numeric indication of the selected course value (for VOR/ILS
navigation sources). The readout includes a three digit numeric value centered below the
Navigation Source annunciation. The course readout range is 001 to 360 degrees, with 1
degree resolution. The readout always displays three digits (i.e. displays leading zeros)
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11.2.3 VOR-LOC NAV Source Selection
Navigation Source Annunciation
The navigation source annunciation identifies the source of the navigation data displayed (and
output to the AFCS and AMMC for guidance and control). The navigation source annunciation
has general characteristics regardless of the source selected, and annunciation in small font
text that is unique to the selected source. The annunciator is displayed in Cyan color if the
AFCS is not coupled to the current navigation source and Magenta if it is coupled with the
AFCS.
The specific annunciations displayed for each of the selected sources (at each pilot’s station)
are listed below:
 VOR1, VOR2 when VOR1 or VOR2 is selected as navigation source and ILS Frequency is
not tuned
 ILS1, ILS2 when VOR1 or VOR2 is selected as navigation source and ILS Frequency is
tuned
Navigation Source selection is done through Bezel key “NAV” and cycle sequentially in the
following order: FMS1 → FMS2 → VOR/ILS1 → VOR/ILS2 → FMS1
Navigation source selection is independently selected on each PFD.
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11.2.4 Pre Nav Source Selection
Selection
The Prenav selection controls which sensor is used for the display of Prenav course deviation
data.
Prenav selection is independently selected on each PFD. This function is activated by selecting
an PRV bezel key.
The selection of Prenav mode Source is done through Bezel key “PRV” and cycle sequentially
in the following order: Off → VOR/ILS1 → VOR/ILS2 → Off → VOR/ILS1 …If only a single VOR
is installed, it is designated as "VOR" and it will appear in the selection sequence.
Display
The Prenav source annunciation identifies the source of the navigation data displayed (and
output to the AFCS and AMMC for guidance and control). The Prenav source annunciation has
general characteristics regardless of the source selected, and annunciation in small font text
that is unique to the selected source. The specific annunciations displayed for each of the
selected sources (at each pilot’s station) are listed below: - VOR1, VOR2 when VOR1 or VOR2
is selected as navigation source and ILS Frequency is not tuned - ILS1, ILS2 when VOR1 or
VOR2 is selected as navigation source and ILS Frequency is tuned
The Prenav mode function provides VOR1 or VOR2 indication (course, deviation, to/from) with
same display and functioning as selected navigation source but displayed in dashed cyan.When
PFDs display the same Prenav source, it is displayed in amber color, otherwise in cyan.
Their associated readout and label are located at the left of primary source.
Source Input
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When the bearing input associated to Prenav source is received No Computed Data, failed or
missing the course deviation bar is removed.
Prenav lateral deviation bar and selected course pointer is displayed behind Selected
Navigation lateral deviation bar and selected course pointer.
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11.3 Indications of the VOR-LOC/GS/MKRB System

11.3.1 VOR Indications
To/From Indicator
The To/From indication provides a cue to the pilot indicating whether the displayed course
deviation should be interpreted as deviation from a selected course/desired track for flight into
the station/waypoint, or flight from the station/waypoint. The indicator is a triangular shaped
symbol with the tip of the triangle pointing toward the station or waypoint the deviation is based
on.
The TO/FROM Triangle colours is : Cyan when selected NAV source is not coupled to FCS or
Magenta when selected NAV source is coupled to FCS
The To/From indicator is only enabled for display when the navigation source is either VOR or
FMS.
For VOR, the To/From state is determined from selected course and bearing to station as
indicated below: -
 TO: |Selected Course – Bearing| ≤ 89°Bullet 1
 Off: 89° < |Selected Course – Bearing| < 91°Bullet 2
 FROM: |Selected Course – Bearing| ≥ 91°Bullet 3
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VOR lateral deviation (in degrees) is computed based on the difference between selected
course and bearing to the station and then converted to “dots” based on the scale factor in the
table as shown.
Localizer deviation is read directly from the input (in ddm) and converted to “dots” based on the
scale factor in the table as shown.
Deviation Indications
The deviation represents a “fly to” cue to the pilot, indicating the direction to fly to capture the
desired course into the waypoint/station. The course deviation scale symbol is 2 dots on either
side of the scale center (which is represented by the aircraft symbol reference point). In the
case of the course deviation scale (the HSI deviation presentation), the scale does not change
form for the ILS lateral deviation display (i.e. a single scale, regardless of the navigation source
selected).
The scale is white, and is centered on the aircraft symbol reference point. The scale rotates
around the aircraft symbol to remain perpendicular to the course pointer at all times.
If the course pointer is not displayed (either because the course pointer is disabled for the
selected navigation source, or because the data source for the course pointer is invalid), then
the course deviation scale is oriented horizontally within the compass rose. The lateral deviation
bar is a segment, the same length of the gap in the course pointer.
The lateral deviation bar is displayed in Cyan in color if the AFCS is not coupled to the current
navigation source and Magenta if it is coupled with the AFCS.
The course deviation bar moves laterally along the scale to indicate the current deviation using
a “fly-to” convention.
If the course deviation bar is to the left of the scale center, the aircraft must bear left to capture
the desired course (and center the deviation bar on the scale). If the course deviation bar is to
the right of the scale center, the aircraft must bear to the right to capture the desired course.
Because the course deviation scale rotates with the course pointer, the course deviation bar
also rotates – which keeps it parallel to the course pointer as it moves laterally on the scale.
Back Course (BC) Indications
On the HSI compass rose, the course deviation bar motion is not reversed for back course
mode , because the course deviation scale/bar rotates with the course pointer (so when in
backcourse, the pointer is pointing downward on the display and that essentially reverses the
deviation display).
On the PFI lateral deviation scale the "fly to" diamond is reversed for BC mode to provide
consistent visual cues to the pilot for BC operations
Deviation Failure Indications
When the used deviation input (FMS or LOC) or lateral scale factor (FMS) or bearing input
(VOR) is invalid or missing, the lateral deviation bar is removed (the navigation source
annunciation is displayed as a fail flag when the lateral deviation input data is stale or its status
is failed) and an amber cross is displayed over the Lateral deviation scale. When the used
deviation input (FMS or LOC) or lateral scale factor (FMS) or bearing input (VOR) is NCD the
same symbols are removed but amber cross is not displayed
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11.3.2 LOC/GS Indications on PFD
Glideslope and Vertical Deviation Scale
The vertical deviation scale and pointer indicate vertical deviation from the ILS glideslope (GS)
or FMS vertical navigation guidance (VNAV) when those navigation sources are selected.
There are two formats of vertical deviation within the PFI display area, depending on the
selected navigation source. For both formats, the pointer provides a “fly to” indication of vertical
deviation (i.e. if the pointer is above the scale center, the aircraft must fly up to the desired
vertical track and center the deviation pointer).
GlideSlope Vertical Deviation
This pointer is displayed when the selected navigation source is a VOR/ILS receiver, with an
ILS frequency tuned.
The GS deviation pointer is a filled diamond shaped symbol which moves behind the scale to
indicate the deviation.
The limit of movement for the GS deviation pointer is the same distance from the center of the
scale as the limit of movement for the VNAV deviation pointer (1.25 dots above or below center
of the scale).
Like the VNAV pointer, as the symbol reaches the limit of its movement, the outer part of the
symbol begins to disappear until only the top or bottom half of the symbol is visible at the limit.
The GS deviation pointer is Cyan in color if the AFCS is not coupled to the current navigation
source (“GS”) and Magenta if it is. When the selected navigation source is a VOR navigation
source (not ILS tuned) or a backcourse condition is active (see lateral deviation section), the
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vertical deviation scale and GS deviation pointer are removed.
Failure Flag
When the used deviation input (VNAV or GS) is invalid or missing, the vertical deviation pointer
is removed and an amber cross is displayed over the vertical deviation scale.
Localiser and Lateral Deviation Scale
The lateral deviation scale and pointer provide lateral course deviation guidance associated with
the selected navigation source. The lateral deviation pointer indicates whether the desired
course is left or right of the aircraft (center of scale).
There are two display formats of lateral deviation within the PFI display area, depending on the
selected navigation source. For both formats, a pointer provides a “fly to” indication of deviation
(i.e. if the pointer is on the right of the scale center, the aircraft must fly to the right to achieve
the desired course and center the deviation pointer). The lateral deviation scale is displayed
when the selected navigation source is an FMS source, a VOR/ILS receiver tuned to a VOR
frequency or a VOR/ILS receiver tuned to an ILS frequency flying a backcourse approach.
The lateral deviation scale has a center mark with two circular dots equally spaced on either
side.
The lateral deviation scale is white in color.
Localiser Lateral deviation
The LOC deviation pointer is a filled diamond shaped symbol which moves behind the scale to
indicate the deviation.
When the selected navigation source is a VOR navigation source (not ILS tuned), the lateral
deviation pointer is a empty diamond.
It has the same behaviour as FMS pointer but indicates the difference between selected
navigation source bearing and course (Course-Bearing = +5° => 1 dot left).
Back Course (BC) Indications
A "BC" text annunciation shall be displayed at the left of the lateral deviation scale on PFI as
long as Back Course mode is active
On the PFI lateral deviation scale the "fly to" diamond is reversed for BC mode to provide
consistent visual cues to the pilot for BC operations
Failure Flag
When the used deviation input (VNAV or GS) is invalid or missing, the vertical deviation pointer
is removed and an amber cross is displayed over the vertical deviation scale.
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11.3.3 Marker Beacon Indications
Marker Beacons
A marker beacon annunciation is activated in the PFI display area when the VOR/ILS receiver
selected as navigation source detects that the aircraft is within the outer, middle, or inner marker
beacons.
When no VOR/ILS is selected as navigation source, the On-Side VOR/ILS is used.
The annunciation consists of a coloured square background around a letter designation of the
active marker indication detected.
The letter designation and the color distinguish between the outer, middle, and inner marker
annunciations as defined in the table shown. The annunciation is displayed in medium font and
toggles (500 ms normal video, 500 ms reverse video) as long as the VOR/ILS receiver no
longer detects a marker signal.
When Marker Beacon input is received FT (Functional Test), the marker beacons are displayed
cycling through all active marker signals in the order O, M, I for 1 second each. When Marker
Beacon input is missing from the VOR/ILS, the Marker Beacons annunciations are removed.
Note: The Marker Beacons are annunciated when detected even if bearing value is received
failed or NCD.
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11.3.4 LOC/GS Miscompare Indications on PFD
LOC and GS Miscompare
LOC and GS comparisons between redundant VOR/ILS sources are computed by each PFD
function only when both VOR/ILS are tuned to the same LOC frequency. Localizer and
Glideslope values via the Arinc 429 provided by the VOR/ILS selected as navigation source are
compared with Localizer and Glideslope values from the other VOR/ILS over AFDX. LOC
miscompare occurs when there is a difference greater than 0.75 dot (or 50μA) during more than
1 second between the Localizer values of the two sources. GS miscompare occurs when there
is a difference greater than 1 dot (or 50μA) during more than 1 second between the Glideslope
values of the two sources.
When LOC or GS miscompare is detected, an amber “LOC” or “G/S” annunciation, in medium

font, is displayed over any other symbology as shown . The annunciation toggles between
amber text over black (for 500 ms) and reverses video (500 ms) for the first 5 seconds then
become steady black text over amber background. When the deviation input (LOC or GS) is
received NCD, failed or missing from any of the VOR/ILS, the corresponding miscompare
annunciation is removed. The corresponding miscompare annunciation is not displayed for On-
Side or Cross-Side missing, fail or NCD deviation input (LOC or GS).
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12 Independent Position Determining

12.1 Architecture of the Radio Altimeter System (RAD ALT)
12.1.1 RAD ALT System Architecture
RADAR ALTIMETER (RAD ALT)
The RAD ALT System measures the aircraft altitude (up to 2500 feet) above the terrain with the
altitude data shown on the PFDs.
A single RAD ALT system is the standard installation. A second RAD ALT is required for Search
And Rescue (SAR) applications
Each RAD ALT have three Arinc 429 outputs that supply radio altitude data to PFD/MFD Pilot,
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PFD/MFD Co-pilot and Flight Control Computer (FCC).
Both RAD ALT receive the test command via discrete signals from each AMMC which is
launched by a dedicated push button on Pilot/Copilots Display Control Panel (DCP).
FCC is connected to both RAD ALTs via dedicated discrete signal to inhibit the user initiated
Test of both Rad Alt.
The FCC sends the RADALT 1 (2) TEST INHIBIT status information to AMMS in order to allow
the correct AMMS management of RADALT Test when the RADALT IBIT is inhibited
Both RAD ALT are connected to the AMMC computers with a discrete signal output that is used
to inform about the 200 feet trip.
The undercarriage system (through the AMMS) use the radalt 200ft trip discrete signal of both
radalts in order to provide the signal that triggers the Landing Gear Caution generated by
AMMS
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12.2 Components of the RAD ALT System

12.2.1 RAD ALT System Components
The Radio Altimeter 1 (RAD ALT1) system, considered as the standard installation, comprises:
 One RAD ALT1 Transceiver ALT-4000 (Rockwell Collins)
 Two RAD ALT1 Antennas ANT-52 (Rockwell Collins)
The Radio Altimeter 2 (RAD ALT2) system, considered the option installation, comprises:
 One RAD ALT 2 Transceiver ALT-4000 (Rockwell Collins)
 Two RAD ALT2 Antennas ANT-52 (Rockwell Collins)
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12.3 RAD ALT1 Transceiver

12.3.1 RAD ALT1 Transceiver Location
Location
 The RAD ALT1 Trasmitter/Receiver unit (ALT-4000) is installed in the Left side of rear
avionic compartment bay (baggage compartment bay).
 The RAD ALT transceiver unit is installed by means a dedicated mounting tray that also
support the interface connector. The unit is then fixed to the mounting tray by means two
locking knob. A handle is present on the module front to make its installation and removal
easier.
 The Mounting tray is fixed to the avionic bay shelf using bolts and washers
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12.3.2 RAD ALT1 Transceiver
Purpose
The main purpose of RAD ALT1 Transceiver is to transmits a reference signal on one antenna,
receives the ground-reflected signal on another antenna, and then computes the aircraft altitude
with respect to the terrain.
The Radio Altimeter is a Frequency-Modulated Continuous Wave (FMCW) transceiver that

measures the aircraft radio altitude (up to 2500 feet) above the terrain during approach mode.
Operation
The RAD ALT utilizes separate external transmit and receive antennas.
The RAD ALT is a self-contained microwave transmitter / receiver and range computation
system.
The RAD ALT consists of a power supply, a digital section, a transmitter, and a receiver.
Lightning protection, interface protection, and electrical isolation to/from outside and external
interfaces is also provided. The transmitter generates a 4250 to 4350MHz swept deviation
output to the transmit antenna.
The modulation frequency of the RAD ALT1 is set to 50Hz.
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RAD ALT1 A429 outputs are used to interface both the Pilot/Copilot PFD\MFD
RAD ALT1 is enabled to permit antenna monitoring capability; the Radalt antenna monitoring
function uses a an RF circuit that tests for properly-connected ANT-52 radio altimeters antenna.
Two RAD ALT1 A429 Outputs are used to interface both the Pilot/Copilot PFD\MFD.
One RAD ALT1 A429 Output is used to interface the AFCS computer (FCC).
The RAD ALT1 provides an Aircraft Installation Delay (AID) strapping pins in order to make the
compensation for the antenna cable lengths and the antenna height above ground at the point
of touchdown.
Electrical power is supplied to RAD ALT1 transceiver through dedicated 28Vdc circuit breaker
output of solid state power distribution system connected to Main Bus 3.
RADALT provides a 200ft altitude trip discrete signal. The undercarriage system uses the
RadAlt 200ft trip discrete signal in order to provide to the AMMC's the signal that triggers the
Landing Gear Caution generated by AMMS.
RAD ALT is able to go in IBIT test mode. It receives from each AMMC the IBIT test command
launched by means of a dedicated push button on display control panel (DCP) of the
pilot/copilot.
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12.4 RAD ALT1 Antennas

12.4.1 RAD ALT1 Antennas Location
Location
 The RAD ALT1 has two identical antennas (one for Transmit and one for Receive) installed
on the left side of the bottom surface of the tail section. The transmit antenna is the forward
antenna and the receive antenna is the aft. The two antenna are installed oriented with the
arrowheads facing each other.
 Four screws and the four washers attach each antenna to the tail structure. A coaxial
connector connects the antenna to the RAD ALT1 transceiver.
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12.4.2 RAD ALT 1/2 Antennas
Purpose
The purpose of the antennas, for both Rad Alt Transceivers, is to transmit and receive the radio
altimeter RF signal. In detail:
 one Antenna (the forward)Transmit the Radio Altimeter signal
 one Antenna (the aft) Receive the ground reflected signal.
Operation
These antennas are low-contour, rectangular, micro-strip type. The antennas operate in the
4200 to 4400 MHz bandwidth. A coaxial TNC connector provide for connection to coaxial cable
from RAD ALT Transceiver.
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12.5 RAD ALT2 Transceiver

12.5.1 RAD ALT2 Transceiver Location
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Location
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 The RAD ALT2 Trasmitter/Receiver unit (ALT-4000) is installed in the right side of rear
avionic compartment bay (baggage compartment bay).
 The RAD ALT2 transceiver unit is installed by means a dedicated mounting tray that also
support the interface connector. The unit is then fixed to the mounting tray by means two
easier.
 The mounting tray is fixed to the avionic bay shelf by means bolts and washers
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12.5.2 RAD ALT2 Transceiver
Purpose
The RAD ALT2 Transceiver has the same function as RAD ALT 1.
Operation
The RAD ALT utilizes separate external transmit and receive antennas.
The RAD ALT is a self-contained microwave transmitter / receiver and range computation
system.
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12.6 RAD ALT2 Antennas

12.6.1 RAD ALT2 Antennas Location
Location
 The RAD ALT2 has two identical antennas (one for Transmit and one for Receive) installed
on the right side of the bottom surface of the tail section. The transmit antenna is the
forward antenna and the receive antenna is the aft. The two antenna are installed oriented
with the arrowheads facing each other .
 Four screws and the four washers attach each antenna to the tail structure. A coaxial
connector connects the antenna to the RAD ALT2 transceiver
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13.1 Controls, Indications and Operation of the RAD ALT System
13.1.1 RAD ALT Decision Height
The DH setting is set by each pilot from the DCP or PFDs Bezel Keys.
The DH setting is independent at each PFD position.
DCP Control :
 Rotate the DH knob on Display Control Panel (DCP) to set the Decision Height (DH) with a
resolution of 10 Ft per click
 Push the DH (RA Test) knob on DCP, causing the On-Side Radio-Altimeter to enter TEST
mode
PFD Control :
 Using the PFD menu keys (lower bar) to reach the DCP back-up menu bar that provides
the DH ± Keys
 Using these keys, set the Decision Height, as per DCP DH Knob
The Decision Height Set-Point
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 The Decision Height Set-Point is a cyan digital (DH ###) displayed on top of the on-side
Radio-Altimeter scale
 DH value is also represented as cyan pointer (triangle) beside the Radio Altitude tape.
 The DH range is 0 Ft to 2500 ft with a resolution of 10 Ft.
 The default DH setting at power up is 200 ft but considered as NCD (Not Computed Data)
and not displayed until DH is modified.
DH Baro Indication
 The decision height indication is also represented by a hatched thin cyan tape interleaved
in the altitude scale along the inner right edge of the Baro Altitude tape.
 A DH value of less than 20 ft is indicated by the DH tape removed.
 A DH value of 400 ft makes the DH tape to extend 400 ft (according to the Barometric
Altitude scaling) above the Radio-Altitude tape.
DH Annunciation and Aural Warning
 The DH annunciation is displayed when the Radio Altitude value drops below the DH
setting.
 It is displayed as an amber DH over any other symbology.
 The annunciation toggles between amber text over black background (for 500ms) and black
text over amber background (for 500 ms) for the first 5 seconds then become steady amber
text over black background.
 The DH annunciation is removed when DH value is less than 20ft or Aircraft is on Ground
(Weight On Wheel and Radio Altitude
 When Radio-Altitude is received NCD, fail or missing from both Radio-Altimeters, the DH
annunciation is removed.
When radio altitude is equal to or less than the DH setting, the Rad Alt Bar indicates an amber
colour, and a DH annunciation appears in the attitude area and relevant "Decision Height"
Aural Warning request is sent to AMMS.
 The DH annunciation and Aural Warning info to AMMS is inhibited on the ground.
 During Take-Off , DH annunciation and Aural Warning info to AMMS are inhibited until radio
altitude is greater than DH + 10 feet.
 When in flight, with Radio Altitude decreasing "DH" annunciation and Aural Warning info to
AMMS is generated when radio altitude is less than or equal to DH value
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 When in flight, with Radio Altitude increasing, DH annunciation and Aural Warning info to
AMMS will be generated for radio altitude values up to DH + 10 ft and inhibited for radio altitude
values greater than DH + 10 ft.
 Loss of valid radio altitude information or valid DH setting shall cause the DH indication to be
inhibited
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13.2 Indications of the RAD ALT System

13.2.1 RAD ALT Indication on PFD
The radio altimeter indicates the height between aircraft and the ground. It is presented in 2
areas:
1. A Brown tape interleaved in the bottom part of the Baro altitude scale.
2. A Green tape, non linear scale labelled from 0 ft to 500 ft with intermediate ticks as shown.
The height is indicated by a green tape and its analogue indication is shown by the 4 green
digits readout with the white RA label located at the top of the scale.
When the Radar Altitude value used is above 2500 ft or NCD, the Rad Alt Readout scale is
removed
RADIO ALTITUDE INDICATION (Baro Area)
 The radio altitude indication is represented by a light brown tape interleaved in the altitude
scale sliding within the 500 ft height bottom part of the Baro altitude scale.
 The Radio-Altitude tape is displayed above background and behind white marks of the
Altitude scale. It gives a quantitative indication of the aircraft height.
 The full scale range is 500 ft. No mark is indicated
 A height of 0 ft is indicated by the Radio Altitude tape full filling the half bottom part of
Altitude tape.
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 A height of 500 ft causes the tape to be removed from the Altitude scale.
When Radio-altitude is received failed or missing from the On-Side Radio-Altimeter, it is read on
the Cross-Side Radio Altimeter.
When Radio-altitude is received No Computed Data (NCD) from the On-Side Radio-Altimeter or
read on Cross-Side Radio-Altimeter and received NCD, failed or missing, the Radio Altitude
tape is removed.
RADIO ALTITUDE DISPLAY (NI area)
The radio altitude tape is displayed at the left of the triple-tach display for altitudes less than 500
ft. Radio Altitude tape and RHT bug, if RHT is engaged, is removed when indicated altitude
exceeds 530 feet and re-displayed when the indicated altitude descends below 500 feet. When
the Radio Altitude Tape is removed a Radio Altitude readout shall be displayed on the right of
RA label.
 Between 0 and 100 feet the scale shall present tick marks every 10 feet.
 Between 0 and 100 the scale shall present a bigger mark at 50 ft.
 Between 100 and 200 feet the scale shall present tick marks every 50 feet of increment.
 Between 200 and 500 feet the scale shall present tick marks every 100 feet of increment.
 The labeled tick marks shall be 0ft, 100 ft, 200 ft, 300 ft, 400 ft, 500 ft.
 Bottom half of the Radio Altitude scale length shall represent Radio Altitude range between
0-100 feet.
 A quarter of the Radio Altitude scale length shall represent Radio Altitude range between
101-200 feet.
 A quarter of the Radio Altitude scale length shall represent Radio Altitude range between
201-500 feet.
Readouts shall be placed on top of RA scale in following order going from the top to the bottom
(above RA scale):
DH
RA
RHT
TD
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13.2.2 RAD ALT Fail and Test Indications on PFD
RADIO ALTIMETER TEST
When RA Test push button on DCP is pressed and the Rad Alt system is serviceable the Radio-
Altitude Rising Strip displayed in green attains a reading of 50ft with the corresponding readout
Single Rad Alt Installed:

When RA Test push button on DCP1 or DCP2 is pressed, the Radio Altimeter is set to test and
the result is displayed on both PFDs.
When RA Test push button on the DCP1 or DCP2 is pressed, the amber “TEST” annunciation is
displayed vertically on the left of the RA Scale.
When RA Test is set and RA Status is Valid, RA Radio-Altitude Readout is 50 ft is displayed on
the Rising Strip as a single green Tape
Dual Rad Alt Installed

When the RA test push button is pressed on DCP1 or DCP2, both the Radio Altimeters are set
to Test and the results are displayed on both PFDs with the the DH label and DH readout is
replaced by the RA1 Label and RA1 Radio-Altitude Readout..
When RA Test push button is pressed, the Radio-altitude label and Radio-altitude readout is
replaced by RA2 Label and RA2 Radio-Altitude Readout.
When RA Test pushbutton is pressed, the single Radio-Altitude Rising Strip is replaced by two
strips: RA1 and RA2 Radio-Altitude Rising Strip
When RA Test pushbutton and RA1/2 are serviceable, both the RA1/RA2 Radio-Altitude Rising
Strip and Readout are displayed in green with a readout of 50ft being displayed.
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When RA Test pushbutton is pressed and RA1/2 Status are in a fail condition, both the
RA1/RA2 Radio-Altitude Rising Strip and Readout are displayed in amber and the Radio-
Altitude Label are replaced by RA Annunciation in inverse video (white text over red
background) thus indicating that they are in a fail condition.
If only one RAD ALT is in fail the available Rad Alt automatically provide the RAD ALT data to
all the displays and the amber annuciation RA 1(2) appears to indicate which is the available
source
DH Bug
When Rad Alt Test is selected the DH bug is removed from the Rad Alt tape area until the Test
has been deselected then the DH bug returns to its original position.
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13.2.3 RAD ALT Miscompare Indication
RAD ALT Miscompare
The installation of two Radio Altimeters within the helicopter gives rise to Radio Altitude
comparisons between redundant Radio-Altimeter sources which are computed by each PFD
function.
The Radio Altitude value over A429 provided by the Radio-Altimeter used as defined by the
automatic RA source selection function is compared with Radio Altitude value over AFDX.
Radio Altitude miscompare occurs when there is a difference of more than a determined
variable amount for more than 1 second between the Radio-Altitude values of the two sources.
This variable amount is dependant on the actual Rad Alt height reading at the time eg: the
height difference is 10ft when the helicopter is at 0ft in height to 300ft when the helicopter is at
2,500ft in height. These variable height differences activate the miscompare annunciation.
When miscompare is detected, an amber Radio Altitude RA medium font annunciation is
displayed over any other symbology as shown.
The annunciation toggles between amber over black (for 500 ms) and reverses video (for 500
ms) for the first 5 seconds then become steady black text over amber background.
RA miscompare is not displayed for On-Side or Cross-Side missing, fail or NCD Radio-Altitude
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13.2.4 DH Aural Annunciations

Aural Message : "Decision Height". Whenever the Helicopter descend below the selected
Decision Height, the aural message is generated by AMMS
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14 Weather Radar System (WXR)

14.1 Architecture of the Weather Radar (WXR)
14.1.1 Weather Radar System Architecture
Weather Radar
The Weather Radar System is a lightweight, digital colour radar. The system provides weather,
beacon, and terrain mapping modes.
The system consists of:
 Transceiver Unit (RT1601)
 Phased Array Antenna (with its drive unit)
 Radar Interface Unit
 Static Inverter
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The Transceiver Unit receives control data (modes and range data) via Arinc 429 directly from
each MFD.
Tilt control is provided by the Interface Unit that converts the Arinc 429 data from MFDs, into tilt
analogue discrete signals for the antenna drive unit.
The Transceiver Unit interfaces with AHRS system through the Reversionary Control Panel
(RCP) via ARINC 429 databus in order to receive aircraft heading with attitude information for
antenna stabilisation.
The Transceiver Unit receives aircraft Weight-on-Wheel (WoW) switch information via a discrete
interface in order to inhibit the radiation whilst on ground.
Radar ON/OFF selection is performed via dedicated discrete signal from each MFD.
The Transceiver Unit sends radar returns signals information to both MFDs via ARINC 453
video output.
Radar information is available also on PFDs via the AFDX crosslink and A453 video cross
connection.
The Transceiver interfaces with the Solid State Distribution System in order to receive 28Vdc.
The Static Inverter provides 115Vac to the Antenna Drive.
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14.2 Components of the Weather Radar System

14.2.1 Weather Radar Components
The Weather Radar System comprises:
 Radar Transceiver RT 1601 (Telephonics)
 Phased Array Antenna AA-4512A (Telephonics)
 Antenna Drive DA-1203A (Telephonics)
 Radar Tilt Interface Unit IU-1605A (RDDS)
 Static Inverter P/N 1152572-2 (Honeywell)
 Waveguide with Filter (Telephonics)
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14.3 Weather Radar Transceiver

14.3.1 Weather Radar Transceiver Location
Location
 The RT 1601 Transceiver is installed in the Right side of the nose bay compartment.
 The Transceiver is installed on the helicopter by means a dedicated mounting tray.
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14.3.2 Transceiver
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Purpose
The purpose of RT 1601 Transceiver is to:
 Provide pulsed X-band output signal to the antenna.
 Receive reflected RF signal from the antenna.
 Amplify, filter, digitizes the received RF signal.
 Send to the displays the elaborated data.
 Receive Control and setting commands from MFD's.
Operation
The RT-1601 contains a magnetron that is required to operate with a beacon transponder. This
lightweight X-band transmitter (9375 ± 5 MHz) provides a peak power of 10 KW with the
capability of transmitting a long and short pulse.
 The long pulse is for weather, beacon, and long-range search.
 The short pulse is used in short-range search to provide for high resolution of small targets.
Within the RT, there are two receivers: one for weather returns and one for beacon returns.The
beacon receiver is tuned to 3910 ± 5 Mhz to permit reception of the beacon transmissions
Target data from the receivers is filtered and converted into digital data that can be displayed on
the MFD. There are two ARINC 453 data buses to provide radar data to MFDs.
RT-1601 Provides pulsed X-band output signal to the sector scanning antenna. Reflected signal
is amplified by receiver, filtered, digitized, and sent on to the display.
The magnetron frequency is tunable and is designed to operate at 9375 ± 5 MHz to permit
reliable triggering of the beacon transponder. Operating parameters permit optimum
performance in each of the five primary modes (three search, weather, and beacon).
The RT1601 is powered through dedicated 28Vdc circuit breaker output of solid state power
distribution system connected to Main Bus 3.
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14.4 Weather Radar Phased Array Antenna

14.4.1 Antenna Location
Location
The AA-4512A Radar Antenna is located in the nose radome. It is mounted to the DA-1203A
antenna drive assembly.
Purpose
The antenna is used for both transmitting and receiving Radar X-band RF signal.
Operation
The RDR-1600 radar system uses flat plate, fixed phased array antennas that are mounted to
the DA-1203A antenna drive assembly. The antenna is used for both transmitting and receiving,
and can be remotely controlled from the Tilt Interface Unit to any position of beam tilt between
15° above and 15° below the horizontal (zero degrees attitude). The Antenna is 12-inch
diameter.
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14.5 Antenna Drive

14.5.1 Antenna Drive Unit
Location
The DA-1203A Antenna Drive assembly is located in the nose radome. It is fixed to the nose
bulkhead (STA280) by means 4 bolts and 4 washers and support the phased array antenna.
Purpose
The purpose of the DA-1203A Antenna Drive, supports, scans and stabilises the flat plate
antenna array.
Operation
The antenna drive receive pitch and roll stabilisation signals derived from AHRS system through
the transceiver. The AHRS ARINC 429 pitch and roll information is applied to the transceiver
where the digital data is converted into analog pitch and roll information used by the Antenna
Drive.
The DA-1203A Radar Antenna Drive unit scans the antenna array in azimuth and elevation axis.
This unit is Motor driven, with line-of-sight stabilization. Scan sectors are 60° and 120° . The tilt
is selectable ± 15° from horizontal.
The antenna drive unit also provides a combined ± 30° stabilisation in the Pitch and Roll axis.
Antenna Drive unit is powered through 115Vac 400Hz single phase using dedicated Static
Converter (DC/AC).
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Antenna Drive Unit Pitch Adjustment

Both Pitch and Roll adjustments screws are available during the initial setting up of the Antenna.
The PITCH gain adjustment potentiometer is at the lower left part of the Antenna Drive Unit and
allows for proper deflection of the antenna drive assembly.
Antenna Drive Unit Roll Adjustment
Both Pitch and Roll adjustments screws are available during the initial setting up of the Antenna.
The ROLL gain adjustment potentiometer is at the lower left part of the Antenna Drive Unit and
allows for proper deflection of the antenna drive assembly.
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14.6 Tilt Interface Unit

14.6.1 Tilt Interface Unit Location
Location
 The Tilt Interface Unit (IU-1605A) is installed in the right side of the nose bay compartment.
 The unit is fixed to the structure by using 4 screws and 4 washers.
Purpose
The purpose of the Radar Tilt Interface Unit (IU-1605A), is to accept control & setting
commands via Arinc 429 and convert digital data into analogue signals suitable for RT-
1601Transceiver and Antenna Drive control.
Operation
The Radar Tilt Interface Unit (IU-1605A) is used to provide interfacing between the RT-1601
Receiver/Transmitter, the DA-1203A Antenna Drive Unit and the Cockpit Display System (CDS)
in lieu of the Radar Control Panel. Radar control is provided through the MFD's. The IU-1605A
takes the control data provided by the MFD's via ARINC 429 labels and converts them into
analogue signals to be provided to the applicable LRUs (Transceiver and Antenna Drive).
The Tilt Interface Unit is powered through a dedicated 28Vdc circuit breaker output of solid state
power distribution system connected to Main Bus 3 (same of RT-1601).
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14.7 Static Inverter

14.7.1 Static Inverter Location
Location
 The Static Inverter (1152572-2) is installed in the right side of the nose bay compartment.
 The unit is fixed to the structure using 4 screws and 4 washers
Purpose
The purpose of the Static Inverter (1152572-2) is to supply 115Vac 400Hz to the Antenna Drive
module.
Operation
The static inverter converts the 28Vdc (input) into 115Vac 400Hz single phase 250VA (Output).
The 28Vdc power is supplied to Static Inverter through dedicated circuit breaker output of solid
state power distribution system connected to the Main Bus 1.
The 115 Vac output is protected by a dedicated circuit breaker rated 1A (CB 191), located in the
nose bay.
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14.8 Waveguide Filter

14.8.1 Waveguide with Filter Location
Location
 The waveguide filter is installed in the right side of the nose bay compartment .
 The filter is located within the waveguide.
Purpose
 The purpose of the microwave filter is to act as Band Pass filter in order to reduce the
spurious emissions.
Operation
The Microwave Filter performs in the X-Band a band-pass capacity to reduce spurious
emissions coming from the radar magnetron. This helps to minimise interference with other
systems.
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14.9 Waveguide
14.9.1 Waveguide Construction
14.9.2 Waveguide
The waveguide is a rectangular section guide that is used to propagate the microwave RF
between the RT-1601 Radar Transceiver and the flat plate phased array antenna. Each terminal
part of the guide have a square-flange that is used to attach the guide to the mating section.
One side of the waveguide is fastened with a waveguide clip to the front plate of the RT-1601
transceiver. The end of the waveguide is then connected to the antenna drive unit (DA-1203A).
The purpose of the waveguide is to connect the Transceiver microwave port with the Antenna.
The waveguige has three sections which are flexible thus allowing movement during any
vibration that may occur.
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15.1 Controls and Indications of the Weather Radar (WXR) System
15.1.1 WXR MFD Control and Indications
Flight Plan (FPLN) selected on the MFD allows the selection of the Weather Radar (WXR) to be
displayed.
The Radar RDR 1600 control is activated by use of the CTRL Key situated at the bottom right
handside of the MFD.
A pop-up menu is shown with a number of systems that can be activated using the CCD
controls. It has six primary modes of operation: three air-to-surface search and detection
modes, two radar weather avoidance modes, and one navigational beacon mode.
Operator selection is shown on the left hand upper side of the MFD (eg WXA/BCN) with the
Gain and Tilt selections that have been activated.
The possible selections on WXR virtual control panel are the following:
 OFF: deactivates the weather radar system.
 STBY: set the radar R/T in Standby mode. Radar displayed data is not present in Standby.
Standby mode is used during the warm-up period of the radar system and when the aircraft
is on the ground
 TEST: force the radar R/T unit to send a radar test pattern to the radar display system. The
radar transmitter is not active in Test mode. Built-in-test (BIT) circuits provide rapid
checkout of system performance in the air or on the ground. A TEST function, as selected
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on the MFD Radar Pop up menu control panel, is a user - initiated BIT to validate the
system operation. The RDR-1600 radar system runs Continuous BIT to detect a fault within
the system.
Search mode is compatible with both Beacon mode and Navigation mode:
 Search Mode 1( SR1 ) : Using a short pulse width and high PRF, this mode detects and
displays surface targets down to a minimum range of 500 feet when a range selection of 10
nm or less has been selected.
 Search Mode 2 ( SR2 ): Using a short pulse width and high PRF, this mode detects and
displays surface targets down to a minimum distance of 500 feet when a range of 10 nm or
less has been selected.
 Search Mode 3 ( SR3 ): Using a wide pulse width and low PRF this mode is used for long-
range ground mapping or searching for topographical features such as bodies of water,
islands, high ground, bridges, etc. This mode will return the greatest amount of ground
clutter.
 Weather Mode ( WX ): Will display continuous enroute weather information relative to rain
cloud formation, rainfall rate, thunderstorms with moisture, and areas of icing conditions.
 Weather Alert Mode ( WXA ): Will cause the red areas of the display to flash at
approximately 1.25 Hz rate. In Weather Alert mode, (WxA), a standard weather
presentation is displayed in Green, Yellow and Red, except that the red returns flash
between black and red to draw your attention to the heavier weather activity.
 Beacon mode ( BCN ): The system can interrogate and receive pulses from a fixed
transponder(s) (Frequency 9310 Mhz) located within a range up to 160 Nm. The
navigational beacon has the capability to receive and decode both standard 2-pulse and
DO-172 6-pulse transponders. The beacon itself is displayed as curved “slashes”, with the
position of the beacon located approximately in the center of the closest slash. For greater
flexibility, the beacon mode may be operated alone or in combination with the weather or
search modes.Beacon Mode Selection is carried out by the pop up menu BCN selection:
Pressing this virtual pushbutton selects Beacon Codes in a sequential cyclic fashion (i.e.
Code 0, Code 1, Code 2, … Code 15 or Code 0, Code 1, Code 2, … Code 9). The selected
code is shown on the display.
 SCAN 120°: directs the antenna to sector scan 120° about the boresight of the aircraft. This
is the switch on default setting
 SCAN 60°: directs the antenna to sector scan 60° about the boresight of the aircraft. This
position will work in weather, search (map), and beacon modes.
 TILT ( T ): Tilt is selected using CCD. The tilt angle range is ± 15° .
 BCN Gain ( G ): Beacon Gain is selected using CCD.The Gain numeric readout is in
green. 22
 SRCH Gain( G ): Search Gain is selected using CCD.Beacon Gain is selected using
CCD.The Gain numeric readout is in green 22
 STAB : Provides the radar antenna stabilization when the stabilization function is active.
(ON/OFF)
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 RNG +: this bezel key on MFD is used to increment the Range. The range increments are
shown on the MFD Radar display adjacent to the relevant range rings. Operation of the
range selection on the MFD lower menu, affects the selection of the Radar Pulse width.
When a range greater than 20 Nmiles is selected the pulse width changes to a wider pulse
width with a lower Pulse Repetition Frequency (PRF)
 RNG -: this bezel key on MFD is used to decrements the selected range to next lower
range setting for sectored map display on the Multi Function Display (MFD).
 Target Alert function ( TGT ): the target alert function will be activated if a red storm cell
is detected within 25 nm but beyond the selected range and within ±10° of boresight. This
feature is not available for ranges above 240Nmiles, it also warns the pilot that a danger
exists on the present flight path beyond the selected range. This feature is also necessary
to warn the pilot in the event that the pilot is not looking at weather (navigation information,
checklist, etc.) on the MFD display.
DEFAULT SETTINGS
Default values of Settings parameters are:
 Radar Mode = WX
 Scan Angle = 120°
 Search Gain = 0 dB
 Beacon Gain = 0 dB
 Tilt = 0°
 Stab Off command = stabilization on.
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15.2 Indications of the Weather Radar (WXR) System

15.2.1 WXR Indications on PFD
WEATHER RADAR INDICATIONS
If WXR Overlay is selected on PFD ARC_MAP and 360°_MAP format the following information
is displayed, following their selection:
 Weather 120° scan compass tick marks
 Weather 120° scan range ring
 Weather 60° scan compass tick marks
 Weather 60° scan range ring
 Weather and beacon echoes Map
 Beacon Identifier
 Radar state/Operational mode annunciation
 Gain readout
 Tilt readout
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 Target Alert annunciation
 Stabilization Off annunciation
 RT Fault and Antenna Fault Annunciations
 Weather flag and Weather Range Discrepancy Annunciation
 WEATHER ALERT
As long as the Radar Mode is set to Weather Alert, the red zones on the Weather Map will
flash (500ms red, 500ms black).
 WEATHER and BEACON ECHOES
At each change of Sector scan mode (switch between 120° and 60°), the Weather and
beacon echoes Map are erased once. The Weather and beacon echoes Map is removed if:
-
o The selected DU range is different from the selected Weather Range
o or (there is a Receiver/Transmitter failure and Radar Mode is not set to Test),
o or there is an Antenna failure.
 WEATHER RADAR DISPLAY
The Weather Radar display color scheme is as follows:
o GREEN Radar modes,SR and BCN Gain numeric readout, Tilt readout.
o WHITE Gain and Tilt literal annunciation, WXR button label, beacon identifiers,
beacon symbols
o AMBER Antenna fail, R/T fault, Target Alert, WXR flag, WXR RANGE, STAB
 WEATHER RETURNS
The weather returns colours are:
o RED 12 mm/h rainfall rate
o YELLOW 4 mm/h and < 12 mm/h rainfall rate
o GREEN 1 mm/h and 4 mm/h rainfall rate
 TILT READOUT
The Tilt readout displays the tilt value indications in the area below the gain annunciations
area, in the following format: “ T SXX.X where - S is an up arrow when tilt value is >0, a
down arrow when tilt value is ±10°. Examples: 12.75° will be displayed T 13, -5.25° will
be displayed T 5.
 RADAR GAIN and BEACON GAIN READOUT
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The Radar Gain readout display is: “ G ” where XX.X is the Search Gain (0.5 resolution)
value when Radar Mode is, Search1, Search2 or Search3 modes only. Beacon Gain (0.5
resolution) value when Radar Mode is Beacon Only or Operational mode is mixed mode.
If search mode is selected the gain value shall be displayed under the "SR" annunciation.
If beacon mode is selected the gain value is displayed under the "BCN" annunciation.
When Radar mode is in mixed modes, (xxx/BCN), the “BCN” mode shall be underlined in
green.
 BEACON IDENTIFIER
The Beacon Identifier is displayed below the beacon echos symbols on the HSI if:
o Operational mode is mixed mode or Radar mode is Beacon Only and:
o The selected Beacon has been correctly detected
 STABILIZATION ANNUNCIATION
When the stabilization of the antenna is turned off the STAB annunciation is displayed in
amber text.
 RT AND ANTENNA FAULT ANNUNCIATIONS
An amber R/T Fault Annunciation is displayed in lieu of the Radar State/Operational

Mode annunciation if:
o there is a Receiver/Transmitter failure and
o the Radar Mode is not OFF or Stand By
An amber ANT Antenna Fault Annunciation is displayed if:
o there is an Antenna failure and
The Antenna Fault Annunciation has precedence over the Stabilization Off Annunciation.
 TARGET ALERT ANNUNCIATION
When WXA mode is selected and a red area is detected beyond the selected range an
annunciation TGT is displayed.
When the Radar mode is set to Weather Alert, the Target Alert Annunciation is displayed
and flashing as long as Target Alert is active.
Target Alert will be disabled when the maximum range (240Nm) is selected.
When displayed, the TGT anunnciation is positioned between Navigation Source and
Heading annunciations.
 WEATHER FLAG
An amber WXR ; Weather Flag is displayed in lieu of Radar state/Operational mode

annunciation if:
o When control data is not received and:
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 WEATHER RANGE DISCREPANCY ANNUNCIATION
The WXR RNG annunciation is displayed when there is a discrepancy between the range
setting sent by the CDS and the range sent back from the Radar that lasts more than 2
seconds. The Weather Range Discrepancy Annunciation is removed if the Radar Mode is
OFF or Stand By.
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15.2.2 WXR CAS Messages
Weather Radar is transmitting with the aircraft on Ground

WX TRANSMITTING
WX TRANSMITTING Message
This Caution message shall be displayed if Weather Radar option installed with Ground Mode
active (Weight on Wheels (WoW) deactivated and one of the following modes has been
selected:
 Weather Mode
 Search 1
 Search 2
 Search 3
 Weather Alert
 Beacon
The caution message indicates to the operator that the Weather Radar is transmitting when on
the ground. Normally due to the WoW switch activated the radar is not able to transmit. But with
the WoW switch deactivated the radar will be transmitting.
Following acknowledgement of the CAS message the message will be in reverse video.
WX TRANSMITTING
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16 Traffic Collision Avoidance System (TCAS II)

16.1 Architecture of the Traffic Collision Avoidance System (TCAS II)
16.1.1 TCAS II System Architecture
Traffic Collision Avoidance System (TCAS)
The TCAS-4000 system aids the flight crew by detecting the presence of nearby aircraft (Traffic
Advisory -TA) and providing a warning (Resolution Advisory - RA) when the proximity of that
aircraft is determined to be a safety threat.
The TCAS-4000 transmits Mode S transponder interrogations signals and monitors all replies.
Surveillance
The TCAS processor processes the signals coming from each single element of each antenna
and measuring the phase difference, calculates the azimuth of each aircraft flying in the
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neighbourhoods of the helicopter. The altitude is detected only if the sensed aircraft is equipped
with a mode C transponder.This allows the TCAS-4000 to locate all transponder equipped
aircraft within range. Mode S squitter transmission are typically detected up to about 30 Nm.
The maximum tracking range of the TCAS is 14Nm around with display of detected intruders up
to 12Nm. The TCAS can track as many as 60 aircraft and displays up to 30 of them. The area to
be visualized on the CDS is set by the pilot.
Threat Detection
The type of advisory appropriate for a given threatening situation is a function of the aircraft
altitude. These altitude ranges can be seen as sensitively levels. Thus, the system provides no
resolution advisories at altitudes below 1000 feet. When the altitude is lower than 1700ft AGL,
the TCAS approximates the elevation of the ground ASL. This is determined by subtracting the
radar altitude from the pressure altitude. The TCAS considers any aircraft within 360ft of this
ground altitude to be on the ground and displays no track for such aircraft.
Descriptions of the three types of advisories that can be issued are listed below:
 Traffic advisory (TA) : a TA is primarily informative in nature, informing the crew of nearby
traffic that is not presently seen as a threat but can become a threat if conditions change
adversely.
 Resolution Advisory (Preventive): a Preventive RA advises the crew to avoid certain

deviations from the present vertical flight path. This means that the TCAS has determined
that the situation is being resolved with the existing conditions. The crew, however, must
not make certain changes from the current vehicle speed.
 Resolution Advisory (Corrective) : a Corrective RA advises the crew to take some action in
order to resolve the developing threat.
Aircraft Conflict
If an aircraft is on a conflicting path, the TCAS-4000 generates traffic advisory (TA) (intruder
alert), resolution advisory (RA)(recommended vertical escape maneouver), and/or synthesized-
voice audio outputs. If the intruder aircraft also has a Mode S transponder, the TCAS-4000 uses
the own helicopter transponder (the TDR-94D) to transmit collision avoidance data to that
aircraft. This Mode S link allows the two TCAS systems to coordinate conflict resolution
maneouvers between aircraft.
TCAS DATA
TCAS II settings/mode is managed via MCDU or CDS. Each AMMC sends data via A429 in
continuous mode to the XPDR on the Comm Tune bus in order to control the TCAS II functions.
The XPDR forwards the control data, as received, to the TCAS II sensor.
From the CDS the TCAS-4000 receives the control from AFDX through the AMMCs and then
the same A429 Comm Tune.
The status/feedback XPDR/TCAS Data is sent to the AMMCs using the XPDR A429 bus.
Two independent A429 send TCAS data (TA / RA) to PFD/MFD pilot and copilot.
The TCAS II transceiver is connected to the DME, XPDR (and eventually to other L-band
installed equipments) via RF Suppression Pulse line in order coordinate the pulse transmission;
The TCAS II transceiver is connected to the upper and lower directional antennas via four
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separate coaxial cables.
The TCAS II transceiver exchanges coordination/acknowledgement data with ATC XPDR via
A429 TX/ RX bus.
The TCAS II transceiver receives data from RADALT 1/2 .

Rad Alt data information is used to prevent initiation of a maneouver that might expose the
aircraft to additional threatening conditions (e.g. all resolution advisories are inhibited below
1,000 feet agl).
The TCAS II Transceiver provides the TCAS aural alerts messages to the crew via the ICS
system.
The TCAS II transceiver receives via A429 from AMMC 2 Magnetic Heading (own helo
heading).
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16.2 Components of the TCAS II System

16.2.1 TCAS II System Components
The TCAS II System comprises:
 One TCAS II Trasmitter/Receiver type TTR-4000 supplied by Rockwell Collins
 Two Directional Antennas type TRE-920 (upper & lower) supplied by Rockwell Collins
 One Mounting Tray P/N S5158F01 with Cooling Fan supplied by Vibrachoc
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16.3 TCAS II Transceiver

16.3.1 TCAS II Transceiver Location
Location
 The TCAS II Transceiver unit (TTR-4000) is installed in the right side of the nose bay
compartment.
 The Transceiver unit is installed on a dedicated mounting tray that also supports the
interface connector. The Transceiver unit is then fixed to the mounting tray by means two
locking knobs. A handle is present on the module front to make its installation and removal
easier.
 The TCAS mounting tray is equipped with a cooling fan, supplied by the same 28Vdc line of
the TCAS Unit.
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16.3.2 TCAS II Transceiver
Purpose
The Purpose of TTR-4000 Transceiver, is to interrogate the transponders of the surrounding

aircraft and use the replies from those transponders to compute their flight path and evaluates
the potential threat.
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The TCAS Transceiver determines the relative position of surrounding aircraft by using its
directional antennas for bearing information and by measuring the time from interrogation to
reply to compute the distance. Altitude information is supplied by the transponders.
The TCAS-II, aids the flight crew by detecting the presence of nearby aircraft (Traffic Advisory)
and providing a warning (Resolution Advisory) when the proximity of that aircraft is determined
to be a safety threat.
Operation
The TTR-4000 transmits Mode D and Mode S transponder interrogations signals and monitors
all replies. Internal processing determines the range, bearing, and altitude of each replying
(nearby) aircraft. This allows the TTR-4000 to locate all transponder equipped aircraft within
range. If an aircraft is on a conflicting path, the TTR-4000 generates traffic advisory (intruder
alert), resolution advisory (recommended vertical escape maneuver), and/or synthesized-voice
audio outputs.
If the intruder aircraft also has a Mode S transponder, the TTR uses the own helicopter
transponder (for 189 is the TDR-94D) to transmit collision avoidance data to that aircraft. This
Mode S link allows the two TCAS systems to coordinate conflict resolution maneuvers between
aircraft.
The TTR-4000 contains circuits for signal receiving, transmitting, processing (including
computing), and interfacing with other components of the TCAS system. A frequency source
generates 1030 MHz for the transmitter output and receiver local oscillator.
The transmitter is a solid-state circuit that develops 1800 watts. The RF output is applied to
top/bottom antenna through the diplexer.
The receiver has four individual RF and IF sections, one for each of the four directional
segments of the TRE-920 directional antenna. At the receiver detector, the signals are
combined to allow received-signal bearing information to be determined. This information is
passed to the signal processor. A signal processor and CPU (central processing unit-the
“computer”) provide the control and data analysis necessary for the TTR-4000 operation.
The CPU generates the traffic and resolution advisories for output to the cockpit displays.
The input/output interface circuits are the , ARINC429, discrete, and analog circuits required to
communicated with external TCAS equipment.
The TCAS II transceiver is supplied by 28Vdc MAIN BUS 4 through a dedicated solid state
distribution output.
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16.4 TCAS II Antennas

16.4.1 TCAS II Antennas Location
Location
The TTR-4000 TCAS II Transmitter/Receiver requires two TRE-920 antenna.
 One Upper directional Antenna TRE-920 installed in the nose avionic bay on a dedicated
upper plate
 One Lower directional antenna TRE-920 installed on the rear part of the bottom fuselage
surface
The TRE-920 directional antennas have four TNC connectors (labelled from J1 to J4 and color
coded) to connect the TTR-4000 via coaxial cables.
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16.4.2 TCAS II Antennas Functionality
Purpose
The purpose of TRE-920 directional antenna is to transmit and receive RF interrogation signal
used for TCAS II operation
Operation
The TRE-920 antenna is directional, which allows the system to compute bearing to a target
aircraft.
The TRE-920 contains four passive antenna elements located at cardinal (90 degree) points
inside the assembly.
Each element is independent of the others and connected to the TTR through a separate
coaxial cable
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17.1 Controls of the TCAS II System
17.1.1 MCDU TCAS II Pages
A set of NAV radio tuning pages is provided by MCDU, in order to manage the TCAS system
(associated to XPDR). The access is by pushing the TUNE key.
 TUNE page 1 :
The Tune page is displayed by pushing the TUNE key on the MCDU. It contains the
following TCAS (and XPDR) data:
o Display TCAS in case of TCAS on header line. Allow the possibility to select the
Transponder/TCAS mode.
o Enter/Display theTransponder code and access the detail pages.
Accessing the XPDR TCAS details page is possible to :
o Manage the Altitude Limits (give access to "TCAS ALT LIMITS" Page)
o Toggle between REL and ABS (for Alt Tag)
o Manage the Mode (give access to "XPDR TCAS MODE" page)
o Command the TCAS TEST
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 ALT LIMITS Page :
Select the TCAS Altidude Limits as :
o ABOVE : the system display all the traffics 9000ft above and 2700ft below the aircraft
o BELOW : the system display all the traffics 2700ft above and 9000ft below the aircraft
o NORMAL : the system display all the traffics 2700ft above and 2700ft below the aircraft
o ABV/BLW : the system display all the traffics above and below the aircraft with
Unrestricted altitude (no altitude limits)
The selection performed is marked with a asterisc.
 XPDR TCAS MODE Page :
Select the XPDR and TCAS Operative Modes as :
o STBY : to set the XPDR/TCAS in warm-up cycle, XPDR/TCAS will display the “STBY”
annuciation on PFD Navigation Indicator (NI) area (is the default after power-up). In
this condition the XPDR does not reply
o TA ONLY : used to filter only the Traffic Advisories (TA), TCAS will return an
annunciation “TA ONLY” displayed on PFD Navigation Indicator (NI) area)
o TA / RA : used to to filter the traffic and display the Traffic Advisories (TA) and the
Resolution Advisories (RA). TCAS will return an annunciation “TA/RA” displayed on the
PFD Navigation Indicator (NI))
The selection performed is marked with a asterisc.
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17.2 Controls and Indications of the TCAS II System

17.2.1 TCAS II MFD Control and Indications
The TCAS Menu presents following TCAS setting values:
 TCAS modes:
o STBY mode : to set the XPDR/TCAS in warm-up cycle (default at power-on).
o TA ONLY mode : used to display only the Traffic Advisories (TA), TCAS will return an
annunciation “TA ONLY
o TA/RA mode : used to to display the Traffic Advisories (TA) and the Resolution
Advisories (RA). TCAS will return an annunciation “TA/RA”. When below 1000ft Radio
Hight, RA generation is inhibited and TCAS operate in TA ONLY Mode. This is
reflected on the displays with the annunciation "TA ONLY" instead of "TA/RA"
o TEST mode : uset to force the TCAS test
 TCAS Altitude selection :
o ABOVE : the system display all the traffics 9000ft above and 2700ft below the aircraft
o BELOW : the system display all the traffics 2700ft above and 9000ft below the aircraft
o NORMAL : the system display all the traffics 2700ft above and 2700ft below the aircraft
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o ABV/BLW : the system display all the traffics above and below the aircraft with
Unrestricted altitude (no altitude limits)
 TCAS Intruder Altitude reference selection :
o REL : Intruder Altitude is set to relative (with respect to the own helicopter)
o ABS : Intruder Altitude is set to absolute (Intruder Relative Altitude + TCAS Own A/C
Altitude + Altitude Correction)
TCAS modes are displayed in the lower left corner of the MFD display.
The TCAS intruder symbol are displayed in 360 MAP and ARC Map format and are displayed
over all other symbology. The Display Unit is able to manage up to 30 TCAS intruders as sent
by TCAS processor.
There are four types of traffic symbols, based on threat level. They are:
Resolution Advisory (RA)

Traffic Advisory (TA)
Proximate Traffic (PT)
Other Traffic (OT)
No Bearing Traffic (NBA)
The classification of the targets is done by the TCAS processor and the display representation
is :
 The RA symbol is a haloed red solid square
 The TA symbol is a circular shaped and yellow filled colour. The TA symbol shall be
positioned to depict a threat aircraft's relative bearing and distance from own aircraft.
 The PT symbol is a filled cyan diamond. The PT symbol shall be positioned to depict a
proximate aircraft's relative bearing and distance from own aircraft
 The OT symbol is a cyan unfilled diamond and positioned to depict the other aircraft's
relative bearing and distance from own aircraft. OT symbol are consideredr non-threat
aircraft
The RA and TA targets which are off scale will be indicated by placing one half of the symbol at
the edge of the active display area. The half symbol will be labeled normally.
For each TCAS intruder, a Vertical Trend Arrow is displayed beside the intruder symbol to
provide vertical sense indication (Level Flight, Climbing, Descending). The arrow point down for
descending traffic and up for ascending traffic.
When relative altitude of an intruder aircraft is available, a data tag indicating relative altitude
shall be displayed with the corresponding traffic symbol
When ABS selection is active and absolute altitude of an intruder aircraft is available, a data tag
indicating absolute altitude shall be displayed with the corresponding traffic symbol.
The data tag will be centered above the traffic symbol preceded with a "+" if the intruder aircraft
is above own aircraft's altitude and centered below the traffic symbol preceded with a "-" if the
intruder aircraft is below own aircraft's altitude. IIf the intruder is at own aircraft's altitude, the
data tag is centered above the symbol without any polarity sign.
In case the intruder bearing is not available (No Bearing Traffic), the TCAS system will
represent the traffic like alphanumeric annunciation. This is applicable only for TA and RA. In
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detail the TCAS no bearing advisory annunciations (NBA) consist of the following data fields
displayed in yellow and medium font in the bottom right corner of the compass symbol
separated by spaces:
“TA” legend
Range in NM with a resolution of 0.1 NM
Relative Altitude in hundreds of feet
Vertical Trend Arrow
For example: “TA 6.5 -04↑” represents an intruder with a TA advisory at 6.5 Nautical miles with
a relative altitude of -400 feet and climbing
The NBA annunciation for Resolution Advisory are represented in red.
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17.3 Indications of the TCAS II

17.3.1 TCAS II PFD Indications
TCAS Intruders Information
The intruder is displayed regarding range and relative bearing sent by TCAS system. The
behavior of the intruders follows range and relative bearing evolution sent by the TCAS system.
The intruders are indicated following their proximity from aircraft and their general attitude.
Intruder Altitude Display
The TCAS intruder altitude is displayed either as relative or absolute information located at the
top or bottom of the TCAS intruder symbol (depending on intruder location above or below
aircraft).
Relative altitude is indicated by a 2 digit readout in hundredth of Feet Absolute altitude is
indicated by a 3 digit readout in hundredth of Feet.
The trend altitude is indicated by an arrow located at the right of intruder symbol. TCAS
associated annunciations symbols (trend arrow, Intruder altitude ...) have the same color.
RA or TA traffic which is beyond the selected display range of the traffic display are indicated by
placing one half the appropriate symbol at the edge of the display area at the measured bearing
of the traffic.
Data tags and appropriate vertical trend arrows remain fixed in the position relative to the traffic
symbol, even if a portion of the information is masked by the edge of the active display area.
TCAS intruder symbology is displayed in ARC MAP and 360 MAP formats.
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TCAS No Bearing Advisory annunciations
In case of No Bearing Advisory annunciation, the following amber/red indication is displayed at

at the bottom of the PFD Navigation area:
 “TAXX.X - YY” for TA intruder (displayed in amber)
 “RAXX.X - YY” for RA intruder (displayed in red)
where:
 XX.X is Range in NM
 YY is Relative Altitude in hundredth of feet
 “↑” is vertical Trend Arrow
A maximum of two No Bearing Advisory (NBA) annunciations are displayed.
TCAS 2NM Range Ring
White dots are displayed around the aircraft symbol at 12 relative clock positions (represent a
2NM TCAS range) when display range (full scale) is below 10Nm.
TCAS 2NM range ring is displayed in ARC_MAP and 360_MAP formats.
TCAS Annunciations
The TCAS normal operational status is displayed in two reserved fields on the left side of the
compass rose.
 The first TCAS annunciation field indicates the TCAS modes: “TCAS STBY”, “TCAS TEST”,
Traffic Advisory only (“TA-ONLY”) or TA/RA.
 The second TCAS annunciation field indicates the TCAS altitude select annunciation:
“NORMAL”, “ABOVE”, “BELOW”, “ABV/BLW”
 Altitude select annunciation is completed with “ABS” annunciation when absolute altitude is
selected (no annunciation when relative altitude is selected).
 “TCAS TEST” annunciation is displayed in amber.
 All other TCAS annunciations are displayed in green.
The TCAS mode annunciation is displayed in all Navigation Indication (NI) formats.
The TCAS altitude select annunciation is displayed in ARC MAP and 360MAP formats
TCAS Failure Annunciation
In case of failure, “TCAS FAIL” annunciation (amber color) replaces TCAS mode annunciation
in all NI formats.
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18 Dependent Position Determining

18.1 Dependent Position Determining Subsystems
18.1.1 Dependent Position Determining Subsystems
The Dependent Position Determining consists of the following systems :
 NAV1 for VOR/LOC/GS/MB and NAV2 for VOR/LOC/GS/MB/ADF Radio NAV Receivers x
2
 Distance Measurement Equipment (DME)
 GPS system (1 basic + 1 option)
 ATC Transponder (XPDR)
 HTAWS System (option)
 Synthetic Vision System (SVS) (option)
 Digital Map System (DMAP) (option)
VOR :
The VOR function supplies bearing in degrees To and From the VOR ground station. VOR
contains:
 VOR airborne receiver
 VOR/LOC antenna
The VOR airborne receiver is part of the Navigation Receiver (NAV 1/NAV2)
The Navigation Receivers (NAV 1/NAV2) are fully integrated VOR/LOC, Glideslope, Marker
Beacon Receiver (VOR/LOC/GS/MB) with the addition of the ADF Receiver (applicable to
NAV2).
The units are tuned by the MCDU.
The VOR/LOC/GS/MB receiver provides 200 (50-kHz spaced VOR/LOC) channels from 108.00
through 117.95 MHz. The NAV1/NAV2 are controlled by both MCDU's and provide data to CDS,
AFCS and AMMC
ADF:
The Automatic Direction Finder (ADF) system supplies the relative bearing data from a ground
station.
This data gives the aircraft direction to a ground station (NDB) with relation to the heading.
The cockpit display system (CDS) shows ADF data that gives the radio bearing relative to the
aircraft heading. The ADF receiver (NAV2 only) receives RF signal from the ADF antenna,
computes the relevant information and sends its data to the CDS / AMMS. NAV2 will provide
two distinct A429 outputs for VOR/ILS and ADF data.
Both NAV1 and NAV2 provide MB, VOR, (ADF only NAV2) analog audio output for use by the
ICS The NAV2, also, transmits the ADF audio signals to the audio system. The ADF module will
Operate over the frequency band 190.0 kHz to 1799.5 kHz and 2088.0 kHz to 2094.0 kHz
2179.0 kHz to 2185.0 kHz (distress frequencies); Operate as an AM radio receiver (ANT mode),
an automatic direction finding system (ADF mode) and can receive keyed carrier signals (TONE
mode).
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DME :
The DME measures the slant range distance between the aircraft and selected DME ground
stations. The DME decodes the station identifier and calculates the rate of closure and time to
reach the selected station.
Most DME channel assignments are paired with VOR or ILS facilities and are selected by
inputting the associated VOR or ILS frequency to the DME.
DME frequencies not paired with VOR or ILS facilities are arbitrarily associated with a group of
frequencies (133 to 135 MHz) in the VHF communications band.
The DME module is capable of tracking three channels to provide slant range, ground speed,
time to station and station identified; whilst supporting the DME hold function. The DME
operates on 252.1 MHz wide channel assignments in the range of 962 to 1213 MHz; each
channel having an air-to-ground frequency assignment in the range from 1025 to 1150 MHz and
a ground-to-air frequency which is either in the range of 962 to 1024 MHz or 1151 to 1213 MHz
The DME shall be controlled in A429 by both MCDU's via AMMS and provide data to CDS and
AMMC via A429 DME module provides two analog audio outputs for use by the ICS.
SUPPRESSION
The DME is connected to the XPDR (and eventually to other L-band installed equipments) via
RF Suppression Pulse line in order to inhibit the DME receiver during the XPDR transmission
and vice-versa.
Global Positioning System (GPS) Satellite Based Augmentation System (SBAS) :

The GPS supplies data to the flight management system (FMS) for flight guidance and other
information during flight. The Global Navigation Satellite Sensor Unit (GNSSU) is a SBAS-based
sensor that provides position information with integrity to a multi-sensor navigation system, a
flight management system, or other area navigation systems.
It provides integrity in the absence of the SBAS signal through the use of Fault Detection and
Exclusion (FDE).
The GNSSU also includes a navigation function to provide path deviations relative to a selected
final approach path and distance to the runway threshold. The FMS uses A429 data from the
GPS to calculate aircraft position and perform navigation functions.
The GPS provides primary date and time information to the AMMS (FMS sub-system)
The GNSSU performs the sensor and approach guidance functions of an SBAS-based Area
Navigation aircraft system to be used for the en route, terminal area and approach phases of
flight.
The GNSSU satisfies the requirements for the following instrument approach procedures:
 Lateral Navigation (LNAV)
 Lateral Navigation/Vertical Navigation (LNAV/VNAV)
 Localizer Performance without vertical guidance (LP)
 Localizer Performance with vertical guidance (LPV)
The GNSSU operates both within and outside the SBAS coverage area. Its has interoperability
with the signals-in-space provided by the FAA Wide Area Augmentation System (WAAS) and
other international SBAS service providers (current or future) like the European Geostationary
Navigation Overlay Service (EGNOS), Japan's Multi-functional Transport Satellite (MTSAT)
Satellite-based Augmentation System (MSAS), and India’s GPS And GEO Augmented
Navigation (GAGAN)
The GPS (GNSSU) modules operate over 24 channels at 1575.42 MHz; Support
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WAAS/EGNOS precision approach and Precise NAV operations. Each one of the two GPS
(output) is connected to both AMMCs (input) by mean of a cross strapped A429 High Speed
link. Each AMMC (output) is connected to both the GPS (input) by means of two dedicated
A429 High Speed links.
ATC XPDR :
The Transponder module provides:
 Identification of own aircraft in response to ATC interrogation in mode A, C, S
 New Mode S Elementary
 Enhanced Surveillance functions
 ADS-B OUT capability.
The ATC XPDR system is connected to the AMMS through A429 links and then the AMMS to
the CDS by means AFDX.
The pilot and copilot can control the XPDR mode of operation and introduce/monitor the reply
code by the multifunction control display-unit (MCDU) and CDS.
Helicopter Terrain Awareness System (HTAWS):

HTAWS provides the pilot with the displays of the aircraft position relative to surrounding terrain
and known obstacles, thereby providing situational awareness for the pilot.
The HTAWS is intended for use in rotorcraft primarily during the cruise phase in Visual
Meteorological Condition (VMC) and in Instrument Meteorological Condition (IMC) under
Instrument Flight Rules (IFR).
The HTAWS is an alerting system and it is intended to provide terrain and obstacle aural and
visual alerts.
The HTAWS will provide a combination of visual annunciations and aural alerts to the pilot; it
also provides alerts and warnings for excessive rates of decent, bank angle and inadvertent
descents or altitude loss after take-off.
The HTAWS also warns against descending below the glideslope path on an ILS and against
high pitch attitudes near the ground for tail strike.
The TAWS Alerting Function is a portion of the HTAWS complex algorithm.
The TAWS Alerting Function contains, but is not limited to, the Forward Looking Terrain and
Obstacle Avoidance function and the Ground Proximity Warning System function.
Synthetic Vision (SVS) :

The Synthetic Vision System (SVS) is a database derived application which integrates
information from various sources to provide a computer-generated representation of the
external environment.
Digital Map (DMAP) :

Digital Map (DMAP) function, includes Symbol Generation capability for Flight Plan
management.
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19 Automatic Direction Finder (ADF)

19.1 Architecture of the ADF
19.1.1 ADF System Architecture
The Automatic Direction Finder (ADF) Receiver supplies the bearing data from a Non
Directional Beacon (NDB) ground station for in-flight navigation, terminal navigation, and area
guidance. This data gives the aircraft direction to a ground station with relation to the heading.
The ADF function is integrated in the NAV 2 receiver (NAV-4000). It is connected to a dedicated
antenna through a coaxial cable.
NAV2 transmits the relevant ADF data via dedicated Arinc 429 output line to both AMMCs and
Cockpit Displays (PFDs/MFDs).
NAV2 receiver is controlled via A429 from both AMMCs that in turn receive the tuning data from
Multifunction Control Display Units (MCDUs).
The NAV2 support backup radio navigation tuning control is via a dedicated ARINC 429 directly
from the on-side MCDU.
Audio tones and information from NAV2 ADF receiver is sent, via dedicated analogue signals, to
the ICS Audio Management Unit (AMU).
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19.2 Components of the ADF System

19.2.1 ADF System Components
The ADF system comprises:
 One NAV 4000 Radio NAV Receiver ( NAV2) from Rockwell Collins
 One ADF Antenna ANT 462A from Rockwell Collins
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19.3 ADF Receiver

19.3.1 ADF Receiver Location
Location
The NAV2 Receiver unit (NAV-4000) is installed in the right side of the nose bay compartment.
The receiver unit is installed on the helicopter using a dedicated mounting tray that also
supports the interface connector. The receiver unit is then fixed to the mounting tray using a
easier.
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19.3.2 ADF Receiver
Operation
The ADF function is integrated in the NAV-4000 receiver. ADF receiver operate over the
following frequency bands with a 0.5 kHz spacing:
 190.0 kHz to 1799.5 kHz
 2088.0 kHz to 2094.0 kHz
 2179.0 kHz to 2185.0 kHz (maritime distress frequencies);
The AMMS manages the interface to ADF via both MCDU's, in normal operation, the master
AMMC controls the ADF sensor.
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If master AMMC fails, the ADF control is automatically swapped to the functioning AMMC
The ADF can operate as an AM radio receiver (ANT mode), automatic direction finding system
(ADF mode) and can receive keyed carrier signals (TONE mode).
 ANT (antenna) : The system receives the ADF signals but does not calculated the relative
bearing. Audio sensitivity and range are set to maximum.
 ADF: The system receives the ADF signals and calculates the relative bearing. There is
some decrease of received audio range and sensitivity.
 TONE: The system receives the continuous wave (CW) signals. The system uses a beat
frequency oscillator (BFO) to sense these signals and produces a audio tone, from the
mixing of the RF carrier wave and the Beat frequency oscillator.
NAV2 transmit the relevant ADF data via dedicated Arinc 429 output line in order to comunicate
with Aircraft Management Computers (AMMC's) and Cockpit Displays (CDS)
Electrical power is supplied to NAV2 module through dedicated circuit breaker on CB panel
connected to the 28Vdc Emergency Bus 2.
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19.4 ADF Antenna

19.4.1 ADF Antenna Location
Location
The ADF Antenna ANT-462A is installed on the bottom center outer fuselage. It is fixed using
four screws and washers.
Purpose
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The ADF antenna senses the NDB RF signals.
Operation
The ADF antenna contains an internal sense antenna, sine/cosine loop antennas and a signal
amplifier. The sense antenna is a vertically-polarized antenna that receives the AM audio
signals. The sine/cosine loop antennas are horizontally-polarized perpendicular antennas, that
receive the relative bearing signals. The amplifier increases the input signals from the internal
antennas. The ADF antenna has a coaxial connector that connects to the NAV2 Receiver.
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20.1 Controls of the ADF System
20.1.1 MCDU ADF Pages
A set of NAV radio tuning pages is provided by MCDU, in order to manage the ADF system .
The access is by pushing the TUNE key.
 TUNE page 2 : The Tune page is displayed by pushing the TUNE key on the MCDU and
then pushing "Next" key on the keyboard to access the Tune Page 2. It contains the
following ADF data:
o Enter/Display the ADF Frequency. Display "ANT" when ADF is in ANTENNA mode and
give access to ADF Page.
o Enter/Display the ADF Standby Frequency
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o Display the Auto tuning Status
 ADF Page :
o Enter/Display ADF Active Frequency. With Scratch Pad empty causes the swap
between Act and Standby
o Enter/Display the ADF Standby Frequency. Entry as for Active Frequency.
o Select the operative Mode between ADF or ANTENNA
o Display the ADF Relative (to antenna) Bearing in the range +/- 180 deg
o Enter/Display Active ADF Identifier and display Type (if any). Go to NEAREST page if
the scratch pad is empty
o Enter/Display the Standby ADF Identifier (as for active)
o Select the TONE on or off (when used with CW transmissions)
o Command the ADF TEST(also display the Test results)
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20.2 Controls and Indications of the ADF System

20.2.1 ADF PFD Control and Indication
Automatic Direction Finder (ADF)
There are two bearing source bezel keys which are indicated using the the labelled bearing
source annunciations above dedicated bezel key and a pointer.
 Bearing 1
The Bearing1 source is selected via associated bezel key, displayed on the left of “BRG”
label, and cycles through the following selections:
o OFF
o VOR1
o FMS1
o ADF
o DF(option)
o Repeat
 Bearing 2
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The Bearing 2 source is selected via associated bezel key, displayed on the right of “BRG”
label, and cycles through the following selections:
o OFF
o VOR2
o FMS2
o ADF
o DF(option)
o Repeat
The labels for each selection are indicated on menu above the relevant bezel. Both pointers
indicate relative bearing value on the compass rose. The pointer 1 is displayed over the pointer
2 and both behind course pointers and over compass rose. They rotate around aircraft mockup
symbol. The pointers are displayed when the specific equipment is tuned and receiving a signal.
In case of failure, corresponding flag is displayed in place of source annunciation
Colours and Symbols
 The bearing pointer 1 is represented by a white single bar with associated shaped head
 The bearing pointer 2 is a double green bar with associated shaped head
Bearing shaped heads are defined as follow:
o Star shaped for FMS
o Diamond shaped for VOR
o Circle for ADF and DNAV
o Trapezoïde for GNAV
Bearing source selection is independent at each PFD position. The selected bearing sources
are maintained between display mode and format transitions.
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20.2.2 PFD Failure Indications
Bearing Source Failure
If the distance input associated with a selected bearing source is received failed or missing, the
corresponding readout is replaced by three amber dashes, or three white dashes when No
Computed Data is identified.
When the bearing data associated with a selected bearing source is received No Computed
Data, failed or missing (or ILS tuned for VOR), the corresponding bearing pointer is removed.
When the system has failed the name is shown in amber
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21 Distance Measuring Equipment (DME)

21.1 Architecture of the DME
21.1.1 DME System Architecture
System consists of one DME transceiver (DME-4000) and one antenna.
The DME transceiver is connected to the XPDR (and eventually to other L-band installed
equipments) via RF Suppression disrete line in order to inhibit the DME receiver during the
XPDR transmission and viceversa;
DME transceiver is controlled via A429 from both AMMCs that in turn receive the tuning data
from Multifunction Control Display Units (MCDUs).
DME transceiver has two A429 Outputs. One sends DME data to pilot and copilot PFD\MFD,
the other output sends DME data to AMMCs computers.
The DME transceiver provides two audio output channels for station code id. The Audio outputs
are connected via dedicated analogue lines, to the ICS Audio Management Unit (AMU).
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21.2 Components of the DME System

21.2.1 DME System Components
The DME 4000 transceiver and the ANT-42 antennas provide DME operation.
The DME Subsystem comprises:
 One DME 4000 Transceiver from Rockwell Collins
 One Antenna ANT 42 from Rockwell Collins
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21.3 DME Transceiver

21.3.1 DME Transceiver Location
Location
 The DME Transceiver unit (DME 4000) is installed in the right side of the nose bay
compartment.
 The DME Transceiver unit is installed on the helicopter on a dedicated mounting tray that
also supports the interface connector. The Transceiver unit is fixed to the mounting tray by
means a locking knob. A handle is present on the module front to make its installation and
removal easier
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21.3.2 DME Transceiver
Purpose
The purpose of the DME is to measure the line-of-sight distance between the aircraft and
selected DME ground stations.
Operation
The DME transceiver is capable of tracking three channels to provide slant range, ground
speed, time to station and station identified.
Operate with 252 channels at 1 MHz wide. The channel assignments are within the frequency
range of 962 to 1213 MHz.
HOLD
The transceiver channels have the DME hold function.
In DME HOLD selection, the DME will not automatically change the frequency according to
VOR/ILS frequency.
The Operator can request HOLD on MCDU for Channel 1 and/or Channel 2.
When the operator selects the Hold Mode for DME Channel 1 (or DME Channel 2) the DME
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Frequency is commanded to HOLD the current DME Frequency of DME Channel 1.
When the operator deselects the Hold Mode for DME Channel 1 (or DME Channel 2) the
operation of the DME Frequency is commanded to tune to the actual VOR/ILS1 active
frequency.
The HOLD function can be used in either MAN or AUTO autotuning mode
When the DME CH1 (CH2) HOLD is selected, the "H" annunciation is displayed on the MCDU
TUNE page 1/2 in the DME CH1 (CH2) area.
FREQUENCY
Each channel having an air-to-ground frequency assignment in the range from 1025 to 1150
MHz and a ground-to-air frequency which is either in the range of 962 to 1024 MHz or 1151 to
1213 MHz.
Most DME channel assignments are paired with VOR or ILS facilities and are selected by
selecting the associated VOR or ILS frequency to the DME.
DME frequencies not paired with VOR or ILS facilities are arbitrarily associated with a group of
frequencies (133 MHz to 135 MHz) in the VHF communications band.
The DME-4000 transceiver features include audio outputs and data load capability.
The DME transceiver is 28Vdc powered through a dedicated circuit breaker output of the solid
state distribution system connected to the Main Bus 2.
AUTO/MANUAL TUNING
The DME modes tuning modes are Manual or Automatic depending on the relevant NAV mode
selected.
The operator can only set the DME channel 3 to manual or automatic tuning.
When the Operator requires a channel for DME CH3, the system is forced to Manual Tuning;
If in AUTO mode, the automatic tuning for DME (Ch1 or Ch2) is inhibited when the H/C is on
ground or the PFD navigation source is equal to VOR/ILS.
At Power-Up the DME mode is set to manual (MAN);

The DME channel 1 tunes to the corresponding VOR/ILS 1 frequency and DME channel 2 to the
corresponding VOR/ILS 2 frequency.
The Operator selects the VOR/ILS 1(2) active frequency with the DME Ch1(2) selected
frequency if the DME is not in HOLD mode.
For the DME Channel 3 and in Manual Mode, the operator can insert the channel manually via
MCDU
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21.4 DME Antenna

21.4.1 DME Antenna Location
Location
The installation position of the DME antenna is on the left side of the bottom fuselage. Three
screws attach the DME antenna to the fuselage structure. The coaxial connector connects the
DME antenna to the DME module.
Purpose
L-Band antenna for DME/Transponder applications.
Operation
Vertically polarized and covers 960-1220 MHz range with a nominal impedance of 50 ohms it
uses a female type TNC connector for connection to coaxial cable from the receiver/transmitter
unit
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22.1 Controls of the DME System
22.1.1 MCDU DME Pages
A set of NAV radio tuning pages is provided by MCDU, in order to manage the DMEsystem. The
access is by pushing the TUNE key.
 TUNE page 1 : The Tune page is displayed by pushing the TUNE key on the MCDU. It
contains the following radio navigation data:
o NAV1 and NAV2 receivers to show the active frequency (green when autotuning and
cyan when manual), the tune status and the stand-by frequency. Beside the NAV#
label is shown the "H" (means Hold) if the NAV tuned frequency is paired with a DME
station and the Hold function is set to ON.
 NAV 1,2 page1: It is used to :
o Enter / display NAV AIDS identifier and type and go to nearest
o Manage the DME HOLD Function
o Display the Co-located (with VOR) DME Channel
 NAV1 page2 (is the same for NAV2 which use the DME CH2): It is used to :
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o Display the DME range (RNG)
o DME Ch1 Test
From the TUNE Page 3 is possible to access the DME CH3 page to manage the Third Channel
of the DME as following :
 DME CH3 page :
o Enter/Display DME Channel 3 Active Channel. With Scratch Pad empty causes the
swap between Act and Standby
o Enter/Display the DME Channel 3 Standby Channel. Entry as for Active Channel
o Enter/Display Active DME Channel 3 Identifier. Display Type (if any). Go to NEAREST
page
o Enter/Display the Standby DME Channel 3 (as for active)
o Toggle the Tuning between Manual and Automatic.
o Display the DME Channel 3 Estimated Time Enroute
o Display the DME Channel 3 Range
o Command the DME test (also display the Test results)
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22.2 Indications of the DME System

22.2.1 DME Indications on PFD
Valid DME
When a VOR/LOC receiver is selected as the primary NAV source and if a valid DME station is
available then the corresponding DME station identifier is annunciated beneath the Triple Tacho
indication.
DME Hold
When a VOR/ILS source is the navigation source, the DME may latch a previously tuned
frequency –maintaining the distance from a different station than the currently tuned one. This
condition is called “DME Hold” and is indicated on the display by an amber “H” to the right of the
readout. When the DME is tuned to a station that is not co-located with the selected VOR, an
“H” is annunciated adjacent to the DME distance to indicate that it is in DME hold mode and is
not synchronized with the VOR
The navigation source distance readout and/or identifier is removed when the associated input
data is not valid or not available.
If the distance input associated with the selected navigation source is failed, the readout is
replaced by three amber dashes or three white dashes if None Computed Data.
Digital Distance.
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The distance digital readout range is 999 NM. From 0-99.9 NM, the information shall be
rounded to the nearest .1 NM and the resolution shall be .1 NM. For distances greater than 99.9
NM, the information shall be rounded to the nearest 1 NM and the resolution of the display shall
be 1 NM. The digital readout is annunciated with the "NM".
When DME distance is displayed, the estimated time en-route to the station shall be displayed
using the DME Time To Go. (TTG)
Loss Of DME Data
Loss of valid distance information from the selected NAV source causes the digital readout to be
replaced with dashes.
22.2.2 DME Failure Flags
Distance Input Failed
If the distance input associated with a selected bearing source is received failed or missing, the
corresponding readout is replaced by three amber dashes, or three white dashes when NCD as
shown.
Bearing Source Failed
When a selected bearing source is received failed or missing, the bearing source identifier is
automatically displayed in amber overriding the decluttered function.
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22.2.3 DME Aural indications

DME aural indications consist of the morse code identifier for the relevant Beacon that has been
selected. This audio signal is transmitted by the beacon and is particular to the DME which has
been tuned.
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23 Global Positioning System (GPS)

23.1 Architecture of the GPS
23.1.1 GPS System Architecture
GPS
A single GPS system is the standard installation.
A second GPS is required for precision approaches GPS only (Localizer Performance with
Vertical Guidance - LPV)
Each GPS has two A429 outputs. One transmit GPS Data to both AMMCs and the other
transmits GPS Data to Auto Flight Computer (FCC). Each GPS receives A429 FMS/IRS/Control
Data from both AMMC computers.
The AMMS sends to CDS GPS1 / 2 Data via AFDX databus.
Each GPS has a RS422 discrete output to transmit the Time Mark Pulse for data
synchronization purposes.
Each GPS is connected to the relevant antenna through a coaxial cable.
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23.2 Components of the GPS System

23.2.1 GPS System Components
The Global Positioning System 1 (GPS1), standard installation and Global Positioning System
(GPS2), option installation, comprises of :
 2 x GPS Receiver CMA-3024 with SBAS capability (CMC Electronics)
 2 x GPS-SBAS Antenna S67-1575-145 (Sensor System)
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23.3 GPS GPS1 Receiver

23.3.1 GPS1 Receiver Location
Location
The GPS1 Receiver unit (CMA-3024) is installed in the left side of rear avionic compartment bay
(baggage compartment bay). The unit is fixed to the avionic bay shelf by means 4 bolts and
washers.
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23.3.2 GPS1 Receiver
Purpose
The GPS receiver or Global Navigation Satellite Sensor Unit (GNSSU) have the primary
function of determining the aircraft position from the signal codes that receives from the satellite
constellation. The GPS supplies navigation data to the flight management system (FMS) for
flight guidance and other information during flight and also provides primary date and time
information to the FMS
Operation
The GPS receiver operate over 24 channels at 1575.42 MHz and supports Satellite-based
augmentation systems (SBAS)for precision approach and precise navigation operations.
Satellite-based augmentation systems (SBAS) complement existing global navigation satellite
systems (GNSS). SBAS compensate for certain disadvantages of GNSS in terms of accuracy,
integrity, continuity and availability.The SBAS concept is based on the transmission of
differential corrections and integrity messages for navigation satellites that are within sight of a
network of reference stations deployed across an entire continent. SBAS messages are
broadcast via geostationary satellites able to cover vast areas.
GPS module has Arinc 429 IN/OUT ports connecting to the AMMCs
GPS1 module is 28Vdc powered through a dedicated output of solid state dispribution system
connected to Main Bus 3
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23.4 GPS1 Antenna

23.4.1 GPS1 Antenna Location
Location
The GPS1 Antenna is installed on the upper side of the tail transmission shaft cowling. Four
screws fixes the antenna to the cowling structure.
Purpose
The antenna receive the satellite signal information in the frequency range of 1575.42 ± 10.23
MHz.
Operation
Is a low profile antenna with advanced radome design and material, offering enhanced
protection against ice, rain and lightning strikes. Dimensions : W 3 in L 4.7 in. It is provided with
TNC connector.
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23.5 GPS2 Receiver

23.5.1 GPS2 Receiver Location
Location
The GPS2 Receiver unit (CMA-3024) is installed in the right side of rear avionic compartment
bay (baggage compartment bay). The unit is fixed to the avionic bay shelf by means 4 bolts and
washers.
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23.5.2 GPS2 Receiver
Purpose
The GPS receiver or Global Navigation Satellite Sensor Unit (GNSSU) have the primary
function of determining the aircraft position from the signal codes that receives from the satellite
constellation. The GPS supplies navigation data to the flight management system (FMS) for
flight guidance and other information during flight and also provides primary date and time
information to the FMS
Operation
The GPS receiver operate over 24 channels at 1575.42 MHz and supports Satellite-based
augmentation systems (SBAS)for precision approach and precise navigation operations.
Satellite-based augmentation systems (SBAS) complement existing global navigation satellite
systems (GNSS). SBAS compensate for certain disadvantages of GNSS in terms of accuracy,
integrity, continuity and availability.The SBAS concept is based on the transmission of
differential corrections and integrity messages for navigation satellites that are within sight of a
network of reference stations deployed across an entire continent. SBAS messages are
broadcast via geostationary satellites able to cover vast areas.
GPS module has Arinc 429 IN/OUT ports connecting to the AMMCs
GPS2 module is 28Vdc powered through a dedicated circuit breaker connected to Emergency
Bus 2
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23.6 GPS2 Antenna

23.6.1 GPS2 Antenna Location
Location
The GPS2 Antenna is installed on the upper side of the tail transmission shaft cowling to the
rear of the GPS1 antenna. Four screws fixes the antenna to the cowling structure.
Purpose
The antenna receive the satellite signal information in the frequency range of 1575.42 ± 10.23
MHz.
Operation
Is a low profile antenna with advanced radome design and material, offering enhanced
protection against ice, rain and lightning strikes.
Dimensions : W 3 in L 4.7 in.
It is provided with TNC connector.
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24.1 Controls of the GPS System
24.1.1 MCDU GPS Pages
A set of GPS pages is provided by MCDU, in order to manage the GPS system.
The access is through the main FMS page, pushing the FMS IDX key and then pressing the
GPS key.
GPS Page1 :
The Operator can decide to use or inhibit the GPS1 (GPS2) (Default = USE)
Access the GPS1 (or GPS2) dedicated pages
 Accessing the GPS1 (or GPS2) details page is possible to :
o Display GPS Mode that can be : TEST, INIT, during power-on and initialisation. After
GPS satellite acquiring become "NAV" and if SBAS satellites are availabe and
acquired become SBAS NAV. If the FMS send a request to the GPS for a precision
approach become SBAS PA
o Display GPS Horizontal and Vertical Integrity Limit (HIL and VIL)
o Display GPS Track (current track angle)
o Display GPS Position (LAT and LONG)
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o Display GPS Date and GMT
o Display the number of satellites used to generate NAV solution
o Display GPS Ground Speed
o Access the GPS Prediction Receiver Autonomous Integrity Monitor (PRAIM) pages
 GPS Page2 :
o Display the Horizontal and Vertical Figure Of Merit (HFOM and VFOM)
o Display the Horizontal and Vertical Diluition Of Precision (HDOP and VDOP)
o Display the GPS Mean Sea Level Altitude (MSL ALT)
o Display the GPS Vertical Speed (VS)
o Display the GPS SBAS provider (e.g. EGNOS)
 Accessing the GPS Prediction RAIM page is possible to :
o Display the Destination of the Active Flight Plan submitted to PRAIM processing.
Computation done one shot at FPL activation or any time the DEST key is pressed
o Display the Estimated Time to Arrival (ETA) to Destination as computed by the FMS
o Access the PRAIM Result for the Destination. Any time the DEST key is pressed, the
FMS shall refresh the Prediction RAIM at Destination using the ETA computed by the
FMS
o Enter/Display the Operator Selected WPT (if any)
o Enter/Display the ETA to SEL WPT
o Compute the WPT PRAIM and GO TO the PRAIM Result for the Selected Waypoint
o Access the Satellite De selection management. To deselect satellites use the Clear/Del
Key on MCDU keyboard.
 Accessing the Destination RAIM page is possible to :
o Display the Destination ICAO Identifier
o Display the Horizontal Integrity Level at ETA on the dataline. Also displays ETA on the
header line
o Display the Horizontal Integrity Level at ETA +/- 15 minutes (7 occurrences in total on
the datalines. Also displays ETA on the header lines
o Display the Result of the RAIM at Destination. May be “GOOD” or “BAD”. The
maximum value of HIL in the interval of +/- 15 minutes from ETA shall be compared
with RNP or Required Integrity at Destination). This field is not present into the SEL
WPT RAIM page
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In case No active Flight Plan, the Destination RAIM page will display Invalid Data.
The performance of the GPS can be monitored by the following parameters that are available
from the MCDU pages previously described :
 RAIM : RAIM detects faults using GPS Pseudo Range Noise (PRN) measurements. Means
that when more than 4 satellites are available to produce a position fix (minimum 4 are
required), the extra satellites PRN are used and compared with the other to understand if
all PRN gives the same position result. If a PRN differs significantly from the expected
value may indicate a fault of the associated satellite or another signal integrity problem
(e.g., ionospheric dispersion). RAIM uses fault detection (FD) or fault detection and
exclusion (FDE) which enables them to continue to operate in the presence of a GPS
failure (selecting other available satellites)
 PRAIM : if a satellite fails or is taken out of service for maintenance, it is not immediately
clear which areas of the airspace will be affected, if any. The location and duration of these
outages can be predicted with the aid of computer analysis and reported to pilots during the
pre-flight planning process. Because RAIM operates autonomously, that is without the
assistance of external signals, it requires redundant PRN measurements. To obtain a 3D
position solution, at least four measurements are required. To detect a fault, at least 5
measurements are required, and to isolate and exclude a fault, at least six measurements
are required, however often more measurements are needed depending on the satellite
geometry. Typically there are seven to 12 satellites in view.
 Horizontal Integrity Limit (HIL) : Is the measure of the position estimation error, assuming a
latent failure is present. The HIL represents the radius of a circle in the horizontal plane
centered on the true position, which describes the region where is guaranteed to contain
the indicated (user gps receiver) horizontal position.
 Vertical Integrity Limit (VIL) : The VIL represents the half lengh of a segment on the vertical
axis perpendicular to the horizontal plane, centered on true position, which describes the
region where is guaranteed to contain the indicated (user gps receiver) vertical position
 Horizontal and Vertical Diluition Of Precision (HDOP/VDOP) : is the relationship between

the range and horizontal/vertical positional errors of the tracked satellites. The HDOP
number shown in nautical miles is calculated using these errors, where the lowest number
equates to minmum positional error. The VDOP number shown in feet is calculated using
these errors, where the lowest number equates to minmum positional error
 Horizontal and Vertical Figure Of Merit (HFOM and VFOM) : FOM is based on the
estimated uncertainty of the Vertical and Horizontal position of the GPS Receiver. The
lower the FOM the better the positional performance estimation. In other terms represent
the accuracy of the position solution. HFOM is shown in nautical miles and VFOM is shown
in feet.
All the described parameters are computed by each GPS receiver autonomously (there is no
way to interact with them).
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24.2 Indications of the GPS System

24.2.1 GPS Flags and Annunciators
PFD Annunciators
AMMS shall send to CDS via AFDX the following GPS1 and GPS2 Data for computation only:
 Latitude
 Latitude Fine
 Longitude
 Longitude Fine
 Vertical Velocity
 Altitude
 Ground speed
 Track Angle
 Date
 UTC
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 VFOM
 HFOM
 HIL
 VIL
 Sensor Status
 Position Source (GPS1, GPS2 or other)
GPS Miscompare annunciations
When SVS option is installed, PFDs perform GPS Height, Latitude and Longitude monitoring.
When the computed difference between GPS1 and GPS2 position is greater than 0.3 nm for
more than 1s, a GPS POS flag is shown in PFI area.
When the computed difference between GPS1 and GPS2 height is greater than 200 ft for more
than 3s, a GPS HT black text over amber background flag is shown in PFI area.
These miscompare annunciators indicate when a discrepancy is calculated between either the
height or position of the 2 GPS receivers.
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24.2.2 GPS CAS Messages
1(2) GPS FAIL message is displayed if 1(2) GPS equipment is

1 (2) GPS FAIL not communicating or reports a failure condition.
Crew Alerting System (CAS)
Caution
A caution CAS message will be present on the PFD CAS area when either the GPS 1 or GPS 2
have failed. The message is shown as follows:
1 (2) GPS FAIL 1(2) GPS FAIL message is displayed if 1(2) GPS equipment is not
communicating or reports a failure condition.The detection of a GPS failure will swap the source
of the best selection data provided by that GPS (best position, best ground speed etc.) to the
other GPS, if available, or to any other available source according to the foreseen priority.
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25 Air Traffic Control Transponder (ATC XPDR)

25.1 Architecture of the Air Traffic Control Transponder (ATC XPDR)
25.1.1 ATC XPDR System Architecture
ATC XPDR transponder

ATC XPDR transponder replies to ground-based Secondary Surveillance Radar (SSR)
interrogations to provide air traffic controllers with aircraft position identification, altitude and
enhanced surveillance data.
The ATC XPDR is compatible with TCAS II systems and can support Automatic Dependent
Surveillance-Broadcast (ADS-B) systems.
The ATC XPDR is connected to a top and bottom antenna by coaxial cables ensuring full
diversity operation.
The XPDR is controlled by the Aircraft Mission Management System (AMMS) via two dedicated
ARINC 429 link (Comm Tune).
Both AMMCs send to XPDR Baro Alt Data via A429 link.
Suppression
The XPDR is connected to the WOW to inhibit the XPDR response to the ATC Ground Station
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interrogations when the H/C is not in flight.

XPDR is connected to the DME (and eventually to other L-band installed equipments) via RF
Suppression Pulse line in order to inhibit the XPDR receiver during the DME transmission and
vice-versa;
The XPDR transceiver can be hardware configured to enable the A429 coordination bus with a
TCAS system (if installed).
The XPDR is connected only to the AMMC2 with A429 FMS data in order to support the
enhanced surveillance mode and the ADS-B out functionality. The XPDR receive the RS422
time mark signal from the GPS2 for ADS-B out purposes.
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25.2 Components of the ATC XPDR System

25.2.1 Components of the ATC Transponder
The Air Traffic Control Transponder (ATC XPDR) is composed of the following items:
One Transponder (XPDR) TDR 94D from Rockwell Collins
Two antennas ANT 42 (upper & lower) from Rockwell Collins
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25.3 ATC XPDR Transceiver

25.3.1 XPDR Transceiver Location
Location
The Air Traffic Control Transponder (ATC XPDR) (TDR-94D) is located in the right side of the
nose bay compartment .
The ATC XPDR unit is installed on the helicopterusing a dedicated mounting tray that also
supports the interface connector. The transponder is fixed to the mounting trayusing two locking
knobs. A handle is present on the module front to make its installation and removal easier.
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25.3.2 XPDR Transceiver
Purpose
ATC XPDR transponder replies to ground-based Secondary Surveillance Radar (SSR)

interrogations to provide air traffic controllers with aircraft position identification, altitude and
enhanced surveillance data.
The TDR-94D is compatible with TCAS II systems and can support Automatic Dependent
Surveillance-Broadcast (ADS-B) systems.
Operation
TDR-94D Transponder is an all solid-state, crystal-controlled receiver/transmitter specifically

designed for TCAS-II-equipped aircraft. It is the airborne portion of the Air Traffic Control Radar
Beacon System. The ATC XPDR system receives the interrogation pulses at 1030 MHz (from
SSR) and transmits the reply pulses at 1090 MHz.
The XPDR reply with Mode A (squawk ident), Mode C (barometric altitude) or Mode S
(selective) in response to the corresponding type of interrogation from the ground station or
TCAS II systems.
Mode S XPDR also broadcast or squitter its address, a 24-bit identification unique to each
individual aircraft. The address is assigned by the country of registry and is usually derived from
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the aircraft registration number. The 24 bit code is determined through pin strapping using a
dedicated terminal board.
More, the XPDR (MODE S) serves as a modem for data link, performance, navigation
information and ATC transactions between the aircraft and Mode S secondary surveillance
radar.
As a data link terminal, it receives short (Comm. A) and long (Comm. C) uplink messages and
transmits short downlink messages (Comm. B). Separate messages may be linked in chains to
transmit large amounts of information.
The mode S XPDR incorporates Enhanced Surveillance and ADS-B Out Capabilities : the
XPDR incorporates via highspeed ARINC 429 ports for Global Positioning System (GPS) and
Flight Management System (FMS) use. With these interfaces, the XPDR facilitates long-range
surveillance without a SSR. Air data and FMS-derived data are available to ATC via a Mode S
interrogation/reply data link, reducing voice communications.
The XPDR includes the diversity function: two antenna ports and receivers in the XPDR service
antennas on top and bottom of the aircraft to help ensure line of sight air-to-air data links.
The ATC Transponder is connected to the helicopter Weight On Wheels (WoW) switch. When
on ground the WOW signal inhibits the response of the ATC transponder to the ATC ground
station interrogations.
A further suppression pulse connected to the DME also which inhibits the XPDR receiver from
replying during the DME/TACAN transmissions and vice versa.
The XPDR is controlled by the Aircraft Mission Management System (AMMS) via two dedicated
ARINC 429 link;
The XPDR is powered by 28Vdc through a dedicated circuit breaker connected to the
Emergency Bus 2.
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25.4 XPDR Antennas

25.4.1 XPDR Antennas Location
Location
The TDR-94D requires two ANT-42 Antennas :
 One upper antenna installed on top of APU cowling
 One lower antenna installed on the right side of the bottom fuselage.
Purpose
L-Band (1÷2 GHz) antenna for DME/Transponder applications.
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Operation
The ATC XPDR system has one antenna on the top and the other antenna on the bottom of the
fuselage to help ensure line of sight air-to-air data links . When the system operates, the XPDR
module automatically selects the antenna that receive the best interrogation signal to also reply
to that interrogation signal (called diversity function).
The XPDR antenna is Vertically polarized and covers 960 ÷1220 MHz range.
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26.1 Controls of the ATC XPDR System
26.1.1 MCDU ATC XPDR Pages
A set of NAV radio tuning pages is provided by MCDU, in order to manage the XPDR system
(associated with TCAS - if installed). The acces to XPDR is through the TUNE page.
TUNE page 1 : The Tune page is displayed by pushing the TUNE key on the MCDU. It contains
the following XPDR data:
 Allow to select the Transponder (XPDR TCAS) operative mode
 Enter/Display theTransponder code and give access to the detail pages. Display also the
reply indication with label TX (if XPDR is active).
 Command the IDENT (ID) transmision and display the notification (ident in green)
Accessing the XPDR TCAS details page is possible to :
 Enter/Display XPDR Code. With Scratch Pad empty causes the swap between Act and
Standby Codes
 Enter/Display the XPDR Standby Code.
 Command the notification of the IDENT (ID) transmision
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 Toggle between XPDR 1 and XPDR2 (if 2nd XPDR is installed). When the toggle is
pressed, the legend SELECT at header line shall be substituted by the legend “SWAP IN
PROG” and then back to SELECT
 Enter/Display the Flight Identifier (8 alphanumeric characters)
 Display the current Pressure Altitude (PALT)
 Manage the MODE (give access to "XPDR TCAS MODE" page)
 Command the Transponder TEST (also display the Test results)
XPDR TCAS MODE Page :
Allow to select the XPDR (and TCAS) Operative Modes as :
 STBY : set the XPDR in warm-up cycle, XPDR will display the “STBY” annuciation on PFD
Navigation Indicator (NI) area (is the default after power-up). In this condition the XPDR
does not reply
 ALT OFF : The XPDR becomes operative (reply) without Baro ALT data on XPDR reply
 ALT ON : The XPDR becomes operative (reply) with Baro ALT data on XPDR reply
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26.2 Controls and Indications of the ATC XPDR System

26.2.1 CDS ATC XPDR Control
The XPDR control using the Cockpit Display System (CDS) is called "Secondary Radio Tuning"
(the primary is through MCDU).
With the Secondary Radio Tuning the XPDR codes are selected using the Cursor Control
Device (CCD) interacting with the PFD Radio Frequency Indication (RFI) boxes.
On the CCDs there is a "XPDR" pushbutton that can be used to transmit the "IDENT" when the
XPDR is in operative mode. The operative mode can be selected ONLY via MCDUs.
The RFI are located in the left/right (depending if pilot / copilot) bottom part of the PFD screen.
The pilot and Copilot RFI areas are indipendently managed and each CCD have access only to
the the onside RFI window.
When the RFI window (or box) has been selected on the PFD the CCD outer rotary knob shall
be used to navigate the RFI windows and set focus cycling as follow:
Rotate clockwise: → VHF → VOR → XPDR → CAS list → VHF → VOR → XPDR → ....
Rotate counter-clockwise: → VHF → CAS List → XPDR → VOR → VHF → CAS List → ....
The box that is put under control (focused) appears boxed in cyan.
The “L” (Left) and “R” (Right) pushbuttons located on each CCD are used to access the on-side
PFD/MFD. When the PFD is accessed through “L/R” pushbuttons, the focus (cyan box) is set
over the first RFI window (radio window).
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The RFI windows have three operative modes:
 ACTIVE Mode :
o Cyan boxed when selected;
o First row show the active Code (if XPDR is operative);
o Second row used for stand-by Code;
o Swap symbol shown beside active Code;
o “SET” pushbutton on CCD is used to swap active and stand-by Code;
o "SELECT" push button on the CCD inner rotary knob used to enter in the EDIT MODE
window;
o Outer rotary knob on CCD used to scroll the windows (the ACTIVE window becomes
NON-ACTIVE window);
 EDIT Mode :
o Cyan boxed when selected;
o First row show the active Code;
o Second row used for stand-by Code;
o Cyan "Rotary Knob" symbol shown beside stand-dby Code to indicate the standby
Code can be changed using inner / outer knob on CCD;
o “SET” pushbutton on CCD is used to swap active and stand-by Code;
o "SELECT" push button on the CCD inner rotary knob used to enter in the EDIT MODE
window to confirm the standby Code change and return to the ACTIVE MODE;
o "ESC" on CCD push button used to cancel the modification and return to the ACTIVE
MODE;
o In EDIT MODE the "SET" push button on CCD has no effect.
 NON ACTIVE Mode :
o No Cyan boxed RFI;
o RFIs are "display -only"
o First row show the active Code if XPDR is operative or "STBY" if XPDR is in stand-by.
In case the XPDR is in stand-by mode, the EDIT Mode is inhibited and the second row
is blank
o Second row used to display "ID" to indicate when the XPDR is transmitting the IDENT;
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o Third row used to display the "ALT OFF" to indicate that XPDR is not reporting the
BARO ALT;
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27 Helicopter Terrain Awareness Warning System (HTAWS)

27.1 Architecture of the Helicopter Terrain Awareness Warning System
(HTAWS)
27.1.1 HTAWS System Architecture
HTAWS provides the pilot with the displays of the aircraft position relative to surrounding terrain
and known obstacles, thereby improving Situational Awareness for the pilot.
The HTAWS is based on dedicated Software that runs in each PFD/MFD. It uses information
from navigation and flight sensors (e.g. AHRS, Air Data, Rad Alt, GPS) along with dedicated
Data Bases (DB) (Obstacles DB, Complete Terrain DB, NAV DB) to compute obstacle position,
generate obstacles / terrain maps, visual and aural alerts.
The Complete Terrain data base is stored in the Data Transfer Device (DTD) Non Volatile
Memory (NVM).
Navigation data base (jeppesen) is stored in each AMMC NVM and in the DTD Non Volatile
Memory.
The Obstacle data base is stored in each MFD/PFD NVM.
The data path between CDS and the DTD and AMMC is through the AFDX bus.
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27.2 Components of HTAWS System

27.2.1 HTAWS
Components :
The HTAWS system consists of software hosted inside each MFD/PFD.

To perform its functions needs of the following Data Bases :
 Navigation data base stored in each AMMC NVM and in the DTD Non Volatile Memory.
 Obstacle data base is stored in each MFD/PFD NVM.
 Complete Terrain data base is stored in the Data Transfer Device (DTD) Non Volatile
Memory (NVM).
The CDS interact with DTD for Databases operations through AFDX.
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28.1 Controls and Indications of the HTAWS System
28.1.1 HTAWS MFD Control and Indications
The HTAWS function is identified with the label "TAWS" . The TAWS control is activated by use
of the CTRL Key situated at the bottom right handside of the MFD.
A pop-up menu is shown with a number of systems that can be controlled using the CCD
controls. The TAWS menu provide the following selection:
INHIBIT
LOW ALT
AUDIO INHIB
G/S CANCEL
OFF AIRPORT
AUDIO TEST
On the left hand upper side of the MFD, are shown the selections that have been activated
(Modes and Status)
On the Display the terrain map is represented colour coded. Relative Color band represent the
clearance between aircraft altitude and Terrain/Obtacles. The colour coding is the following :
 Dark Red : means No clearance. The aicraft is more than 1000 ft lower than the terrain
peak
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 Light Red : in Norm Alt the aircraft can be from 50ft of clearance above the terrain to 1000ft
lower than the terrain. In Low Alt the aircraft can be between 25ft of clearance and 1000ft
lower than the terrain
 Yellow : in Norm Alt the aircraft can be between 50ft to 300ft of clearance above the terrain.
In Low Alt the aircraft can be between 25ft to 200ft of clearance above the terrain
 Green : in Norm Alt the aircraft can be between 300ft to 450ft of clearance above the
terrain. In Low Alt the aircraft can be between 200ft to 270ft of clearance above the terrain
 Black : in Norm Alt the aircraft has more than 450ft of clearance above the terrain. In Low
Alt the aircraft has more than 270ft of clearance above the terrain
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28.2 Indications of the HTAWS System

28.2.1 HTAWS on PFD ARC MAP
When TAWS overlay is selected, on PFD Navigation Indication (NI) Area, the TAWS Terrain
Map, TAWS Obstalces, TAWS Mode / Status annunciations, are displayed in ARC_MAP and
360_MAP format only. A cyan pointer indicates which overlay selection is currently active.
The Map selection (360 or ARC) is performed via dedicated pushbutton (MAP) on the relevant
Display Unit.
Terrain Map is displayed under any other symbol in order to not obscure navigation
symbols,TCAS intruders, LDS threats, warnings and cautions.
When Display Unit (DU) distance unit is set to "km" or DU Range is below 5 NM, terrain Map is
scaled in order to adjust terrain map representation to DU Range.
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28.2.2 HTAWS Mode/Status Flags Annunciations
On PFD and MFD area, the following HTAWS mode/status annunciation message can be
displayed with the following logic depending from the overlay selection :
if Overlay selection is set to TAWS, the mode/status symbology can be :
TAWS Status annunciation

TAWS Failure Flag
TAWS Mode annunciation line 1
TAWS Mode annunciation line 2
if Overlay selection is Not set to TAWS, the mode/status symbology can be :
TAWS Mode/Status annunciation

TAWS Failure Flag
 HTAWS STATUS Annunciation :
o TAWS FAIL Is displayed when both FLTA and GPWS functions are Inoperative. In
this case no TAWS function available.
o TERR Meaning Terrain error detected. Is displayed when Terrain Map data are not
received or are corrupted or not valid.
o GPWS INOP TAWS indicates that only GPWS function is not operational (only FLTA
available ). Could be related to RAD ALT failed or switched off.
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o OBST INOP Is displayed when Obstacle Database is not operative.
o TERRAIN TAWS indicates that Terrain Map Valid indication is set (HTAWS fully
operational).
 HTAWS MODE Line1 Annunciation :
o TAWS TEST Is displayed when HTAWS TEST function is activated from the MFD
virtual control panel.
o MUTE Is displayed when TAWS_Audio_Inhibition is activated from the MFD virtual

control panel.
o TAWS INHB Is displayed when TAWS_Inhibit is activated from the MFD virtual
control panel.
 HTAWS MODE Line2 Annunciation :
o LOW ALT Is displayed when Low ALt is activated from the MFD virtual control
panel.
o OFF APT Is displayed when Off Airport is activated from the MFD virtual control
panel.
o G/S CANCEL Is displayed when Glide Slope Cancel is activated from the MFD
virtual control panel.
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28.3.1 HTAWS / SVS Database
The HTAWS / SVS Database consist of :
 Complete Terrain DB
 Obstacle DB
o Complete Terrain DB :
o Required conditions for data load : only in case of DTD replacement OR for DB update
o File Destination (Target) : DTD
o Tool : PC LapTop with Windows XP/Vista/7 & Ethernet or WiFi connection OR DB on

USB Memory connected to DTD for DB copy
o Data Base Supplier : Rockwell Collins
o Life Cycle : Every Year
o Obstacle DB :
o Required conditions for data load : only in case of MFDs/PFDs replacement or for DB
update
o File Destination (Target) : MFDs/PFDs (MFD-2810)
o Tool : SW AIM EasyLOAD (from v2.5 on) running on PC AND AFDX Interface KIT [P/N
TALL4600K1A690A ] (APU-FDX-2) & cable
o Life Cycle : 28 Day
o Data Base Supplier : Rockwell Collins
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29 Synthetic Vision System (SVS)

29.1 Architecture of the Synthetic Vision System (SVS)
29.1.1 SVS System Architecture
The Synthetic Vision System (SVS) is a database derived application which integrates
information from various sources to provide a computer-generated representation of the
external environment.
SVS is based on dedicated Software that runs in each PFD. It uses information from navigation
and flight sensors (e.g. AHRS, Air Data, Rad Alt, GPS) along with dedicated Data Bases (DB)
(Obstacles DB, Complete Terrain DB, NAV DB) to compute surrounding position and generate a
visual representation of the external environment.
The Complete Terrain data base is stored in the Data Transfer Device (DTD) Non Volatile
Memory (NVM).
The Navigation data base is stored in each AMMC NVM.
The Obstacle data base is stored in each PFD NVM.
The data path between CDS and the DTD and AMMC is through the AFDX bus.
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29.2 Components of Synthetic Vision System

29.2.1 Synthetic Vision System Example
Components :
The SVS system consists of software hosted inside each PFDs. To perform its functions it
requires the following Data Bases :
 Navigation data base is stored in each AMMC NVM.
 Obstacle data base is stored in each PFDs NVM
 Complete Terrain data base is stored in the Data Transfer Device (DTD) Non Volatile
Memory (NVM)
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30.1 Controls and Indications of the SVS System
30.1.1 SVS Control and Indications
Synthetic Vision (SVS) presentation over PFD PFI and NI areas can be controlled by the
following items:
 From the on-side PFD Menu Bar is possible to :
o Activate / Deactivate the SVS function on the On-Side PFD
o Activate / Deactivate the representation of Obstacles on the On-Side PFD
o Activate / Deactivate the representation of Flight Path Vector (FPV) on the On-Side
PFDBullet 3
 From the on-side DCP "SVS" button is possible to :
o Activate / Deactivate the SVS function on the On-Side PFD
Synthetic Vision over PFDs is the default presentation at PFD power on. In case of SVS failure,
PFDs revert to normal presentation
Obstacles are depicted as pyramids or parallelepipedons when defined respectively as towered

or not towered in the obstacle database.
Flight Path Vector (FPV) represents the current trajectory of the aircraft.
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If SVS option is not installed, pressing DCP SVS (Synthetic Vision) pushbutton cause the
advisory message SVS NOT INSTALLED to be displayed on the CAS box for 5s and then
removed.
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30.2 Indications of the SVS System

30.2.1 SVS Flags and Annunciators
SVS DEGR flag is displayed when:
 Velocity Vector can not be displayed OR
 Airport/Runway data can not be displayed OR
 Obstacle can not be displayed
Automatic Image Removal and SVS FAIL flag display when :
 Unusual Attitude: when Pitch > 30deg or < -30deg OR when Roll > 50deg or < -50deg
 Sky always visible
 Selected Sensors’ Failure: AHRS, GPS, RADALT
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30.2.2 SVS CAS Messages
If SVS option is not installed, pressing on DCP or on PFD menu

SVS NOT INSTALLED bar the SVS (Synthetic Vision) pushbutton, cause this advisory
message to be displayed for 5s and then removed
Crew Alerting System (CAS)
Advisory
If SVS option is not installed, pressing DCP SVS (Synthetic Vision) pushbutton cause the
advisory message SVS NOT INSTALLED to be displayed on the CAS box for 5s and then
removed.
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31 Digital Map System (DMAP)

31.1 Architecture of the Digital Map System (DMAP)
31.1.1 DMAP System Architecture
The Digital Map (DMAP) system is a navigation system which simplifies the execution of task,
ranging from the creation of flight plans through navigation during flight.
The DMAP provides vector and digital raster maps of the entire force/local area.
The system also uses databases showing airspace structures, topographical features and
airport information like runways, available frequencies, NDBs, VORs, restricted airspaces, etc.
The DMAP also provides symbol generator capability with flight plan real time generation.
Capability
The capability of DMAP system is its intuitive mapping and navigation function, which is capable
of displaying highly detailed vectored (digital) and rastered (scanned) and Digital Terrain
Elevation Data (DTED) area maps.
The type of map that can be managed by DMAP kit system are the following:
 Jeppesen Aeronautical and Geographic/Terrain Vectored Data ICAO Aviation Raster Chart
Topographical
 Aviation Raster Chart Topographical Raster Map Street Map Raster Chart
Map Layers
Although the mapping is multi-layered, any vectored data, such as controlled airspace,
obstacles, user-defined database items, can be overlayed onto raster charts, effectively giving a
raster topographical chart.
The AMMS allows the operator to select the map type among the following values:
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 Raster: scan converted geographical charts
 Terrain: sun shading based on Digital Terrain Elevation Data (DTED) North/West, South
West, North/East, South/East
 Vector: coded geographical charts (VMAP, DAFIF,DCW,...)
 TVector: a terrain map with an overlayed vector map
 RVector: a raster map with an overlayed vector map
The AMMS allows the operator to select/de-select up to 16 vector layers for the given vector
map, moreover it allows the operator to select/de-select images to be displayed overlayed on
the current map (the AMMS can manage up to 45 images).
Databases
Digital Map (DMAP) function uses a database of digital map data which is then converted using
the Digital Map Generator to produce a digital map image for use within the Flight Plan
Management.
Each AMMC has a digital map "back up" function located within the AMMC, this back up
database has limited functionality due to its restricted memory space (128Mb) and as such
contains specific limited digital map data.
Also each AMMC includes a Digital Map Generator (DMG) card. DMAP is based on dedicated
software that runs within AMMC /DMG. It uses information from dedicated DMAP Data Bases to
generate on MFDs a visual representation of a maps (e.g. flight chart).
The DMAP limited "Back Up" Data Base is stored in each AMMC Non-Volatile Memory (NVM).
The AMMCs also interact with Data transfer Device (DTD) equipment for DMAP Database
loading/updating operations.
The DTD is the repository for the Digital Map database that had been uploaded.
Each AMMC has a USB 2.0 interface port which is used for uploading Map data from the
external USB mass storage device. This ruggedised plug and play USB has a storage capacity
of 32GB and is based on windows software, connected through a dedicated connector, to each
AMMC.
Each AMMC (through the DMG portion) generates two Video Output (RGB type) that are
connected to both MFDs via dedicated video cables.
The two Digital Map generators are identical and independent on both AMMCs.
The Digital Map interfaces with the Flight Management System (FMS) with regards to all
functions involving the database operation.
The Map database is operative using one of the following conditions:
 DTD only: the DMAP works only with the database on DTD
 USB only: the DMAP works only with the database on USB
 DTD and USB: the DMAP works with the database on DTD (for single mission database)
and on USB (for multi-mission database)
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 AMMC "back up" database:if at runtime the DTD or USB connection is lost, the DMAP will
use the "backup" limited database on flash memory within the AMMC's.
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31.2 Components of Digital Map System

31.2.1 Digital Map Components
Components :
The Digital Map function within the AW 189 requires the following components:
 Aircraft Mission Management Computer (AMMC) x 2
 Multifunction Control and Display Unit (MCDU)
 USB Pen Drive
 Mulfitfunction Display (MFD)
Aircraft Mission Management Computer (AMMC)

The 2 AMMC's are located within the nose area either side of the dividing bulkhead. They
contain the Digital Map Generator (DMG) which produce the visual representation of the specific
map. Each AMMC has a NVM memory card (128Mb) capability which is sufficient to store
specific digital map data, this specific data is used to provide a "Back Up" Database should the
main complete database, stored in USB Pendrive, not function)
MCDU
The MCDU is the interface to control and select functions for the Digital Map operation. From
the initial MCDU1 pages the MAP1 database can be accessed.(For MAP 2 database MCDU 2
controls can be accessed). A number of other pages are available but these will be discussed in
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the Digital Map Operation section. The initial DMAP1 or DMAP2 pages shown have the
following selections available:
 PRIMARY DB the fully available database, including the Back-Up database, stored in the
USB Pendrive
 BACKUP DB the specific limited database copied on power up from the Primary Database
and stored in the relevant AMMCs
USB Pendrive
The ruggedised USB Pendrive has a 32Gb storage capability. The Digital map database
required for the selected map can be stored within this device. It has a normal USB output with
an interface plug adapter to allow the USB to be connected to the J11 socket on the AMMC
front face. This USB is used as the storage for the DMap database and is used and accessed
during flight conditions. Each AMMC should be fitted with the USB Pendrive for operational use.
MFD
The Pilots and Co-Pilots MFD displays the Digital Map for use. Each MFD has menus that can
select either DMAP1 or DMAP 2 as the main source or as an overlay. These selections are
accessed by the DMAP menu bezel key. (to select either DMAP1 or DMAP2) or Overlay
(DMAP). The DMAP Back-up DataBase is stored in each AMMC NVM.
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32.1 Controls of the DMAP System
32.1.1 MCDU DMAP Pages
The Operator can manage the digital Map via MCDU. Each AMMC has a Digital Map
Generator. The AMMC1 hosts the Digital Map 1 (DMAP1) and similarly the AMMC2 hosts the
DMAP2. The pages herein described are for DMAP1; DMAP2 has an equivalent set of pages.
The access to DMAP page is is through the main Menu page, pushing the DMAP key on the
MCDU.
 From the DMAP1 page is possible to :
o Access SETTINGS dedicated pages
o Access Digital terrain Elevation Data (DTED) dedicated pages
o Access the ACTIVE DB (Database) dedicated page
o Under the SETTINGS selection is the Status data regarding DMAP1 and the following
can be shown: DMG OPERATIVE or DMG NOT OPERATIVE or DMG DEGRADED
 Accessing the DMAP1 SETTINGS page is possible to :
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o Select the Type of the Digital Map (MAP TYPE) (RASTER, VECTOR, TERRAIN, ...)
o Select the SCALE of the Map
o Select the MODE that toggle between MAP oriented NORTH UP or Heading UP
o Access the IMAGES (Data Frames and Geo Image) selection page
o INCREASE / DECREASE: Increment or decrement the RANGE factor
o MOVE: Access the DMAP MOVE page which allows the POSCENTER map centre to
be positioned at a Lat/Long, and the aircraft (AC) to be repositioned at the CENTRE of
the Map or BOTTOM of the Map
 Accessing the DMAP1 DTED page is possible to :
o Access the Terrain Above Elevation (TAE) function dedicated page
o Activation / deactivation (ON/OFF) of TAE
o Activation / deactivation (ON/OFF) of ELEVATION BAND
o Increase / Decrese the TRANSPARENCY. This is applicable to TAE and ELEVATION

BAND when are activated. In case both TAE and ELEVATION BAND are ON the
action applies to both.
 Accessing the ACTIVE (DB)page (with its current status underneath) is possible to access
the DMAP Database page :
o Display the PRIMARY DB Status. May be OK, NOT STORED ,IN PROGRESS
o Display the BACKUP DB Status. May be OK, NOT STORED ,IN PROGRESS
o Display the DB DATE info with the date the the DBase was populated
o Display the DB INFO
o Display the DB IDENT
o Display the DTED status information
o SAVE SETTINGS: Allow operations with Non Volatile Memory (STORE / RESTORE) ;
STORE function Saves in Non Volatile Memory the MAP current settings. RESTORE
function restores the MAP to an initial settings base from the NVM.
o Whenever a memory device (also called cassette) is inserted in the Data Transfer
Device (DTD), the MAP shall automatically upload the content of the cassette.
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32.1.2 MFD DMAP Controls
DMAP Selection
The DMAP MFD menu is composed of a two option box type items:
 DMAP1 to select Digital Map #1 format display
 DMAP2 to select Digital Map #2 format display
When no DMAP video source is installed, the “DMAP” menu label is disabled (grey coloured).
When at least one DMAP source is indicated on CDS Setting File, the DMAP tab in the MFD
Menu bar is enabled below bezel key T5, otherwise it is disabled (gray and blank). The
brightness/contrast menu for DMAP control is composed of four virtual pushbuttons and two
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“progress” bars. When the DMAP Page format has been selected, the Digital map Generator
(hosted in the AMMS) provides the following high level controls:
 Scroll of the map (sliding the map in the screen manually by CCD, also named "pan mode"
 Map displaying functions (change of range)
 Map type (raster, terrain, vector) through lower MFD bezel key or through CCD/CCJ
 Map function selection (TAE, Obstacle, elevation banding)
 Tactical function selection (display of info and distance of WPT, display of info and distance
of tactical objects, threats, WPT insertion , etc) through the interactive menu.
OVERLAY DMAP Selection

The OVERLAY DMAP Sub-Menu has a level 2 menu composed of one group of three option
box type items:
 DMAP1 to select/deselect DMAP1 source as FPLN underlay
 DMAP2 to select/deselect DMAP2 source as FPLN underlay
 NONE to deselect all DMAP underlay
With FPLN format selected and with the DMAP underlayed, the MFD provides to AMMS, the
following display parameters:
 Compass Rose, Plan, Arc Compass Rose
 Range
 Overlay
 DMAP video centered on H/C position
 DMAP video centered on a Lat/Long position
DMAP FAIL
In case of discrepancy between the MFD display parameters and the DMAP parameters, the
MFD blanks the DMAP video and displays DMAP FAIL
Flight Plan (FLPLN) with DMAP Overlay

MFD FPLN page with the DMAP overlay selected, if a DMAP Range provide by AMMC and the
one provided by the display unit are different for more than 2s, a Range Discrepancy
annunciation is displayed as following: DMAP RNG in black text over amber background.
FLPLN Scale
If the FlightPlan overlay is selected in DMAP page, the Flight Plan Map is scaled in order to
adjust the map representation to the DMAP Range value provided by AMMC. The DMAP
indication consists of following list of symbols:
 The DMAP Picture
 The DMAP Source Annunciation
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 The DMAP Fail Annunciation
 The VIDEO FAIL Video Fail Flag
 The NO SIGNAL No Signal Flag
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32.2 Controls and Indications of the DMAP System

32.2.1 MFD DMAP Control
The Digital Map Generator (DMAP) is located within each AMMC. A Back Up Data base is
stored within each AMMC. Each AMMC, with its Digital map Generator, has the capacity to
store 1 Digital map databases thus providing the Digital Map System with 2 Digital maps to
select.
Selecting the DMAP key on the MFD provides the operator with a selection of DMAP1 or
DMAP2.
When the DMAP is selected the lower MFD DMAP menu bar appears with a number of
selections:
 MENU 1/2 The menu key when pressed toggles between Menu 1 and Menu 2
 RANGE Using the ± allows the operator to increase or decrease the Range of the
displayed Map
 TAE (Terrain Above Elevation) Allows the operator to toggle on or Off the Terrain Above
Elevation colouring.
 RASTER This alows the operator to select the RASTER map to be displayed rather than
Terrain or Vector.RASTER and TERRAIN are mutually exclusive. Raster maps available
are Compressed Arc Digitised Raster Graphic (CADRG) scanned maps, GeoTIFF Raster
maps.
 TERRAIN Digital Terrain Elevation data (DTED is used to generate the TERRAIN
presentation and to support the generation of Terrain Above Elevation (TAE) and Elevation
Banding effects. DTED data is divided into 3 levels:
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o Level 0 height elevations are divided into 1000meters divisions
o Level 1 height elevations are divided into 100meter divisions
o Level 2 height elevations are divided into 30meter divisions.
 VECTOR Vector Data can be split into groups which are layed onto either a RASTER or
TERRAIN map. The individual vectors can normally be selected/deslected in order to
reduce the cluttering of the Raster/Terrain map. In some cases Digital Aeronautical Flight
Infirmation File (DAFIF) data is used as an addition to the Vector Data selection.
With a Digital map displayed, operation of the CCD/CCJ produces a cursor which is positioned
on the Digital Map.
Pressing the CCD left/right lateral Joystick in a rear direction displays a pop-up virtual menu in
the location of the cursor.
This menu in the form of a virtual menu box and contains the following selections:
 SCROLL Scroll selection allows the CCD/CCJ movement to scroll the map displayed.
 INFO POINT: Provides data about the position of the cursor using Altitude and Lat/Long
data
 INSERT POINT: Inserts the cursor position on the Map for use as a waypoint etc within the
FMS
 DISTANCE AC-PT: Gives bearing and distance information of the point (highlighted by the
cursor) in relation to the aircraft
 GRID: Provides a Grid Overlay in either Lat/Long, UTM, GEO.
 ORIENTATION: This selection allows the Map to be displayed in relation to:
o Aircraft Stabilised North Up (AC NUP)
o Aircraft Stabilised Heading Up (AC HUP)
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32.3.1 DMAP Database
 Required conditions for data load : only in case of USB Memory Support (USB SSD)
Replacement or for DB update
 Tool : the MAP DB is loaded directly in the dedicated USB Memory through via USB
connection.
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33 Flight Management Computing

33.1 Architecture of the Flight Management Computing (FMS)
33.1.1 Flight Management System Architecture
Flight Management Computing is essentially the FMS.
The FMS system consists of software hosted in two AMMC computers for a dual FMS
installation.
Primary functions of FMS are position computation and flight planning. These functions work
with the associated guidance in both lateral and vertical axes.
The FMS Database is essential to these functions in order to easily retrieve, navaids, airways,
procedures, airports, other navigation data and store and retrieve waypoints and flight plans.
Secondary function of FMS is performances computation including fuel management, time

estimates for the flight, vertical navigation estimates, stored flight plans and other functions.
The pilots manage the FMS operations via the two Multifunction Control Display Unit (MCDU),
CDS control and settings.
The FMS also interact with DTD equipment for Navigation Database loading/saving operations.
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The FMS provides Flight Plan data information on MCDU, graphical representation on CDS
MFD/PFD and steering guidance to AFCS.
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33.2 Components of Flight Management Computing System

33.2.1 FMS Components
Components :
The FMS system consists of software hosted in two AMMC computer for a dual FMS
installation.
The pilots will manage the FMS operations via the two MCDU and CDS Interactive capabilities.
The FMS interacts with DTD equipment for Navigation Database updating operations.
The data bases used by the FMS are the NAV DB (STD DB - Standard Database) and the
Magnetic Variation DB ( WMM - World Magnetic model), stored in each AMMC Non Volatile
Memory
Main Functions
The function of the FMS is to provide flight planning capability, navigation information, and flight
performance data to cockpit personnel.
The FMS is capable of managing flight details from aircraft takeoff to touchdown. The FMS
supports flight plan management, flight plan performance capabilities, guidance information to
cockpit crew and to Flight Director System (AFCS).
To accomplish these functions, the FMS interact with Flight and Navigation sensors.
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The FMS provides Flight Plan data information on MCDU, graphical representation on
MFD/PFD and steering guidance to AFCS.
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33.3 Controls of the FMS System

33.3.1 MCDU FMS Main Page
The FMS Top page is called up pressing the MCDU hard key (FMS IDX). The page allows the
management of the FMS Database Items, allows access to Navigation Sensors control, to the
selection of the secondary Flight Plan, to the selectionof Digital Map.
The FMS uses the colours available for the MCDU as follows:
 White:
o Title line (in small font)
o Static strings on header lines (in small font)
o Data on header lines (in small font)
o Scratch pad (in large font).
o Standby value (values) of horizontal toggle (in small font).
o Standby frequencies/Channels for Comms and Navaids
 Green:
o Data on datalines (in large font)
o GOTO legends (with symbols “> or “<” in large font)
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o Executive Commands
o Active value of horizontal toggle or any value of vertical toggle (in large font)
 Magenta:
o Fly-to Waypoint name (in large font);
 Cyan:
o Data inserted manually by the Pilot(in large font);
 Yellow:
o Temporary data (in large font); or data which need Pilot attention
Through the MCDU is possible to manage the Navigation Database (e.g check for data validity /
expiration date and DB updating). FMS consume data from an ICAO 28-day Aeronautical
Information Regulation and Control (AIRAC) cycle Navigation Database, tailored for the specific
avionic equipment and customer. International regulations for RNAV capabilities require that the
Navigation Database is qualified with:
FAA/EASA Type 2 LOA (Letter of Approval)
From the main FMS page can be accessed the following pages :
 PROCEDURES :Access to the definition of Terminal Procedures.The page PROCEDURE

shall contain 2 separate entries one for the DEPARTURE and one for the ARRIVAL
 SETTINGS : Access to FMS Settings page. Is possible set/display: TRUE/MAG switch;

Position Source (DME/DME; GPSs; VOR/DME; AUTO....); Magnetic Variation; DACOOS
(Datum and Coordinate System);
 GPS : Access to the GPS sensors management pages
 FPL (Flight plan) : Access to the FPL LIST and the creation of a New FPL. FPL pages are
intended to provide capabilities to create, select, activate and modify a Flight Plan. Any
change done on a Flight Plan from the FPL pages shall be stored permanently in the FMS
Database
 SCND FPL : Access to the Secondary Flight Plan selection. The Operator can select any
Flight Plan contained in the FMS database as “Secondary FPL”.
 STD WPT : Access to the Standard Waypoints Page (NAV DB). Through this page the
operator can access also the Navaid database page, the NDB database page, the Airport
(APT) and Heliport database page. Each item retrived from database contains also the ID
Code, Coordinates, Declination and Frequencies.
 USER WPT : Access to User Waypoints pages (user defined)
On the MCDU keybord are available the following hard keys:
 DIR (FMS Direct To) :The DIR function is used to quickly access a Waypoint either if it is in
the active Flight Plan or not, and fly direct to it. The Direct To also include a “VERTICAL
DIRECT TO” named VDIR which is accessible from a second level page.
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 LEGS : used to to manage the active Flight Plan;
 PERF (Performance) : used to manage the Helicopter and FMS Performances. From the
PERF page the Operator can access Helicopter Performance functions as HOVER, HV,
CLIMB, CRUISE and CAT A performances; moreover the Flight Plan and the Required
Time of Arrival functions. The operator can access the Performance initialization page.
 PROG (Progress) : used to manage the FPL progress. PROG pages are used to quickly
access data relevant to the active Flight Plan in terms of next Waypoints, distance to them,
ETA to them and fuel to them. The PROG pages also give indication about the current NAV
source (AUTO/MAN), the NAV1 and NAV2 tuning and current RNP/EPU (Required
Navigation Performance / Estimated Position Uncertainity)
 FIX : is used for creating a Fix on Present Position. The FMS give a system name “FIXxxx”
where xxx is in the range 1 to 999.
 MSN (Mission) : used to manage Mission pages.
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33.3.2 MCDU DTD Controls
DTD
The Data Transfer Device perform Mass Storage Media (Solid State Disk; SSD) database for
airborne and non airborne operations
The Data Transfer Device internally store Helicopter systems Maintenance and Database data.
It provide Supplement Database capabilities to the helicopter systems for airborne and non
airborne database feeding.
The Data Transfer Device provides the points of access (ports, slots and radio links) to be used
to establish the connection with the external devices and provide the controls to select the
device to be operated. The external memory devices contrallable by DTD are :
 Compact Flash (CF) cards. The DTD can perform Download/Upload/erase non airborne
operations
 Secure Digital (SD) cards. The DTD can perform Download/Upload/erase non airborne
operations
 USB Pen Drives. The DTD can perform Download/Upload/erase non airborne operations
and USB device disconnect management.
 The Data Transfer Device perform live data switching between helicopter systems and
operator ground stations using AFDX and /or Ethernet ports
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FMS DTD Operation
The operator using the MCDU (that is the main control unit for FMS operations) is capable to
perform the folowing DTD main operation :
 Upload
 Download
The Up-load process is available only on ground and allow to :
 up-load the Standard DB Jeppesen (NAV DB)
 up-load the System World Magnetic Model Data Base
 up-load the FMS single Enroute Flight Plan
 up-load the FMS User DB (User WPT + Flight Plans)
 up-load the Initial Data
The Download process is available only on ground and allow to :
 download the FMS single Enroute Flight Plan
 download the FMS User DB (User WPT + Flight Plan)
Through the use of the MCDU "DTD" Page the operator can interact with the following main
functions :
 DTD SAVE
 DTD LOAD
DTD SAVE:
The DTD SAVE page allows the Operator to save into the DTD memory :
 MNT LOG : Allow the Operator to save Maintenance Log File.
 USER NAV DB : Allow the Operator to save Area Nav User Database.
 COMMS : Allow the Operator to save Preset COMMS File.
 AMMC SW FAIL: Allow the Operator to save Equipment Sofware Fail Log
 Last Save sub-page
LAST SAVE sub-page reports list of files for each AMMC (Master and Standby) with relevant
status and display the list of the files saved on DTD memory.
For Maintenance Database all saved files are listed on LAST SAVE subpages.
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The displayed information are always: Master/Standby indication, File name, DTD status (LINK
FAIL, CHecKsum FAIL, DataBase IN USE, DTC FULL, DTC OverTime, DEL IN PROG, DTU
ERROR, FLASH DIS, GrouND ONLY, DTU NOT CONNected, DTD OK … )
DTD LOAD:
The DTD LOAD page allows the Operator to load into the AMMC1 and AMMC2 one of file listed
in the MCDU Load Page. The listed file are read from DTD memory and displayed on MCDU
Load Page.
Through this page is posiible to operate the update of the STDDB (Navigation Database) and
the Magnetic variation Database (MAG VAR) every time is required.
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33.4.1 FMS Database
The FMS Database consist of :
 Standard DB (NAV DB)
 World Magnetic Variation Model (WMM)
o Standard DB (NAV DB) :
o Required conditions for data load : DB update or in case AMMS maintenance
o Tool : PC LapTop with Windows XP/Vista/7 & Ethernet or WiFi connection or DB on

o Data Base Supplier : sourced by Jeppesen and tailored for specific avionic equipment
by AgustaWestland.
The Navigation Database will be supplied by AgustaWestland, qualified with
FAA/EASA Type 2 LOA (Letter of Approval) and therefore issued in accordance with
RTCA DO-200a/ED-76 “Standards For Processing Aeronautical Data”
o Life Cycle : 28 Day
o MAG VAR D.B. (World Magnetic Model - WMM)
o Required conditions for data load : DB update or in case AMMS maintenance
o Tool : PC LapTop with Windows XP/Vista/7 & Ethernet or WiFi connection or DB on

o Life Cycle : 5 Year
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Training Course
45 - Monitoring and Diagnostics

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-45
Table of Contents
Monitoring and Diagnostics System Lesson ......................................................................................................1
1 Purpose of the Monitoring and Diagnostics System................................................................................1
1.1 Purpose ..........................................................................................................................................1
1.1.1 MDS Data Flow...........................................................................................................................1
2 Architecture of the Monitoring and Diagnostics System ..........................................................................4
2.1 Architecture of the MDS .................................................................................................................4
2.1.1 Architecture and Interfaces.........................................................................................................4
3 Components and location of the Monitoring and Diagnostics System ....................................................6
3.1 General Components .....................................................................................................................7
3.1.1 MDS Block Diagram ...................................................................................................................7
3.1.2 Accelerometers ...........................................................................................................................8
3.2 Basic Usage and Operation Monitoring ..........................................................................................9
3.2.1 Basic Usage and Operation Monitoring ......................................................................................9
3.3 Transmission Vibration Monitoring (TVM) ....................................................................................10
3.3.1 Transmission Vibration Monitoring ...........................................................................................10
3.4 Rotor Track and Balance (RTB) ...................................................................................................10
3.4.1 Rotor Track and Balance ..........................................................................................................10
3.5 Structural Vibration Monitoring (SVM) ..........................................................................................10
3.5.1 Structural Vibration Monitoring .................................................................................................10
3.6 Structural Usage Monitoring (SUM)..............................................................................................10
3.6.1 Structural Usage Monitoring .....................................................................................................10
4 Controls and Indicator of the Monitoring and Diagnostics System ........................................................12
4.1 MFD Controls and Indications ......................................................................................................13
4.1.1 MFD Helicopter Maintenance Page..........................................................................................13
4.2 MCDU Controls and Indications ...................................................................................................14
5 Operation of the Monitoring and Diagnostics System ...........................................................................17
5.1 Operation ......................................................................................................................................17
5.1.1 Operation ..................................................................................................................................17

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Monitoring and Diagnostics System Lesson

1 Purpose of the Monitoring and Diagnostics System
1.1 Purpose
1.1.1 MDS Data Flow
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The Monitoring and Diagnostic System is a distributed system implemented on-board the
helicopter which performs data collection and processing in order to derive H/C maintenance
information relevant to:
Usage and H/C Operation Monitoring

This monitoring function collects precise data about the actual use of the vehicle and its
systems.
It is based on the measurement and storage into the Maintenance Data Base (MDB) of the time
intervals or cycles accumulated by the vehicle systems.
This data can be linked to preventive maintenance management (as specified in the Aircraft
Maintenance Planning) and to advanced vehicle usage spectra monitoring (e.g., monitoring of
the H/C flight spectrum or the transmission torque spectrum).
The H/C operation monitoring traces the actual H/C (and H/C system’s) operation cycles to
precisely identify the start/end event date and times; this allows to cross-correlate the fault
detections to the H/C operating conditions.
Status and Diagnostic Monitoring

This monitoring function is relevant to the detection, recording and isolation of the faults and
anomalous operating conditions of the H/C systems.
Depending on the type of monitored system, these functions rely on the execution of dedicated
Built In Tests (this typically applies to electronic equipments) or on the analysis of the data
acquired from the sensors of the helicopter systems (this typically applies to the monitoring of
electro-mechanical systems: rotor drive system, hydraulic system, electrical system, etc).
Health Monitoring
This includes the functions relevant to the detection of either malfunction or impending failures
through prognostic techniques (e.g. Vibration Monitoring). Due to the complexity of some
monitoring techniques and to the need of assessing the trend evolution with respect to historical
data, some of the health monitoring functions are split between on-board and on ground
systems.
The Monitoring and Diagnostic System (MDS) features an integrated design concept, the core
element being on-board the helicopter within the Avionic System, as all the main functions rely
on the AMMS, which provide an interface to dedicated sensors and also data transfer capability
for the Ground Station. The Ground Station provides an on-site MDS data collection and
processing to interface with the helicopter operators MDS capability.
The helicopter basic sensors in relation to aircraft attitude, speed, heading, height (Baro and
Rad Alt), Engine Torque, Engine Speed, Flight controls position, Wind speed and direction, Air
temperature etc are directed to the relevant AMMC.
Data from the Transmission Vibration monitoring, Rotor Track Balance and Structural Vibration
monitoring sensors are routed to the Vibration Data Aquisition Module located in each AMMC.
Data aquired from the Basic Helicopter Sensor information and the monitoring sensors,
combined in the AMMC 1 and 2 provides the following Data:
 Fault Data
 Exceedance Data
 Discrepancy Data
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 Time History Data
 TVM Data
 RTB Data
 SVM Data
The MCDU and PFD provide controls which allow the specific data to be selected and displayed
on the MFD via the menu system.
The data is then available for downloading onto the ground station for further analysis using
dedicated software.
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2 Architecture of the Monitoring and Diagnostics System

2.1 Architecture of the MDS
2.1.1 Architecture and Interfaces
The Monitoring and Diagnostic System is highly integrated in the AW189 avionic system and
largely relies on sensors, displays, controls, devices which are part of the aircraft basic design.
The only components which are specific to the MDS are those relevant to the Vibration
Monitoring function, which are managed as an optional HUMS kit.
The MDS architecture is designed to implement the following main functions:
Helicopter Sensors data:
 Basic Usage and Operation Monitoring (BUOM)
 Transmission Usage Monitoring (TUM)
 Structural Usage Monitoring (SUM)
Vibration Monitoring Sensors data:
 Transmission Vibration Monitoring (TVM)
 Structural Vibration Monitoring (SVM)
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 Rotor Track and Balance (RTB)
Data Base Management

The data recorded from these helicopter sensors is managed by the:
 MCDU
 DTD
 MFD H/C Maintenance Pages
 Maintenance Data Base (MDB) Management
 Ground Station
In order to activate these main functions the MDS uses this data which is sent from the following
interfaces:
Aircraft and Mission Management System (AMMS):
 Monitoring and Diagnosis System data
 Process the sensor outputs
 Check the consistency of raw data
 Compute Health and Usage (HUM) parameters
 Compute performance parameters
 Manage the status monitoring data
 Display pages dedicated to MDS functions and MDS database browsing
 Start manual Vibration Monitoring and Rotor Track and Balance acquisitions control of data
uploading/downloading to DTD
Multi-Function Displays MFD, MCDU,:
 Show information on the systems/equipment being monitored.
Data transfer Device (DTD):
 Temporary storage Interface to Data Transfer Cassette (DTC) for data transfer to the Ground
Station (GS Data backup)
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3 Components and location of the Monitoring and Diagnostics

System
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3.1 General Components

3.1.1 MDS Block Diagram
The MDS components integrated with the Avionic System N-AMMC 1/2 are mainly limited to a
set of sensors which are located at a number of areas on the helicopter.
These areas are on the Transmission systems, Main Gearbox, Intermediate Gearbox, Tail
Gearbox and Tail Drive Shaft. Also located within the helicopter structure are the Rotor Track
and Balance sensors.
They are a combination of Basic Usage and Operation Monitoring (BUOM), Transmission
Vibration Monitoring (TVM) Sensors, Structural Vibration Sensors (SVM) Sensors, Rotor Track
and Balance (RTB) Sensors, Main and Tail Rotor Tachometers and Rotor Blade Tracker
Camera.
The monitoring of these sensors and aircraft usage monitoring data provide the Monitoring and
Diagnostics System (MDS) with detailed data, so that following data download to a ground
station, analysis can be carried out and resolutions acted upon.
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3.1.2 Accelerometers
Accel No. Position Type AMM

C
A1 MGB, Engine 1 (LH) Input B & K Accel 4511 1
A3 MGB, Engine 1 (LH) 2nd Stage B & K Accel 4511 1
A5 MGB, Epicyclical Stage (FWD LH) B & K Accel 4511 1
A7 MGB, Epicyclical Stage (REAR LH) B & K Accel 4511 1
A9 Tail Drive Line, FWD Hanger Bearing B & K Accel 4511 1
A11 Intermediate Gearbox B & K Accel 4511 1
A2 MGB, Engine 2 (RH) Input B & K Accel 4511 2
A4 MGB, Engine 2 (RH) 2nd Stage B & K Accel 4511 2
A6 MGB, Epicyclical Stage (RH) B & K Accel 4511 2
A8 MGB, Tail Take off B & K Accel 4511 2
A10 Tail Drive Line, AFT Hanger Bearing B & K Accel 4511 2
A12 Tail Gearbox B & K Accel 4511 2
A17 MGB uppercase port (Lateral - M/R Dytran 1

radial)
A18 Cockpit floor, under pilot seat Endevco Triaxial Accel: RTB/SVM 2
A22 1
A23 1
A21 Rear Fuselage Endevco Monoaxial Accel: 1

RTB/SVM
A24 Upper Deck Endevco Monoaxial Accel: 1

RTB/SVM
A19 Tail Pylon Endevco Biaxial Accel: RTB/SVM 2

A20
- Tail Gearbox Honeywell 1&2
- LH Ventilation Outlet fairing Helitune RT- TipTrak 2
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3.2 Basic Usage and Operation Monitoring

3.2.1 Basic Usage and Operation Monitoring
The Basic Usage and Operation Monitoring (BUOM) function is devoted to the collection and
storage of fundamental Helicopter Usage & Operation information, not necessarily in direct
connection to the management of the maintenance activities.
The BUOM does not require the installation of any specific sensor or device on board the
helicopter.
It relies on the data which is already available within the Aircraft & Mission Management System
(AMMS).
The Ground Station stores, processes, displays and accumulates data. BUOM data is a detailed
detection and storage (in terms of Event, Date and Time recording) of:
 Helicopter operations,
 Activations of selected helicopter systems,
 Occurrences of the most significant events in the helicopter activity.
 Logging of the cumulative operation time of the helicopter and selected major systems.
Generally, the BUOM requires the detection and storage of:
 Specific events, dates and times
 Accessory data (depending on the event type)
 Total number of detected events
 Cumulative event duration
for the following systems and occurrences:
 AMMC Cycles
 APU Cycles
 Engine 1 Power On/Off Cycles
 Engine 2 Power On/Off Cycles
 Rotor Cycles
 Take-Off and Landing Cycles
 Touchdown Severity
 Rotor Brake Cycles
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3.3 Transmission Vibration Monitoring (TVM)

3.3.1 Transmission Vibration Monitoring
The Transmission Vibration Monitoring system is an on-board device aimed at monitoring the
integrity of the transmission system components and detecting either malfunction or impending
failures. Its diagnostic capabilities result from the application of a set of analysis algorithms to
the vibrational signals acquired by the accelerometers installed on the rotor drive system.
The analysis algorithms, starting from the analogue vibrational data, generate a set of Health
Indices which can be directly related to the health status of the transmission components.
The monitoring of all of the primary transmission components (i.e., transmitting power from the
engines to the rotors) and of the accessory driving components is achieved through
synchronous analysis (each of them dedicated to the analysis of a single gear or shaft),
asynchronous analyses (with the analysis of the signal spectrum for each accelerometer) and
time history analyses (with two analyses, acquired with different bandwidth, for each
accelerometer signal).
3.4 Rotor Track and Balance (RTB)

3.4.1 Rotor Track and Balance
The Rotor Track and Balance system is used to minimise revolution vibration from the main and
tail rotors.
The on-board system acquires the vibration signals in appropriate flight regimes, check the
levels against limits and transfer the data to the ground station for calculation of rotor
adjustments. It also has the ability to record the data from a main rotor blade tracking camera.
The RTB results are stored in the Maintenance Data Base (MDB) which is displayed to the
maintainer in the relevant MDB pages.
3.5 Structural Vibration Monitoring (SVM)

3.5.1 Structural Vibration Monitoring
The Structural Vibration Monitoring (SVM) system is used to assess the vibration as recorded at
locations around the airframe related to known vibration sources. These sources include rotor
harmonics and drive shafts amongst others.
The on-board SVM system acquires the vibration signals in appropriate flight regimes, check the
levels against limits and transfer the data to the ground station for diagnostic processing. A
large part of the processing, and, noticeably, the amplitude and phase computation and relevant
exceedance detection, is performed on-board during the flight.
The most important health data, particularly those relevant and the exceedances related to the
transmission system, are stored in NVM; the exceedance of a high constant or trend threshold
prompts for the issuing of a Vibration Exceedance flag, stored in the Maintenance Data Base,
which will be displayed to the maintainer in the dedicated pages
3.6 Structural Usage Monitoring (SUM)

3.6.1 Structural Usage Monitoring
The Structural Usage Monitoring (SUM) is based on the provision of data from the on board
parameters providing the gathering of flight parameter time histories and the on-ground part
where the data collected identifies the flight conditions met by the helicopter during its whole
operating time.
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This information is required to create the flight envelope database and to estimate aircraft
structural fatigue life.
The recording of additional parameters is also included, such as Transmission Usage

Monitoring and Engine Monitoring.
The recorded flight parameters data, starting from the beginning to the end of the flight time, are
stored without any gap in the time. If an occurence of a gap is recorded, then information will be
provided in order to detect them.
The AMMC shall record the time history of the flight parameters The Transmission Usage
Monitoring function aims to record the torque spectra, expressed in terms of amount of time
spent at specified torque levels, for each engine input to the drive system and for each rotor.
The function requires the acquisition of signals bringing torque and speed information of engine
shafts and rotor masts during the full operation time of each helicopter.
After each flight, the data recorded in the NVM shall be downloaded to a ground station capable
of tracking the whole helicopter usage history.
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4 Controls and Indicator of the Monitoring and Diagnostics

System
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4.1 MFD Controls and Indications

4.1.1 MFD Helicopter Maintenance Page
Helicopter Maintenance Information is shown on the MFD. The data is displayed for a number of
elements of the Monitoring and Diagnostic System(MDS) on the AW 189.
Initial access on the MFD is via the System menu selection which provides a list of system
selectables both concerning the helicopter systems as well as a Maintenance selection.
Using the CCD and selecting the Maintenance menu a further menu appears which includes
both Helicopter (H/C) Maint and Cockpit Display System (CDS) Maint.
Selection of H/C Maint by the CCD displays the first H/C maintenance page relevant the data
stored in the AMMC.
The initial page gives a high level of the maintenance data available for the helicopter.
Further selections of top level menu is accessed by the CCD and enter button.
The available information for specific menu selections will be shown on the MFD page.
The menu selections available are:
 HOME
 HISTORY
 FAULT
 EXCEED
 ALARM
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 DSCRP
 USAGE
4.2 MCDU Controls and Indications

Vibration Monitoring Access
Following the selection of the VIBR MON option in the MAINTENANCE page, the VIBRATION
MONITORING page is displayed. The VIBRATION MONITORING page has the following
displays and controls:
VDAM1 ST: This displays the VDAM1 status. It shows the current VDAM operating status as
reported by VDAM; the possible messages are:
 NR OOR (displayed when the NR acquisition window is not satisfied; the VDAM is waiting
for NR valid and in the 97-104% range)
 AUTO (displayed when the VM is operating according to the automatic management)
 CYCL (displayed when a manual CYCLE is in progress)
 SNGL (displayed when a manual SINGLE acquisition is in progress)
 FAIL (displayed in case of VDAM failure, not programmed VDAM or missing AMMC)
VDAM2 ST: The status indication for the VDAM2; the same messages described above are
applicable;
NOTE: it shall be noted that the two VDAM statuses can be different because the two boards
can independently operate, also following manual crew requests.
SVM CYC
This command requests the execution of all SVM acquisitions at once.
The SVM cycle execution time is about 4 minutes; following the completion of the SVM cycle,
the VDAM autonomously returns to the automatic management.
The VM system stores the results (computed HI and relevant signals) of up to 2 manual
acquisition requests in normal cruise condition (CRUISE) and up to 3 manual acquisition
requests outside the CRUISE condition.
When manual acquisitions in excess of these limits are requested, the newest acquisition
results will overwrite the last stored ones (e.g., in case 5 manual requests are made outside the
CRUISE condition, the downloaded data will contain the results of the 1st, the 2nd and the 5th
request).
RTB CYC
This command requests the execution of all RTB acquisitions once;
immediately after RTB CYC request, the VM system displays the RTB CYC RESULTS page.
The RTB cycle execution time is less than 2 minutes; following the completion of the RTB cycle,
RTB CYC RESULTS page is maintained, but the VDAM autonomously returns to the automatic
management. The VM system stores the results (computed HI and relevant signals) of up to 2
manual acquisition requests for each one of the five automatically recognized flight conditions
(FPOG, HOVER, SL CRS, CRUISE, FST CRS) and up to 12 manual acquisition requests
outside the automatically recognized flight conditions.
When manual acquisitions in excess of these limits is requested, the newest acquisition results
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will overwrite the last stored ones (e.g., in case 4 manual requests are made in HOVER
condition, the downloaded data will contain the results of the 1st and the 4th request)
FL COND
This displays the currently recognized flight condition; the possible FLIGHT COND status
messages are:
 FPOG (i.e., Flat Pitch On Ground)
 HOVER
 SL CRS (i.e., Slow Cruise)
 CRUISE (i.e., Cruise)
 FST CRS (i.e., Fast Cruise)
 UNKNOWN (to be shown when no one of the above flight conditions is valid)
RTB SUMRY
This command requests the access to the RTB SUMRY page.
RTN
This return command, when pressed, accesses the MENU page is displayed.
TVM CYC SYN

This command requests the execution of all TVM synchronous (i.e., time average) acquisitions
once.
The TVM synchronous acquisitions execution time is about 5 minutes; following the completion
of the cycle, the VDAM autonomously returns to the automatic management. The VM system
allows to store the HI results of all performed manual acquisitions and the signal of the last
requested acquisition.
TVM CYC ASY

This command requests the execution of all TVM asynchronous (i.e., frequency average)
acquisitions once.
The TVM asynchronous acquisitions execution time is about 3 minutes; following the completion
of the cycle, the VDAM autonomously returns to the automatic management. The VM system
stores the HI results of all performed manual acquisitions and the signal of the last requested
acquisition.
TVM CYC THS

This command requests the execution of all TVM time history acquisitions once.
The TVM time history acquisitions execution time is about 3 minutes; following the completion of
the cycle, the VDAM autonomously returns to the automatic management. The VM system
TVM CYC ENV

This command requests the execution of all TVM envelope acquisitions once.
The TVM envelope acquisitions execution time is about 5 minutes; following the completion of
the cycle, the VDAM autonomously returns to the automatic management. The VM system
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TVM SINGLE
This command requests the execution of a single TVM acquisition once.
The acquisition execution requires that the Acquisition Identifier (AcqID) is first written in the
scratchpad area; the TVM SINGLE option can then be requested.
The “NOT EXEC” error message is displayed in the scratchpad area if an invalid AcqId is
entered.
Depending on the requested acquisition, the execution time ranges from few seconds to 1.5
minutes; following the completion of the cycle, the VDAM autonomously returns to the automatic
management.
The VM system allows to store the HI results of all performed manual acquisitions and the
signal of the last requested acquisition.
NOTE: when a manually requested cycle is in progress, it is necessary to wait for its completion
before giving a new command to the VM system. In case a command is given while a manually
requested acquisition is still in progress, the “FUNCTION IN USE” error message is displayed in
the scratchpad area.
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5 Operation of the Monitoring and Diagnostics System

5.1 Operation
5.1.1 Operation
The Monitoring and Diagnosis process starts at the end of a mission, when the aircrew,
following the shutdown of all of the helicopter systems (apart from avionic system and, possibly,
APU), downloads the Non Volatile Memory (NVM) content into the Data Transfer Cassette
(DTC). The NVM downloaded data is then added to the MDS data already recorded into the
DTC Structural Usage Monitoring (SUM) time histories, Transmission Vibration Monitoring
(TVM) signals and analysis results are automatically written into the DTC by the AMMC during
the flight.
The Ground Station contains a number of software modules, specifically:
 Maintenance Management Module(MAINT_M)
 Monitoring and Diagnostic Module (MDS_M)
 Download Module(DWL_M)
 Administration
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The level of interaction and the data exchange processes is dependant on the relevant
customer requirements. The Ground Station Download Module (DWL_M) is the portion of the
Ground Station responsible for interpreting the downloaded data and distributing them to the
relevant modules (MAINT_M) or (MDS_M) in order to be processed.
 Maintenance Module (Maint_M) is the portion of Ground Station responsible for the H/C
maintenance management, including configuration management, usage data accumulation
for preventative maintenance management and maintenance execution (i.e., MWO)
management.
 Monitoring Diagnostics System Module (MDS_M) is the portion of Ground Station

responsible for the Monitoring, Diagnostic and data management. This part of the GS
mainly deals with corrective maintenance management.
Following the completion of the NVM data download into the DTC, the aircrew can carry out a
debrief with the maintenance crew. This process may involve, in case the aircrew performed
several missions, the simultaneous management of more than one DTC, potentially with more
than one NVM download per DTC. If this situation occurs, the DWL_M automatically sorts the
NVM downloads in the correct chronological order and processes them in the correct sequence.
If sufficient data is available to perform this check, the DWL_M warns the operator when
missing downloads are detected (missing downloads are treated as gaps in the download flow
feed into the GS, and can be detected through the assessment of the succession of the time
intervals covered by each download).
The data that is generated by the Ground Station provides a report that requires maintainer
actions (or investigations) if specific arisings are detected. A specific arising is issued for each
detected anomaly. This piece of information can be issued as a consequence of the detection of
the need for both preventive maintenance (e.g., life limit or time limit exceedance) and
corrective maintenance (e.g., failure or exceedance detection)
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Training Course
46 - Systems Integration and Display

ISSUE: 3.0

INTENTIONALLY
LEFT
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AW189-AF001-SN-I-46
Table of Contents
Systems Integration and Display System Lesson ..............................................................................................1
1 Systems Integration and Display System ................................................................................................1
1.1 Explain the Purpose of the Integrated Display System .................................................................1
1.1.1 Systems Integration and Display ................................................................................................1
1.2 Describe the Integrated Avionics Architecture ...............................................................................2
1.2.1 System Integration and Display Architecture .............................................................................2
2 Aircraft and Mission Management System ..............................................................................................4
2.1 Explain the Purpose of the AMMS..................................................................................................4
2.2 Describe the AMMS Architecture ...................................................................................................6
2.2.1 AMMS Architecture Components ...............................................................................................6
2.2.2 AMMS Component Interconnects...............................................................................................7
2.3 Explain the AMMS Control .............................................................................................................8
2.3.1 AMMS Component Power Supplies ...........................................................................................8
2.3.2 ECDU CB/AMMS Page ..............................................................................................................9
2.3.3 AMMS Management .................................................................................................................10
2.3.4 AMMS Management .................................................................................................................12
2.3.5 Mastership Management ..........................................................................................................13
3 Aircraft and Mission Management Computer ........................................................................................14
3.1 Explain the Purpose of the Aircraft and Mission Management Computer....................................14
3.1.1 AMMC Introduction ...................................................................................................................14
3.2 Describe the AMMC Component Location ...................................................................................16
3.2.1 AMMC Location ........................................................................................................................16
3.3 Describe the AMMC Components ................................................................................................17
3.3.1 AMMC Component Overview ...................................................................................................17
3.3.2 IOM Data Acquisition ................................................................................................................19
3.3.3 Sensor Excitation ......................................................................................................................19
3.4 Describe the AMMC Function.......................................................................................................21
3.4.1 AMMC Outputs .........................................................................................................................21
3.4.2 Aircraft Maintenance Function ..................................................................................................22
4 AMMC Operating States ........................................................................................................................23
4.1 Explain the AMMC Operating States ............................................................................................23
4.1.1 AMMC Operating States Overview...........................................................................................23
4.1.2 AMMS Operating States Overview ...........................................................................................24
4.2 Explain the AMMC Cold State ......................................................................................................25
4.2.1 AMMC Operative State .............................................................................................................25
4.2.2 Operative State Continuous BIT ...............................................................................................25
5 Multipurpose Control and Display Unit ..................................................................................................27
5.1 Explain the Purpose of the Multipurpose Control and Display Unit..............................................27
5.1.1 MCDU Introduction ...................................................................................................................27
5.2 Describe the MCDU Component Location ...................................................................................28
5.2.1 MCDU Location ........................................................................................................................28
5.3 Describe the MCDU Function .......................................................................................................29
5.3.1 MCDU Function ........................................................................................................................29
5.4 Explain the MCDU Function Keys ................................................................................................30
5.4.1 MCDU Line Select Keys ...........................................................................................................30
5.4.2 Fixed Function Keys .................................................................................................................31
5.4.3 MCDU Basic Function Keys .....................................................................................................33
5.5 Explain the Operation of the MCDU .............................................................................................35
5.6 Explain the MCDU Menu Pages ...................................................................................................36
5.6.1 MCDU Top Level Menu Page...................................................................................................36
5.6.2 MCDU AMMS Menu Page........................................................................................................37
5.6.3 MCDU Page Tree .....................................................................................................................38
5.7 Identify the MCDU Page Display ..................................................................................................39
5.7.1 MCDU Page Display Introduction .............................................................................................39
5.7.2 MCDU Page Display Introduction .............................................................................................41

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5.7.3 MCDU Page Display ................................................................................................................ 42

5.7.4 Unit of Measure........................................................................................................................ 43
6 MCDU Operations ................................................................................................................................. 44
6.1 Identify the MCDU Page Functions ............................................................................................. 44
6.1.1 MCDU Multi Page Navigation .................................................................................................. 44
6.1.2 MCDU Data Entry .................................................................................................................... 45
6.1.3 ...................................................................................................................................................... 45
6.1.4 Error Messages........................................................................................................................ 47
6.1.5 Vertical Toggle ......................................................................................................................... 48
6.1.6 Horizontal Toggle ..................................................................................................................... 49
6.1.7 Implicit Toggle .......................................................................................................................... 50
6.1.8 Simultaneous MCDU Access ................................................................................................... 51
6.2 Identify the MCDU MENU Indications.......................................................................................... 52
6.2.1 MCDU DB IDENT Page ........................................................................................................... 52
6.2.2 MCDU Alerts ............................................................................................................................ 54
6.2.3 MCDU Equipment Test Page .................................................................................................. 55
6.2.4 MCDU Data Load and Save Pages ......................................................................................... 56
7 Data Transfer Device ............................................................................................................................ 57
7.1 Explain the Purpose of the Data Transfer Device ....................................................................... 57
7.1.1 Data Transfer Device Introduction ........................................................................................... 57
7.2 Describe the DTD Component Location ...................................................................................... 58
7.2.1 Data Transfer Device Location ................................................................................................ 58
7.3 Describe the DTD Component ..................................................................................................... 59
7.3.1 Data Transfer Device Description ............................................................................................ 59
7.3.2 DTD Display Area .................................................................................................................... 60
7.4 Describe the DTD Function ......................................................................................................... 61
7.4.1 Data Transfer Device Function ................................................................................................ 61
8 Data Transfer Device Operations ......................................................................................................... 63
8.1 Explain the Operation of the DTD ................................................................................................ 63
8.1.1 Data Transfer Device Power-up .............................................................................................. 63
8.2 Identify the DTD Controls and Indications ................................................................................... 64
8.2.1 DTD Page Display ................................................................................................................... 64
8.2.2 Data Transfer Device Function Keys ....................................................................................... 66
8.3 Identify the DTD Files .................................................................................................................. 68
9 Avionic Full Duplex Ethernet (AFDX) Switching Units .......................................................................... 69
9.1 Explain the Purpose of the AFDX Switching Units ...................................................................... 69
9.1.1 AFDX Switching Unit Introduction............................................................................................ 69
9.2 Describe the AFDX Switching Unit Location ............................................................................... 70
9.2.1 AFDX Switching Unit Location ................................................................................................. 70
10 AMMS Integrations ............................................................................................................................ 71
10.1 Explain the Operation of the AMMS ............................................................................................ 71
10.1.1 Operation of the AMMS ..................................................................................................... 71
10.2 Explain the Operations of the Database Update ......................................................................... 73
10.2.1 AMMC Database Update .................................................................................................. 73
Cockpit Display System Lesson ...................................................................................................................... 74
11 Cockpit Display System Purpose ...................................................................................................... 75
11.1 Explain the Purpose of the Cockpit Display System .................................................................... 75
11.1.1 Cockpit Display System Overview..................................................................................... 75
11.1.2 Cockpit Display System Purpose ...................................................................................... 76
12 Cockpit Display System Architecture ................................................................................................ 78
12.1 Describe the CDS Architecture .................................................................................................... 78
12.1.1 Cockpit Display System Integration .................................................................................. 78
12.1.2 CDS Component Introduction ........................................................................................... 80
12.2 Explain the CDS Power Control................................................................................................... 81
12.2.1 CDS Power Supplies ......................................................................................................... 81
12.2.2 ECDU CB/DISPLAY Page................................................................................................. 82

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13 Display Units ......................................................................................................................................83

13.1 Describe the DU Function ............................................................................................................83
13.1.1 Display Unit Introduction ....................................................................................................83
13.2 Describe the DU Component Location .........................................................................................84
13.2.1 Display Unit Configuration..................................................................................................84
14 DU Page Layout and Indications .......................................................................................................85
14.1 Explain the Purpose of the Display Units .....................................................................................85
14.1.1 Display System Introduction ..............................................................................................85
14.2 Identify the CDS Page Layout ......................................................................................................86
14.2.1 CDS Colour Definition ........................................................................................................86
14.2.2 PFD Display Area...............................................................................................................88
14.2.3 Navigation Indication Area .................................................................................................89
14.2.4 MFD Display Area Layout ..................................................................................................90
14.3 CDS General Symbology .............................................................................................................91
14.3.1 Tape Scale and Pointers ....................................................................................................91
14.3.2 Tape Scale - Loss of Data ................................................................................................93
14.3.3 Bezel Menu Appearance ....................................................................................................94
15 CDS Control Panels ...........................................................................................................................95
15.1 Describe the CDS Control Panels ................................................................................................95
15.1.1 CDS Controls .....................................................................................................................95
16 Display Control Panel ........................................................................................................................96
16.1 Explain the Purpose of the Display Control Panel........................................................................96
16.1.1 Display Control Panel Introduction.....................................................................................96
16.2 Describe the Display Control Panel Location ...............................................................................97
16.2.1 Display Control Panel Location ..........................................................................................97
16.3 Describe the Display Control Panel Function ...............................................................................98
16.3.1 Display Control Panel Function ..........................................................................................98
16.4 Identify the Display Control Panel Controls and Indications ........................................................99
16.4.1 Display Control Panel Controls ..........................................................................................99
16.4.2 DCP Failure ......................................................................................................................100
17 Cursor Control Device ......................................................................................................................101
17.1 Explain the Purpose of the Cursor Control Device .....................................................................101
17.1.1 Cursor Control Device Introduction ..................................................................................101
17.2 Describe the Cursor Control Device Location ............................................................................102
17.2.1 Cursor Control Device Location .......................................................................................102
17.3 Identify the Cursor Control Device Controls and Indications ......................................................103
17.3.1 CCD Controls ...................................................................................................................103
17.3.2 Cursor Control Device Indications ...................................................................................105
17.3.3 CCD - Display Unit Selection ...........................................................................................106
17.3.4 CCD Active Window Selection PFD.................................................................................107
17.3.5 CCD MFD Menu Selection ...............................................................................................108
18 Cursor Control Joystick ....................................................................................................................109
18.1 Explain the Purpose of the Cursor Control Joystick ...................................................................109
18.1.1 Cursor Control Joystick Introduction ................................................................................109
18.2 Describe the Cursor Control Joystick Indications .......................................................................110
18.2.1 Cursor Control Joystick Indications..................................................................................110
19 Reversionary Control Panel .............................................................................................................111
19.1 Explain the Purpose of the Reversionary Control Panel ............................................................111
19.1.1 Reversionary Control Panel Introduction .........................................................................111
19.2 Describe the Reversionary Control Panel Location....................................................................112
19.2.1 Reversionary Control Panel Location ..............................................................................112
19.3 Describe the Reversionary Control Panel Function ...................................................................113
19.3.1 Reversionary Control Panel Function ..............................................................................113
19.4 Identify the Reversionary Control Panel Controls and Indications .............................................114
19.4.1 RCP - Display Reversion .................................................................................................114
20 Display Dimming Panel ....................................................................................................................115

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20.1 Explain the Purpose of the Display Dimming Panel .................................................................. 115
20.1.1 Display Dimming Panel Introduction ............................................................................... 115
20.2 Describe the Display Dimming Panel Location .......................................................................... 116
20.2.1 Display Dimming Panel Location..................................................................................... 116
20.3 Identify the Display Dimming Panel Controls and Indications ................................................... 117
20.3.1 Display Dimming Panel Controls and Indications ........................................................... 117
21 Multifunction Display Bezel Key Menus .......................................................................................... 118
21.1 Describe the MFD Bezel Key Menus ......................................................................................... 118
21.1.1 MFD Bezel Keys .............................................................................................................. 118
21.1.2 MFD Top Level Menu ...................................................................................................... 120
21.2 Describe the MFD Menus T1- T6 .............................................................................................. 121
21.2.1 Electronic Check List Menu ............................................................................................. 121
21.3 Describe the MFD Menus T7- T8 .............................................................................................. 123
21.3.1 SYSTEM Menu ................................................................................................................ 123
21.3.2 SYSTEM - CONFIG Menu .............................................................................................. 124
21.3.3 P-PLANT Menu ............................................................................................................... 125
21.3.4 P-PLANT - PERF Menu .................................................................................................. 126
21.4 Describe the MFD Synoptic System Indications ........................................................................ 127
21.4.1 System Synoptic Pages .................................................................................................. 127
21.5 Describe the MFD Power Plant Indications ............................................................................... 130
21.5.1 Power Plant Overview ..................................................................................................... 130
21.5.2 Helicopter Indications ...................................................................................................... 131
22 Bezel Key Default Settings .............................................................................................................. 132
22.1 Descirbe the Bezel Key Default Settings ................................................................................... 132
22.1.1 Default Setting ................................................................................................................. 132
23 Cockpit Display System Alerts ........................................................................................................ 133
23.1 Describe the Alert Indications .................................................................................................... 133
23.1.1 ECL Alert ......................................................................................................................... 133
24 Maintenance and Test Pages ......................................................................................................... 134
24.1 Describe the DU Maintenance Pages........................................................................................ 134
24.1.1 DU H/C Maintenance Page ............................................................................................. 134
24.1.2 DU H/C Maintenance Page ............................................................................................. 135
25 CDS Failure Modes ......................................................................................................................... 137
25.1 Identify the Cockpit Display System Failure Modes .................................................................. 137
25.1.1 Display Unit Failure ......................................................................................................... 137
Crew Alerting System Lesson........................................................................................................................ 138
26 Crew Alerting System Purpose and Architecture ............................................................................ 139
26.1 Explain the Purpose of the Crew Alerting System ..................................................................... 139
26.1.1 Crew Alerting System Introduction .................................................................................. 139
26.1.2 CAS Message Priorities .................................................................................................. 140
26.1.3 CAS Messages and Alarm Categories ............................................................................ 142
26.2 Describe the CAS Architecture .................................................................................................. 143
26.2.1 CAS Architecture ............................................................................................................. 143
27 CAS Components, Controls and Indications ................................................................................... 144
27.1 Describe the Master Warning/Master Caution Panel Location .................................................. 144
27.1.1 Master Warning/Master Caution Panel Location............................................................. 144
27.2 Explain the Purpose of the Master Warning/Master Caution Panel .......................................... 145
27.2.1 Master Warning/Master Caution Panel ........................................................................... 145
27.3 Identify the CAS Controls and Indications ................................................................................. 146
27.3.1 CAS Controls ................................................................................................................... 146
27.3.2 CAS Indications ............................................................................................................... 147
27.3.3 CAS MFD Indication ........................................................................................................ 148
27.3.4 Warning Synoptic Page Table ......................................................................................... 149
27.3.5 Caution Synoptic (ENG-APU-FUEL) Page Table ........................................................... 150

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27.3.6 Caution Synoptic (Transmission) Page Table .................................................................152

27.3.7 Caution Synoptic (Hydraulic) Page Table ........................................................................153
27.3.8 Caution Synoptic (Electrical) Page Table ........................................................................154
27.3.9 CAS Audio ........................................................................................................................156
27.3.10 Message Priority ..............................................................................................................156
27.3.11 CAS Audio Warning Table ...............................................................................................157
27.3.12 CAS Audio Caution Table ................................................................................................159
27.3.13 CAS Audio Only Alarms ...................................................................................................160
27.3.14 Audio Only Alarms ...........................................................................................................161
27.3.15 AWG Audio Messages .....................................................................................................162
28 CAS Operations ...............................................................................................................................164
28.1 Describe the CAS Function ........................................................................................................164
28.1.1 CAS System Function ......................................................................................................164
28.2 Explain the CAS Operations .......................................................................................................165
28.2.1 Warning Operation ...........................................................................................................166
28.2.2 CAS Warning Table .........................................................................................................166
28.2.3 Caution Operation ............................................................................................................168
28.2.4 Advisory Operation...........................................................................................................169
28.2.5 Status and End Operation ................................................................................................170
28.2.6 CAS List Scrolling ............................................................................................................171
28.2.7 CAS Miscomparison.........................................................................................................172
28.2.8 CAS Test Procedure ........................................................................................................173
Annexes
Annex |A| - |MCDU Page Display| ................................................................................................................... A1
Annex |B| - |MCDU Page Tree| ....................................................................................................................... B1
Annex |C| - |Integrated Display Functions| ...................................................................................................... C1
Annex |D| - |MFD Menu Tree|.......................................................................................................................... D1
Annex |E| - |DCP CAS List Control| ................................................................................................................. E1
Annex |F| - |CDS Integration|............................................................................................................................F1
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Systems Integration and Display System Lesson

1 Systems Integration and Display System
1.1 Explain the Purpose of the Integrated Display System
1.1.1 Systems Integration and Display
The AW189 needs to control and monitor various avionic systems, these systems need to be
displayed to the aircrew to aid aircraft navigation and monitor aircraft performance. The systems
integration and display lesson covers the following controls, displays and alerting systems:
 Aircraft and Mission Management System (AMMS) which receives data from various
systems to provide a digital monitoring and controlling system
 Cockpit Display System (CDS) to provide indications of flight and system performance for
the pilot and co-pilot. Shown on four displays, two for each display format:
o Primary Flight Display (PFD) for navigational purposes
o Multifunction Display (MFD) for mission information and system performance
 Crew Alerting System (CAS) to monitor system serviceabilty and alert aircrew of any
system malfunction.
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1.2 Describe the Integrated Avionics Architecture

1.2.1 System Integration and Display Architecture
The architecture of the integration and display system is as follows:
 Core systems - AMMS and CDS
 AMMS and CDS - connected via Avionics Full DupleX (AFDX) Ethernet
 All the remaining systems - connected via ARINC429, discrete or analogue signals
(including Weight On Wheels (WOW)).
When integrated with other installed equipments on the aircraft, the systems integration and
display system (AMMS and CDS) contributes to the operation of the aircraft by providing the
following capabilities:
 Manages the following systems:
o Crew alarms
o Navigation sensors
o Communication
o Civil transponder (XPDR)
o Radio navigation aids
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 Provides the following functions:
o Aircraft system management
o Cockpit displays interface
o Integrated and navigation solution data
o Data to the emergency avionic system
o Area navigation
o Navigation progress calculations
o Aircraft performance
o Health and usage monitoring.
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2 Aircraft and Mission Management System

2.1 Explain the Purpose of the AMMS
The AMMS is a set of equipment integrated into the air vehicle avionics system that contributes
to the operation of the AW189. The AMMS is a digital monitoring and controlling system. The
main functional capabilities supported by the AMMS when integrated with other installed
equipments on the aircraft are:
 Performs aircraft system management
 Drives the cockpit display interface
 Manages the crew alarms
 Manages the communication system/XPDR
 Provides data to the Cockpit Voice and Flight Data Recorder (CVFDR)
 Performs the integration of the navigation sensor data and provides the integrated and
navigation solution (navigation sensor management)
 Provides a Flight Management System (FMS)
 Manages the digital map functions
 Manages data transfer via up/download
 Provides Health and Usage Monitoring System (HUMS) functions.
The functions of the AMMS in detail are:
 Aircraft system interfacing, data acquisition, status monitoring and alarm generation for:
o Engines
o Rotors and transmission
o Hydraulics
o Electrical
o Fuel
o Avionics
o Miscellaneous (landing gear, rotor brake, windscreen wiper)
 Display management for the following:
o Engine Indicator and Crew Alerting System (EICAS)
o Navigation information
 FMS functions to include:
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o Area navigation management
o Tactical patterns management
o Navigation database management
o Navigation display data management
o Aircraft and navigation performance computation
o Horizontal and vertical steering commands generated for the Automatic Flight Control
System (AFCS)
o Data control and equipment management/preset for navigation sensors and

communications/identification
 Aircraft system health, usage and diagnostic failures monitoring including maintenance
information management:
o Transmission, rotors, engines health and usage monitoring
o Aircraft statistical data collection
o Vibration signal acquisition and processing for transmission
o Structual usage monitoring
o Diagnostic failure detection and management
 Digital map capability including symbol generation capability for flight plan management
 Built-In Test (BIT) and redundancy management capabilities
 Aircraft data upload/download port for:
o Navigation database
o Communications database
o Digital Terrain Elevation Data (DTED) database
o Obstacle database
o HUMS data
o Map data.
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2.2 Describe the AMMS Architecture

2.2.1 AMMS Architecture Components
The AMMS comprises the following components:
 Aircraft and Mission Management Computer 1 (AMMC 1)
 AMMC 2
 Multipurpose Control and Display Unit 1 (MCDU 1)
 MCDU 2
 Data Transfer Device (DTD)
 Avionics Full DupleX Ethernet (AFDX) - is the primary bi-directional communication data
bus for integration between the CDS and the AMMS.
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2.2.2 AMMS Component Interconnects
The two AMMC (AMMC 1 and AMMC 2) are linked together by means of AFDX and dedicated
lines for crosstalk and database update functions. The AMMC are synchronised in their
operations by an RS485 link for redundancy management purposes.
The two AMMC interface and handle all the analogue and discrete signals coming from the
aircraft subsystems either as dedicated connections or through digital communication lines from
other computer equipments. Also inputted to the AMMC via AFDX is CDS information:
 CDS generated Crew Alerting System (CAS) list
 Decision Height (DH) value and alarm activation
 Attitude and Heading Reference System (AHRS) data.
The two MCDU (MCDU 1 and MCDU 2) transmit and receive data via ARINC429 links with the
AMMC.
The DTD is connected to the AMMC via Ethernet connections for data transfer.
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2.3 Explain the AMMS Control

2.3.1 AMMS Component Power Supplies
The AMMS is provided with DC electrical power from the following:
 AMMC 1 - 28 Vdc from Remote Electrical Power Unit 1 (REPU 1)
 AMMC 2 - 28 Vdc from REPU 2 and another 28 Vdc from the circuit breaker panel (AMMC
2 PRI)
 MCDU 1 - 28 Vdc from REPU 1
 MCDU 2 - 28 Vdc from the 28 Vdc emergency bus 1 through the circuit breaker panel 1,
labelled MCDU PLT (3A)
 DTD - 28 Vdc from REPU 2.
The MCDU and the DTD are also fed from the dimming unit which provides background lighting.
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2.3.2 ECDU CB/AMMS Page
The Electronic Control and Display Unit (ECDU) system is part of the Solid-state Electrical Plant
Management System (SSEPMS) and its scope is to manage the power generation and
distribution through solid-state technology.
AMMS power distibution is controlled through the ECDU CB/AMMS page, where the cockpit
crew may select or deselect circuit breaker operations. This will allow control of the AMMS
systems.
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2.3.3 AMMS Management
The AMMS employs a dual redundant computer system. All the AMMS functions are performed
by one AMMC which is the key component in the system. This is known as the master AMMC.
A second AMMC is added to increase the system reliability and fault tolerances. This is known
as the slave/standby AMMC.
The AMMS operates using this master/slave configuration. In a case of the master AMMC
failing the slave AMMC acquires the master status and in conjunction with the application
software avoids any major AMMS operating malfunction. At the same time a caution message
of 1(2) AMMC FAIL will alert the crew to a loss of redundancy of the AMMS and will prevent
the pilot from being able to execute a master role change of the AMMC. Additionally viewing the
AMMC page will also display the status of the AMMC, GO or NOGO.
The 1(2) AMMC FAIL indication will be sent by the master (not failed) AMMC to the CDS. This
is due to the master AMMC detecting the loss of the crosstalk from the other AMMC.
The caution message AMMS CONFIG FAIL will be displayed when a discrepancy of the
installed option file is detected by either AMMC 1 or AMMC 2.
The two AMMC are connected to the AFDX aircraft LAN which enables them to exchange
information between themselves and other aircraft systems (CDS and DTD) and over separate
dedicated lines for crosstalk and database update functions. Other aircraft systems interface
with the AMMS through the ARINC429 bus link.
Cooling of the avionics equipment installed in the nose bay area is achieved by utilising two
fans which draw cooling air through the two AMMC. Each AMMC will have one fan, both of
which are operational whenever there is electrical power available on the aircraft. Each fan will
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have its own overheat protection and underspeed signalling capability. In the event of a failure
of one or both fans, the following caution messages will be displayed 1(2) NOSE FAN FAIL
will be displayed notifying the crew of the cooling system status. For more information about the
nose bay cooling system see chapter 21 Environmental Control System.
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2.3.4 AMMS Management
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2.3.5 Mastership Management
Mastership management is undertaken automatically by the AMMS during the initialisation

state. The AMMC that becomes available first will acquire the mastership and the other AMMC
will become automatically the role of slave/standby following successful completion of
initialisation. The crew/operator may also, if required to do so, command/force the slave AMMC
into mastership via the MCDU.
Selecting the LSK 3L next to the AMMC1/AMMC2 display will force the AMMS to select the
standby AMMC as master. The AMMC coloured green is the master and the one coloured white
is the slave/standby. If an AMMC is amber in colour this indicates that it is in a failure mode and
the status of it should be NOGO.
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3 Aircraft and Mission Management Computer

3.1 Explain the Purpose of the Aircraft and Mission Management Computer
3.1.1 AMMC Introduction
The Selex made New-Aircraft Mission and Management Computer (AMMC) is the main unit
within the AMMS. The main function of the AMMC is the management of information flowing to
and from the navigation sensors and subsystems, Automatic Flight Control System (AFCS),
various aircraft sensors, communications equipment and the Cockpit Display System (CDS).
The AMMC performs all the major processing required for the basic aircraft avionics operation
such as navigation computation, subsystem monitoring and performance calculations.
The AMMC consists of the hardware (processors and relevant interface modules), the resident
firmware and the software (Real Time Operating Software (RTOS), run-time utilities) that
implement a real time run-time environment where it is possible to run the Application Software
(APSW) performing the above mentioned functions. The idea of the AMMC is that it is capable
of undertaking the following three subfunctions:
 An acquisition part to get data from sensors or other aircraft systems
 The processing of the data
 A command part - outputs data to command other systems such as test commands,
communications frequency changes, data to the AFCS actuators, to display information
onto the CDS and MCDU displays.
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There is a main menu provided to enable access to subsystem functions controlled by the
AMMS and a menu sub tree associated with each subsystem. The operator is therefore able to
select a particular subsystem from the MCDU.
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3.2 Describe the AMMC Component Location

3.2.1 AMMC Location
AMMC 1 is located in the forward nose bay area in the left (port) side compartment and AMMC
2 is located in the right (starboard) side compartment.
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3.3 Describe the AMMC Components

3.3.1 AMMC Component Overview
The AMMC is based on a multi-microprocessor structure laying around a global shared bus
consisting of the following:
 Processor module/Ethernet interface module (main processor)
 Aural Warning Generator (AWG)
 ARINC429 interface module/RS422 interface module (ANCM-E)
 Vibration Data Acquisition Module (VDAM)
 Digital Map Generator (DMG) with symbol generation capability (MAPPA-GA)
 Power supply
 Input/Output (I/O) interface modules (SBIM 1-2).
The total weight of the AMMC is 9.2 Kg.
The AMMC provides a time and calender clock facility supporting the continuous clock operation
by updating through the application software. The clock is initialised by the OPSW and has a
resolution of 1 second. The clock operates as a 24 hour clock and includes the facility for
manual entry of the time and date via the MCDU menu. During periods when no power is
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applied to the AMMC the clock will use the energy stored in the power supply module
capacitors. This will last for up to 15 days at a temperature of 25 °C.
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3.3.2 IOM Data Acquisition
Data acquisition is undertaken by the Input/Output Module (IOM) via sensors. Due to the nature
of this data different types of sensors are employed. These are:
 Shared sensors
 Cross strapped sensors
 Redundant sensors.
Safety or mission critical sensors are interfaced to both AMMC (cross strapped or redundant)
therefore allowing the AMMS to undertake all the relevant aircraft monitoring functions even if
one of the two AMMC is not available. Other sensors are interfaced with only one AMMC which
communicates the values from that sensor to the other AMMC. When an AMMC is not available
the signals coming from this AMMC are also unavailable and are lost. When the AMMC
becomes available again normal operation is undertaken.
In the event of an IOM board failing the caution message of 1(2) AMMC DEGR will be
displayed in the CAS window.
3.3.3 Sensor Excitation

The AMMS outputs to the helicopter sensors requiring an excitation to work the proper signals.
AMMC 1 willl excite the following single sensors:
 ENG_ENG1_OIL_P
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 FUE_TNK1_P
 HYD_1_OIL_P
 ENG_ENG1_OIL_T
 ENG_ENG1_FUEL_T
 XMS_MGB_OIL_T
 XMS_TGB_OIL_T
 HYD_1_OIL_T.
AMMC 2 willl excite the following single sensors:
 ENG_ENG2_OIL_P
 FUE_TNK2_P
 HYD_2_OIL_P
 XMS_MGB_OIL_P
 ENG_ENG2_OIL_T
 ENG_ENG2_FUEL_T
 XMS_IGB_OIL_T
 HYD_2_OIL_T.
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3.4 Describe the AMMC Function

3.4.1 AMMC Outputs
The AMMC also has the ability to output information received to various other systems. These
systems are as follows:
 CDS
 MCDU
 DTD.
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3.4.2 Aircraft Maintenance Function
The aircraft maintenance function will be implemented by AMMC 1 and AMMC 2. It is

independently displayed on the co-pilot and pilot's MFD. The Helicopter (H/C) maintenance
page will be accessible through the maintenance submenu item H/C MAINT on the MFD only
when the aircraft is in ground mode. The CDS will provide a dedicated page for aircraft
maintenance data and control ARINC661 remote application hosted on each AMMC and
connected to CDS through the AFDX network. Each AMMC will be able to log and store the
following maintenance data groups:
 Home
 History
 Failure
 Exceed
 Alarm
 Discrepancies
 Usage.
To access the H/C MAINT page a Cursor Control Device (CCD) is needed to move the cursor
around the screen. Each CCD only has access to the H/C MAINT page situated on its own side
of the interseat console.
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4 AMMC Operating States

4.1 Explain the AMMC Operating States
4.1.1 AMMC Operating States Overview
The AMMS can be in one of the following states:
 Off
 Cold power-up
 Initialisation
 Operative
 Warm
 Warm power-up.
The AMMS system states originate from the state of each AMMS element, either AMMC 1 or
AMMC 2. As a general rule the AMMS states reflect the highest state of the AMMS elements.
The following table presents the relationship of the AMMS states verses the AMMC 1 and
AMMC 2 states.
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4.1.2 AMMS Operating States Overview
AMMS STATE AMMC 1 STATE AMMC 2 STATE
OFF OFF OFF
WARM WARM OFF/WARM
WARM OFF/WARM WARM
WARM PWR-UP WARM PWR-UP OFF/WARM/WARM PWR-UP
WARM PWR-UP OFF/WARMWARM PWR-UP WARM PWR-UP
COLD PWR-UP COLD PWR-UP OFF/WARM/COLD PWR-UP
COLD PWR-UP OFF/WARM/COLD PWR-UP COLD PWR-UP
INITIALISATION INITIALISATION OFF/WARM/COLD PWR-UP/INIT
INITIALISATION OFF/WARM/COLD PWR-UP/INIT INITIALISATION
OPERATIVE OPERATIVE OFF/WARM/WARM PWR-UP/COLD

(DEGRADED) PWR-UP/INIT
OPERATIVE OFF/WARM/WARM PWR-UP/COLD OPERATIVE

(DEGRADED) PWR-UP/INIT
OPERATIVE OPERATIVE OPERATIVE
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4.2 Explain the AMMC Cold State

4.2.1 AMMC Operative State
The operative state is reached when the AMMC has completed its internal self-test, initialisation
and dormant failure routines. It is then ready to perform the relevant operational capabilities and
is operationally ready from a system view. In the operative state all inputs and outputs are active
and the AMMS contributes to the operation of the air vehicle, providing the capabilities to carry
out its management functions, process operator requests and calculations.
The AMMC leaves the operative state and transitions to other states in the following
circumstances:
 A critical failure is detected. The AMMC will transition to the cold power-up state.
 A critical shutdown failure is detected. The AMMC will transition to the OFF state.
 Electrical power is removed. The AMMC will transition to the warm state and then either to
the OFF state after 5.3 seconds or to the warm power-up state if electrical power is
reapplied.
The operative (degraded) state is a state of the AMMS and means one of the two AMMC is not
in the operative state.
4.2.2 Operative State Continuous BIT

Continuous BIT (CBIT) is automatically undertaken in the operative state and periodically
scheduled by the AMMS. The CBIT begins operations automatically after completion of the
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Power-up BIT (PBIT). CBIT does not affect the AMMC performance or require cockpit crew
intervention.
CBIT performs the following AMMC internal resource tests:
 Voltage checks of the power supplies
 Verification of microprocessor operation
 Verification of proper timer and clock functions
 Validity checks of all data transmissions among Shop Replaceable Units (SRU)/Printed
Circuit Boards (PCB) within the AMMC
 Verification that all digital interfaces operable and information transmitted on the databuses
is decodable
 Verification of VDAM operation
 Verification of proper operation of all conversion functions
 Verification of the vehicle system sensors excitation.
CBIT results are stored in the AMMC MDB. If the CBIT detects a failure condition affecting
correct function, the AMMS registers the unit as unavailabile and restarts the computer
performing the complete auto-diagnosis (cold PBIT).
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5 Multipurpose Control and Display Unit

5.1 Explain the Purpose of the Multipurpose Control and Display Unit
5.1.1 MCDU Introduction
There are two MCDU used in the AW189. The MCDU provides the means by which the
operator may control and input information to the aircraft avionics and mission systems. It is the
Human Machine Interface (HMI) of the AMMS. The MCDU display the menus in accordance
with the ARINC739 standard.
The MCDU interface with the AMMC processors via ARINC429 links. Each MCDU can log on to
either AMMC independent of which AMMC is the current master.
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5.2 Describe the MCDU Component Location

5.2.1 MCDU Location
The MCDU are located in the interseat console. MCDU 1 is for use of the co-pilot and MCDU 2
for use of the pilot.
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5.3 Describe the MCDU Function

5.3.1 MCDU Function
The MCDU is a control panel with a full alphanumeric keyboard and an Active Matrix Liquid
Crystal Display (AMLCD) which provides a visual display of tabular data in the form of display
pages (menus) for the AMMS.
This display format uses multi colours for labels, displayed data, input data and operator
options. The display (4.044 inches wide by 2.93 inches high) is capable of displaying 15 lines of
text comprising 24 characters per line.
The MCDU push buttons are a combination of Line Select Keys (LSK), Fixed Function Keys
(FFK) and Basic Function Keys (BFK). These buttons are used to navigate through the menu
structure for the operation and control of the various systems and to insert data and call up data
on the display.
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5.4 Explain the MCDU Function Keys

5.4.1 MCDU Line Select Keys
There are 12 LSK, six situated along either edge of the display screen. These LSK are
numbered on the left-hand side 1L to 6L and the right-hand side 1R to 6R.
The LSK are used to provide soft key control of attached avionics subsystems. The functions
performed will be fully dependent on the displayed page.
In general the LSK are used to:
 Access lower level pages
 Cycle through toggle functions
 Enter data from the scratch pad into a specified field
 Execute a function
 Copy data into the scratch pad for actions where it is applicable.
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5.4.2 Fixed Function Keys
MCDU FFK are used to activate the functions that the cockpit crew will either need immediate
access to, or are used very frequently. The functions available are listed in the table.
Fixed Function Operation

Key
TUNE Access to the communications and radio navigation pages.
BKUP Access to the VHF and VOR/ILS navigation backup functions page. MCDU 1
displays VHF 1 and VOR/ILS 1 and MCDU 2 displays VHF 2 and VOR/ILS 2.
FMS IDX Accesses the FMS index page.
DIR Accesses the DIRECT TO page, allowing a waypoint to be selected.
LEGS Accesses the LEGS page for display of all leg data.
PERF Accesses the aircraft performance page.
PROG Access to the PROGRESS pages for the display of the current flight and navigation
status information.
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Fixed Function Operation

Key
FIX Provides a single key press action to create a user defined waypoint.
MSN Accesses the mission area page.
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5.4.3 MCDU Basic Function Keys
MCDU BFK are used for general data management. The available functions are listed in the
table.
Basic Function Operation

Key
MENU Allows access to the top level AMMS MENU page. If pressed and held for more than
3 seconds it allows access to the MCDU MENU page.
MSG Allows access to the alert messages page.
EXEC Used when confirmation is required prior to the execution of an important function.
PREV Selecting the PREV key displays the previous page in a multi-screen menu. If on the
first page the last page will be displayed.
NEXT Selecting the NEXT key will display the next page in a multi-screen menu. If on the
last page the first page will be displayed.
CLR/DEL Pressing the CLR/DEL key will cause the deletion of the last character entered into
the scratch pad. Pressing down and holding the CLR/DEL key for more than one
second will cause all the characters in the scratch pad to be deleted.
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Basic Function Operation

Key
BRIGHT/DIM A rocker switch to adjust the display brightness.
SLASH Inserts a forward slash (/) into the scratch pad.
PLUS/MINUS (+/-) Inserts a plus (+) or minus (-) sign into the scratch pad. Pressing the key will toggle
between the plus and minus signs at the current location in the scratch pad.
SPACE (SP) Activation of the space key (SP) will insert a space at the current position and the
cursor will move forward one character.
DECIMAL (.) Inserts a decimal point (.) into the scratch pad.
LETTER (A-Z) Inserts the corresponding alpha character into the scratch pad. The compass
cardinal points (N, S, E and W) are highlighted by a white square.
NUMBE Inserts the corresponding number into the scratch pad.

R (0-9)
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5.5 Explain the Operation of the MCDU

At start-up of an MCDU a PBIT will be undertaken during which the MCDU will display the
manufacturer's copyright page for approximately 5 seconds. This page is then replaced by the
MCDU MENU page which is blank apart from the title and the message NO DATA AVAILABLE
in white text across the centre of the scratch pad line. A short time later the MCDU MENU page
will display the following information:
 MSG caption, if any alerts exist
 The appropiate AMMC system attention caption displayed at the bottom of the display area
if an alert exists
 The AMMC into which the MCDU is logged will display a SEL caption in small white font.
The MCDU will log in to AMMC 1 independent of which AMMC is the master as AMMC 1 is
connected to the priority input port of the MCDU. Should only one AMMC be available, this
AMMC will be used.
Within a second of this page being displayed the MCDU MENU will display the DB IDENT page.
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5.6 Explain the MCDU Menu Pages

5.6.1 MCDU Top Level Menu Page
The AMMC have a set of menus as part of the AMMS basic software. The menus are for the
functions and subsystems that are controlled by the AMMS via the MCDU. The AMMS MENU
page is displayed when the MENU key is selected for less than 3 seconds.
The table lists the top level menu options displayed in detail.
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5.6.2 MCDU AMMS Menu Page
LSK TEXT ACTION
4L <DMAP Access to the DMAP options
5L <EQUIP TEST Access to the EQUIPMENT TEST page enabling the testing
of any related equipment
6L <MAINTENANCE Access to the MAINTENANCE page
2R SET GPS TM Allows the operator to force the GPS date and time
4R DTD> Access to the DTD to level page for loading and saving data
5R DB IDENT> Access to the database IDENT pages
6R AMMC> Access to the AMMC top level page
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5.6.3 MCDU Page Tree
The AMMS, as a subsystem, has its own pages to allow access to sub-menu pages showing all
system information.
MENU Key
Selection of the MENU key will always return to the AMMS top level menu page, but if the
MENU key is held down for at least 3 seconds the MCDU MENU page will be displayed.
Return Function
The return (RTN) function (LSK 6L when shown) provides access to the top level MCDU layer
within a selected MCDU control layer. RTN is enabled for all subpages (child) accessed from a
top level (parent) page. When RTN is selected for the MCDU pages that are accessible from
multiple levels, the MCDU will return to the layer used to access the current page.
An A3 graphical representation of the tree is available at Annex A.
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5.7 Identify the MCDU Page Display

5.7.1 MCDU Page Display Introduction
The MCDU page comprises:
 A title line
 12 text lines
 24 columns
 One scratch pad line
 One MCDU message line.
The data displayed on the screen will be differentiated by use of font size, special characters
and colours. The table below displays colour usage.
MCDU Page Display

The 12 text lines are split into six pairs. Each text line has two LSK associated with it, one on
the left and one on the right.
Each pair of LSK contain one header line which is the uppermost and one data line immediately
below it.
Scratch Pad
The scratch pad line on the screen is used to enter or modify data. Data to be inserted into a
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data line is first written to the scratch pad using the MCDU keyboard. As the characters are
entered into the scratch pad the last character is highlighted in reverse video. Data can also be
copied from a data line containing operator modifiable text into the scratch pad.
This line can also be used for error messages and system attention alerts. Error messages are
indications of actions that cannot be carried out due to conditions such as GROUND ONLY,
incorrect data or text inputs such as INVALID DATA.
MCDU Executable and Attention Message Line

The bottom MCDU display line is used to indicate the presence of an alert, a confirmation of an
execute function or an AMMC system attention message. The following captions can be
displayed:
 MSG - displayed aligned with column one when an AMMS generated avionic alert is
present
 EXEC - displayed in reverse video when an action requires the execute command
 System attention alerts (AMMC 1 or 2) - displayed centre aligned. The alert caption shown
will be with respect to the non-logged onto AMMC requesting the cockpit crew to resolve a
problem by logging onto the other AMMC.
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5.7.2 MCDU Page Display Introduction
Colour Operation/Meaning
White Fixed text, units of measurements, standby values, nonactive items in selection,
special characters, change page functions (menu linking) and data and message
entry into the scratch pad
Green Active values, invalid data and not initialised data
Yellow Temporary data
Magenta Fly-to point value
Amber Invalid context data and action
Cyan Selectable actions
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5.7.3 MCDU Page Display
The MCDU pages provide a means to control the system, insert data and view stored data. The
information can be accessed through the use of a menu tree structure.
Selection of the functions can be achieved either by selecting the appropiate option on the
AMMS MENU page or by selection of an FFK. Selection of an FFK will access the top level
page for that subsystem. From the top menu page several pages can be selected on the first
level. From the first level, several pages can be selected on the second page and so on. On
each page lower level menu options are indicated by an outwards pointing chevron (< or >)
called a caret. Generally, operators move down a tree by using the LSK or up the tree by using
the return (RTN) key or the index (INDEX) key, if on a subsystem top level menu page.
Movement between the pages of the same level is achieved by using the basic function keys
PREV and NEXT.
The tree structure of the AMMS subsystem is a typical example. The AMMS MENU page
consists of submenu titles. Each title is placed in the header line adjacent to one of the LSK.
Pressing the LSK alongside a title line will select the top level page of that menu. An example of
this is selecting the LSK alongside the DTD, the DTD top level page will now be displayed along
with a further two options. The options available on this page are alongside LSK 1L and 1R
respectively. The return (RTN) is also available (6L).
The MCDU have the ability to display the same pages simultaneously. When an MCDU displays
a page that is communicating with a subsystem, the access to that page is available for
updating or changing data from the other MCDU. If both the MCDU are displaying the same
menu page the following applies:
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 Edits made on one MCDU, which are immediately sent to the system, are shown on the
other MCDU.
 Edits requiring confirmation are only displayed on the MCDU at which the edits are made.
On confirmation the data is updated on the other MCDU, unless another edit is currently in
progress at the MCDU receiving the update.
5.7.4 Unit of Measure

The AMMS displays the unit symbol for numerical data in a small white font immediately after
the numerical data (there is no space between the numerical data and the unit symbol).
The following symbols are used as the units of measurement on the MCDU:
 °C for temperatures
 PSI for pressure
 KTS for airspeed
 KG for kilograms
 FT for feet (altitude)
 FT/MIN for rates of climb in feet per minute
 ° for heading
 M for metres or for magnetic heading
 T for true heading
 NM for nautical miles
 KM for kilometres
 INHG for barometric pressure expressed in inches of mercury
 MB for barometric pressure expressed in millibar
 °/S for angular rates in degrees per second
 % for a percentage
 A for amps
 V for voltage
 G/M3 for icing severity.
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6 MCDU Operations
6.1 Identify the MCDU Page Functions
6.1.1 MCDU Multi Page Navigation
Page navigation in a MENU is undertaken by depressing the associated LSK where access to a
subpage is represented by the use of carets and represented by the symbols < or >. This can
also be know as a "GO TO" button.
Page navigation for a multiple screen menu is via two BFK, the NEXT key to go forward and the
PREV key to go back.
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6.1.2 MCDU Data Entry
6.1.3
Data entry is via an alphanumeric keypad. A standard capability of the MCDU is the possibility
to move data from a data line to the scratch pad and vice versa. Square brackets in the data line
indicate that data can be inserted into the corresponding LSK.
Scratch Pad
The scratch pad uses 22 characters in row 14 of the MCDU display. Data to be inserted into a
data line is first written to the scratch pad using the MCDU keyboard. As the characters are
entered into the scratch pad, the last character is highlighted in reverse video.
Once this data has been entered correctly selecting the relevant LSK will transfer the data from
the scratch pad area into the data line. If any of the attempted transferred data parameters are
incorrect an error message will be displayed and the data will not be transferred.
This line is also used for error messages and system alerts.
Only the following characters can be used:
 Alphabetic characters
 Numeric characters
 Forward slash (/)
 Space ( )
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 Full stop (.)
 Minus sign (-).
Any mistake made during data entry can be deleted by depressing the CLR/DEL key. If the
CLR/DEL key is maintained depressed and held for more than 1 second, all of the data in the
line will be deleted.
Error messages are displayed in response to the input of incorrect information or an incorrect
selection and are context sensitive to aid the cockpit crew. The error message is displayed in
the scratch pad area as a full width white banner with the text of the error message shown in
reverse video in the centre of this. The messages only appear on the MCDU on which the data
entry or selection caused the error. The messages relate to:
 Invalid or wrong data
 Illegal value
 Insufficient data
 Database in use
 Ground or flight conditions
 Incorrect mode or setting
 Functions in progress.
Data entry error messages are removed and cleared by pressing the CLR/DEL key.
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6.1.4 Error Messages
Condition Scratch Pad Alerts
Insertion of unrecognised data INVALID ENTRY
Invalid nonaction command ILLEGAL ACTION
Action unavailable due to a specific condition ACTION UNAVAILABLE
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6.1.5 Vertical Toggle
A vertical toggle action is required when the crew need to select from more than one alternative.
The list of options are displayed on a lower level page accessed by pushing the appropriate
LSK.
In the vertical toggle field the current selected option is displayed in large green font. Other
available options are in a white font and if an option is not available it is displayed in small
amber font.
Once an option is selected, it will be displayed in reverse video until the selection has been
updated. If a request is unsuccessfully executed all the options remain unchanged in both
colour and font.
Once a selection is made the child page will return to the parent page.
While the activation is attempted the requested value of the vertical toggle is displayed on the
MCDU, in temporary condition large font on the parent page for at least one second. When the
activation is successfully completed the requested value becomes active in large font on both
the parent and the vertical toggle page of the MCDU
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6.1.6 Horizontal Toggle
The horizontal toggle is associated with the selection of two preset variables, for example AUTO
and MAN. In this case the two options will be displayed separated by a backslash, and the
current selection highlighted in a large green font and the other in a small white font. When
selecting the alternative option by pressing the LSK, the small white font will change to yellow
for one second, then the new selection is displayed in large green font. The previous selection
is now in small white font.
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6.1.7 Implicit Toggle
The implicit toggle is identified by a special symbol of a small solid square box placed beside
the toggle value and has two function modes.
In the FMS mode an implicit toggle is composed of an active value and one or more standby
values. It will display only the active value of an implicit toggle in green. The standby values will
be selected and displayed when the LSK is pressed.
The toggle is also used as an action key in certain functions.
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6.1.8 Simultaneous MCDU Access
Both MCDU have the ability to display the same pages simultaneously. When an MCDU
displays a page that is communicating with a subsystem, the access to that page is available for
updating or changing data from the other MCDU. If both the MCDU are displaying the same
menu page the following applies:
 Edits made on one MCDU and sent to the system are shown on both MCDU.
 Edits requiring confirmation are only displayed on the MCDU at which the edits are made.
On confirmation, the data is updated on both MCDU unless another edit is currently in
progress at the other MCDU receiving the update.
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6.2 Identify the MCDU MENU Indications

6.2.1 MCDU DB IDENT Page
On the MCDU power-up the DB IDENT page is shown. This page can also be accessed from
the MENU page by selecting LSK 5R.
The DB IDENT page shows the following information about the aircraft:
 Current date
 World Magnetic Model (WMM) expiry date
 Name of the current standard database being used
 Effective and expired dates of the standard database
 An options key to enter the initialization mode (LSK 6R).
One of the functions of the AMMC is to provide continuous performance calculations for gross
weight (GW) and the Centre of Gravity (CG). A weights page (PERF INIT 01/04) on the MCDU
allows the crew to input weight calculations for certain parameters and to view the total output of
the GW of the aircraft. On the title line either LBS or KG will be displayed and refer to the unit of
measure being used. The results are shown on the MCDU.
The AMMC uses the data retrieved from the aircraft database file for its computation of GW/CG.
The AMMC will display the following values on the MCDU:
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 Basic Operative Weight (BOW)
 Pilot/co-pilot data weight
 Baggage weight
 Fuel value
 Passenger and/or load weight
 GW
 CG.
The GW output will be displayed in amber inverse video if the weight is greater than the
maximum weight minus a tolerance.
Another of the functions of the AMMC is to status monitor the avionics equipment on the
ARINC429. The EQUIP STATUS page on the MCDU allows the crew to view the output of
these results. The results are shown over two pages on the MCDU display, accessed via the
MAINTENANCE MENU and under the EQUIP STATUS (LSK 2L) function.
The following describes the results on the EQUIP STATUS page:
 ON - the equipment is fully serviceable
 FAIL - the equipment is in a fail mode or no power is applied to the equipment
 NOT INST - the equipment is not fitted to the aircraft.
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6.2.2 MCDU Alerts
Each AMMC manages the attention request of the MCDU via the subsystem requesting
attention protocol. The operator will be advised to check the MSG pages when the MSG
indicator is displayed on the MCDU. The ALERT page is displayed on the MCDU whenever the
MSG BFK is pressed. The active alerts on the page are listed in reverse chronological order.
Using the alerts page the cockpit crew are able to acknowledge a single alert by pressing the
associated LSK or all of the alerts by selecting LSK 6R adjacent to PAGE ACK. The MSG
indicator/legend will be disappear when all the information contained in the MSG page(s) have
been acknowledged.
The RTN function on the alert page returns the display to the MCDU subpage that was originally
displayed when the MSG key was pressed.
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6.2.3 MCDU Equipment Test Page
The equipment test page allows the operator to command tests of avionics equipments
connected with the AMMS. Pressing the adjacent LSK next to the equipment will action the test
and selecting LSK 6R will action an all equipment tests on the current selected page.
When a test is initiated the relevant LSK TEST will change to an amber colour for the duration of
the test. On completion of the test, a PASS or FAIL result will be displayed for around 180
seconds then disappear.
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6.2.4 MCDU Data Load and Save Pages
The DTD pages on the MCDU allow the operator to view saved and loaded data from the DTD.
Additionally it will also show the status of the DTD and the aircraft's tail number.
The DTD SAVE page allows the operator to save files listed. These include maintenance log
files, area navigation user database, preset communications file and the equipment software fail
log. Also the operator has access to display the list of the files saved onto the DTC for each
AMMC with the relevant status.
The DTD LOAD page allows the operator to load one of the listed files at any one time into the
AMMC.
The PRESS REFUEL page allows the operator to check the fuel quantity present on the aircraft
and set the max target fuel quantity that is required (dependent on fuel tank configuration).
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7 Data Transfer Device

7.1 Explain the Purpose of the Data Transfer Device
7.1.1 Data Transfer Device Introduction
The DTD provides a means by which the flight and maintenance crews have the capability to
read and write data onto a solid-state disk drive. The data on the solid-state disk can be
uploaded and downloaded, to and from a ground station.
The DTD is connected to the AMMC and the CDS via Ethernet and AFDX. It supplies these
systems with navigation and mission database information, and stores maintenance and flight
data parameters.
The mass storage device is capable of holding up to 256 GB of data, with a possible internal
growth capacity of up to 1 TB of data.
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7.2 Describe the DTD Component Location

7.2.1 Data Transfer Device Location
The DTD is located at the bottom right-hand side of the interseat console.
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7.3 Describe the DTD Component

7.3.1 Data Transfer Device Description
The DTD provides a means by which the cockpit crew/maintainer can transfer data between the
DTD and the AMMC. The DTD also guarantees the exchange of basic aircraft maintenance
information between the AW189 and the logistic support stations.
The DTD also has the capability to internally store data on the mass storage (solid-state disk) to
accommodate off-line aircraft systems database data.
The DTD is a small control panel containing an AMLCD which provides a visual display of data
in the form of display pages (menus) for the DTD and six Function Keys (FK) which aid in
selecting the on-screen menus.
Data can be transfered by the following methods:
 AFDX
 Ethernet
 Universal Serial Bus (USB)
 Secure Digital/Compact Flash (SD/CF)
 Wireless Local Area Network (WLAN).
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7.3.2 DTD Display Area
To view the display the front cover lid must be opened.
The display on the DTD is an AMLCD and is fully Night Vision Goggles (NVG) compatible and
dimmable over the range of 0 to 100% luminance levels. To gain access to the display
brightness you need to navigate through the on-screen menus and adjust the screen brightness
to the user's desired level.
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7.4 Describe the DTD Function

7.4.1 Data Transfer Device Function
The DTD provides bi-directional aircraft data transfer function for equipment configuration and
upgrade purposes.
It also provides a read/write/erase for the mass storage media database in airborne and non-
airborne operations. The same function is available on the ground for USB/SD/CF media
devices.
It is possible to perform live data switching between aircraft systems and an operator ground
station.
The DTD in all cases will provide a means to control the selection of the device or port needed
for download or uploading operations.
For WLAN management using the on-screen menu, the operator has the function to manually
activate/de-activate the integrated WLAN whilst the aircraft is on the ground. For the operator to
activate this activity the following conditions must occur:
 The aircraft is on the ground
 The front cover lid is open
 The WLAN has not been manually de-activated.
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The DTD also supports the onboard management of digital maps to be presented on displays. It
is used for uploading and downloading the digital map data which is processed by the AMMC
prior to display on the MFD.
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8 Data Transfer Device Operations

8.1 Explain the Operation of the DTD
8.1.1 Data Transfer Device Power-up
When external power is applied to the DTD it will perform a BOOT sequence (PBIT) and
dependent on the starting condition, different start-up times will apply. In a ground condition the
time is less than 20 seconds and in a flight condition the time will be less than 15 seconds.
During this BOOT sequence an opening title page will be displayed on the AMLCD area. Once
this BOOT sequence is complete the LCD will display a startup welcome page (the operative
menu option) unless certain condition (the aircraft is on ground operations and the maintenance
discretes are set) apply in which case a maintenance menu option is displayed. This MAIN page
is starting point from which the operator may browse and select allowed options.
To exit the maintenance mode of operation a maintenance exit option is displayed on the LCD.
This option is actioned by selecting the adjacent FK. Additionally if the DTD detects that the
aircraft is in a flight condition the DTD will remove the maintenance menu option.
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8.2 Identify the DTD Controls and Indications

8.2.1 DTD Page Display
The DTD page display provides a means to control the DTD system. The operator may view
stored data and action functions provided by the DTD. This information can be accessed
through the use of a menu tree structure.
The DTD page displays the following information:
 A title line at the top of the screen that will summarise the content of the screen
 Up to eight displayed information lines, the information line displays the current menu
selected options available to the user
 Function key actions
 Status bar.
The status bar provides four classes of information to the user about:
 Synchronous messages - this is information directly routed to user actions like completion
results, errors triggered by user actions.
 Asynchronous messages - these messages are triggered by self-tests, operating system or

other external events. They will be displayed whenever an event happens. Usually these
messages will contain warnings or errors.
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 Running status - this kind of message will be shown if there is neither an error, warning nor
a user action. The information mainly given here will be the running status of the DTD and
the status of in-flight/on ground.
 Removable device status, WLAN status - for each removable device (USB, SD or CF) an
icon is displayed for its existence. If the device is not plugged in then the icon is greyed out
or blanked. If the device is used for data transfers the icon will blink. The status of the WIFI
will also be shown as an icon. If the antenna transmitter is enabled the icon will be shown
otherwise it will be greyed out or blanked.
Also displayed on the main screen are messages or confirmation requests which require a
direct reaction from the user. These are in the form of a pop-up window or dialogues. If there
are choices to be made, appropiate buttons are shown. At least an OK button will be presented.
In some cases there might be more than one option and the appropiate preselection is required.
This pop-up dialogue window is an informative icon and the text will be a distinct message,
warning or an error message.
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8.2.2 Data Transfer Device Function Keys
The FK allow the crew/operator to scroll the curser up and down the display, enter submenus (in
file browser) and return to the top level menu page.
The six FK of the DTD allow the crew/operator to select the information adjacent to them in
order to navigate the on-screen menus.
The current function assigned to an FK will be visualised by means of icons located in a fixed
area besides the FK. Up and down FK will scroll a solid blue cursor line towards the selected
option. Using the enter and backstep FK will enter and exit the pages selected.
The following will detail each FK:
 K1/return - pushing the K1/return key returns from the current screen to the previous level
screen. If the return action leads back to the main menu, previous selection from the
submenus will be deselected. Pushes of K1 when in the main menu will be ignored.
 K2/right - this key is only used when in the file browser function. When in the file browser
function, the right key function, when issed to a folder, will open that folder when selected.
Also if the user is in an open folder and presses the K2 key again the folder will close.
 K3/home - pushing the K3/home key will facilitate a direct jump to the main menu. If there
are selected items on the left-hand side of the screen they will be deselected. Pushes of K3
whilst in the main menu will be ignored.
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 K4/up - pushing the K4 will move the current selection (highlighted cursor) one step up. For
each single push the selection will move one position up. If the current selection is on the
upper first item further pushes will be ignored.
 K5/down - pushing the K5 will move the current selection (highlighted cursor) one step
down. For each single push the selection will move one position down. If the current
selection is on the lower last item further pushes will be ignored.
 K6/enter - this key affirms the current selection and respectively triggers the selected
action. If the selected item is a menu item pushing K6 will switch the display to the
appropriate screen. In the context of file and directory browsing K6 affirms the current item
selection. In this case pushing K6 has a toggle function. A selected item becomes
deselected if the key is pushed again.
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8.3 Identify the DTD Files
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9 Avionic Full Duplex Ethernet (AFDX) Switching Units

9.1 Explain the Purpose of the AFDX Switching Units
9.1.1 AFDX Switching Unit Introduction
The AFDX switched Ethernet system transfers data between displays, data from the displays to
the AMMS and data from the AMMS to the displays.
The AFDX switch is the hub of the traditional "hub and spoke" architecture. It provides 24 ports
for connecting Line Replaceable Units (LRU) to the AFDX network. The switch provides
separate transmit and receive media for each LRU providing the full duplex capability.
The AFDX system comprises:
 Two identical AFDX switching units
 Two Ethernet interconnections between AFDX switching units and the Display Units (DU),
they are labelled:
o AFDX bus A
o AFDX bus B.
The full duplex strategy, combined with the switched Ethernet approach, eliminates any chance
of collisions on a shared medium.
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9.2 Describe the AFDX Switching Unit Location

9.2.1 AFDX Switching Unit Location
The AFDX units are located in the nose bay compartments.
 AFDX 1 is located in the left.
 AFDX 2 is located in the right.
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10 AMMS Integrations
10.1 Explain the Operation of the AMMS
10.1.1 Operation of the AMMS
The AMMS is a dual redundant computer system capable of supporting AW189 data collection
and processing, status monitoring, usage monitoring, flight management functions, control and
data exchange with other onboard systems. All these functions are performed by one AMMC,
which is the key component in the system. The second redundant AMMC is added to increase
the system reliability and fault tolerances. The two AMMC are identical and are equipped with
the same hardware and software. The redundancy of both AMMC is managed by the MCDU.
The AMMC are synchronised to ensure that the two computers work at the same time within the
same function using the same data.
The AMMC operate in a master/slave configuration. One AMMC controls the AMMS and the
other one undertakes the same actions as the master computer but does not action any output
commands. In a case of the master AMMC failing the slave AMMC acquires the master control
and in conjunction with the application software avoids any major AMMS operating malfunction
and guarantees normal operation of the AMMS (except for the processing of data from
nonredundant sensors wired to the failed AMMC).
The two AMMC are connected to the AFDX aircraft LAN which enables them to exchange
information between themselves and other aircraft systems (CDS and DTD) and also dedicated
lines for crosstalk and database update functions. Other aircraft systems interface with the
AMMS through the ARINC429 bus link.
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Mission data (including maps) and other information, which is not strictly related with the
software, will be uploaded onto the DTD and later loaded by the AMMC OPSW into appropriate
memory locations. Any data which needs to be downloaded from the AW189 will be stored on
the DTD by the AMMC OPSW into the Solid-state Device (SSD). An example of this is the
aircraft maintenence and database data. This media will then be removed to a ground station
via Ethernet, Wireless Local Area Network (WLAN) and Universal Serial Bus (USB) or via
removable devices such as Compact Flash (CF), Secure Digital (SD) or USB pen drives. This
transfer of the data can be accessed at any time regardless of the power state of the DTD. In a
power off state the DTD will be powered by the USB interface from the operator's ground station
via the USB-B interface.
The MCDU provides the means by which the cockpit crew may control and input information to
the AW189 aircraft avionic and mission systems.
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10.2 Explain the Operations of the Database Update

10.2.1 AMMC Database Update
Database Update (DBU) is a condition when the two AMMC are required to update their data
between each other. This can be undertaken at any time during the power on condition. When
the AW189 is both on the ground and in a flight condition it is possible to manually and
automatically update all the databases between the AMMC. The DBU will always occur from the
master to the slave AMMC.
When the aircraft is airborne and an AMMC is in the FAIL or OFF condition and then returns to
the ON state, an advisory message 1(2)AMMC DBU READY is sent to the CDS informing that
the AMMC is waiting for a DBU. The cockpit crew select the EXEC key on the MCDU to start
the DBU and the message is removed from the display when the DBU for both AMMC has been
successfully completed.
When the aircraft is on the ground with engines off, an automatic DBU will occur and the
following data will be exchanged:
 Comms data (comms database and current setting)
 Radio Nav data (current settings)
 FMS data (all databases and current data).
During a DBU the MCDU display is frozen to a default page with the message DBU IN
PROGRESS shown on the screen although the master AMMC vibration monitoring system and
FMS functionality is kept active. A DBU should take no more that 5 seconds to complete.
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Cockpit Display System Lesson
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11 Cockpit Display System Purpose

11.1 Explain the Purpose of the Cockpit Display System
11.1.1 Cockpit Display System Overview
The aircraft uses a glass cockpit concept, where large Liquid Crystal Displays (LCD) replace the
traditionally analogue dials and gauges.
The Cockpit Display System (CDS) provides the aircrew with the information necessary for the
operation of the aircraft under Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) within
civil airspace. It also allows the aircrew to manipulate and display many flight systems and
situations, therefore reducing the aircrew's work load.
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11.1.2 Cockpit Display System Purpose
The purpose of the CDS is to display the following information:
 Navigation data:
o Attitude (ATT)
o Heading (HDG)
o Autopilot (Automatic Flight Control System (AFCS))
o Short-range Navigation (NAV)
o Long-range Navigation (LNAV)
o Automatic Direction Finder (ADF)
o Distance Measuring Equipment (DME)
o Radio Altimeter (RA)
 Air and directional navigation sources
 Engine Indication and Crew Alerting System (EICAS)
 Traffic Collision Avoidance System (TCAS)
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 Terrain Awareness Warning System (TAWS)
 Video information.
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12 Cockpit Display System Architecture

12.1 Describe the CDS Architecture
12.1.1 Cockpit Display System Integration
The CDS integrates with the following aircraft systems:
 Aircraft and Mission Management System (AMMS) - transfers data to the displays via the
Avionics Full DupleX (AFDX) switching units and Ethernet
 Electronic Control Display Unit (ECDU) - provides nonessential power supply control
 Weight On Wheels (WOW) relays - prevent access to the Display Unit (DU) maintenance
area when in flight
 CAS - provides a visual indication of an alert condition
 AFCS - provides flight control data to the DU via ARINC429 interface
 Communication system - provides a means to control frequency selections
 Transponder (XPDR) - provides a means to control TCAS modes selections
 Electronic Engine Control Units (EECU) - provides engine parameter data to all DU via an
ARINC429 interface
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 Flight and navigation sensors including:
o 2 x Air Data Systems (ADS)
o 2 x Attitude and Heading Reference System (AHRS)
o 2 x Radio Altimeters (RadAlt)
o DME
o 2 x GPS
o NAV 1 (consisting of VHF Omnidirectional Ranging/Instrument Landing System

(VOR/ILS)/Marker Beacon (MB) 1)
o NAV 2 (consisting of VOR/ILS/MB 2)
o ADF.
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12.1.2 CDS Component Introduction
There are a number of different components contained within the CDS. They are:
 Four Display Units (DU) - configured as a Primary Flight Display (PFD) and Multifunction
Display (MFD) per pilot
 AFDX - is the primary bi-directional communication data bus for integration between the
CDS and the AMMS
 Two Display Control Panels (DCP) - provide both pilots with an individual display control
over their paired DU
 Two Cursor Control Devices (CCD) - provides both pilots with an individual cursor control
over their paired DU
 Display Dimming Panel (DDP) - provides the pilots with an individual dimming control of the
DU
 Reversionary Control Panel (RCP) - provide reversionary DU control and dictates which
sensor data is displayed on the DU
 Two Cursor Control Joysticks (CCJ) - provides both pilots with an individual cursor control
over their MFD format only.
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12.2 Explain the CDS Power Control

12.2.1 CDS Power Supplies
The power supply used in the CDS is divided between the Remote Electrical Power Units
(REPU) and the emergency bus. It has been designed like this to ensure that a partial power
failure will not have a catastrophic impact on aircraft systems.
All essential equipment Circuit Breakers (CB) are located on the overhead panel, with the
remainder controlled through the ECDU CB/DISPLAY page.
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12.2.2 ECDU CB/DISPLAY Page
The ECDU system is part of the Solid-state Electrical Plant Management System (SSEPMS)
and its scope is to manage the power generation and distribution through solid-state
technology.
CDS power distibution is controlled through the ECDU CB/DISPLAY page, where the cockpit
crew may select or deselect CB operations. This will allow control of the CDS.
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13 Display Units
13.1 Describe the DU Function
13.1.1 Display Unit Introduction
The DU are manufactured by Rockwell Collins and the model fitted to the aircraft is the MFD -
2810 unit. The Liquid Crystal Display (LCD), multipurpose flat panel DU are NVG compatible,
providing a display area of 10.6 inches wide by 7.98 inches high.
Each display provides cross cockpit viewing angles with a ±35º horizontal field of view.
It consists of two primary subassemblies, the Display Head Module (DHM) and the Rear
Electronic and Interconnection Module (REIM). The DHM has a key panel with bezel keys
(idenitifed as T1-T8 (top row) and B1 - B9 (bottom row) and has Light Emitting Diode (LED)
backlighting.
Each DU is mounted direct to the instrument panel via four captive screws located in the
corners of the bezel and is electrically connected via four round electrical connectors. They are
identical and have the ability to display all formats, dependent on their installed position.
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13.2 Describe the DU Component Location

13.2.1 Display Unit Configuration
The DU are mounted on the main instrument panel and are identified 1 to 4 from left to right.
The default (cold start) configuration for the displays is:
 DU 1 and 4 configured as PFD
 DU 2 and 3 configured as MFD.
Each DU is identical in construction and software standard. However, when installed into the
instrument panel each can perform and display different data, formats and images.
The configuration of the wiring within the DU main instrument panel electrical connectors (pin
configuration) dictates the display formats and bezel key menus available at each DU installed
position.
DU 4 is designated the master DU. The other DU all report to DU 4 and if DU 4 fails, DU1 takes
over as master. In the event of further failures DU 3 and then DU 2 will become master.
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14 DU Page Layout and Indications

14.1 Explain the Purpose of the Display Units
14.1.1 Display System Introduction
The CDS generates display symbology to provide information to the aircrew. Received data
from various aircraft systems is processed and converted before being displayed to the aircrew.
The following information is displayed:
 Engine indicating
 CAS
 Navigation
 Fuel
 Hydraulics
 Electrical
 Communication frequencies
 Maintenance data.
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14.2 Identify the CDS Page Layout

14.2.1 CDS Colour Definition
The displayed symbol shape is used as the primary indication and the colour as the secondary
indicator. The symbology follows the convention used by the WAC symbology philosophy.
Specific symbology is discussed in the relevant subject areas.
The colours used for indication are shown below with examples of their use.
 Red - warnings and failures
 Amber - cautions, invalid data, data not received and limiting regions
 Green - advisories, digital readouts, tape scale normal/safe operating regions
 Blue - blue region on Attitude Indicator (AI), representing the sky
 Brown - brown region on AI representing the ground
 Cyan - labels, pointers and associated source, digital readouts
 Magenta - AFCS datums and deviation from the normal
 White - labels, tape scales, Non Computed Data (NCD), digital readouts and aircraft symbol
colour
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 Grey - areas to avoid, minor tape scale markers, some display readouts and unavailable
selections.
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14.2.2 PFD Display Area
Each function in the PFD format is displayed in a dedicated area.
The area organisation on the PFD format depends on the side of the cockpit the PFD unit is
configured.
The PFD format is organised into eight global areas:
 Primary Flight Indicator (PFI)
 Navigation Indication (NI)
 CAS
 Primary Vehicle Indication (PVI)
 Secondary Vehicle Indication (SVI)
 Radio Frequency Indication (RFI)
 AFCS annunciators
 PFD menu.
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14.2.3 Navigation Indication Area
The lower centre area of the PFD format is the navigation display area. The data presented in
this area varies by PFD formats. The different formats are:
 Full map (360° MAP) mode
 Arc map (ARC MAP) mode: part of rose (160° portion) displayed
 Full rose Horizontal Situation Indicator (HSI) (360° HSI) mode
 Arc HSI (ARC HSI) mode: part of rose (160° portion) displayed
 Hover (HOVER) mode (same indication for HSI and MAP modes).
The HSI indication displays the compass rose only, the MAP mode allows flight plan to be seen
within compass rose.
Each of these formats presents navigation data in a manner that is uniquely suited to a
particular flight regime and/or a particular navigation data source.
Note: This lesson will provide an overview of the navigation indications. A further detailed
explanation will be covered in the navigation module.
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14.2.4 MFD Display Area Layout
Each function in the MFD format is displayed in a dedicated page. The format is dictated by the
selections made from the bezel keys/menu.
On start up the default format is the P-PLANT display.
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14.3 CDS General Symbology

14.3.1 Tape Scale and Pointers
System parameters are indicated by a tape scale, pointer and digital readout. When more than
one parameter is indicated on the tape scale (for example two engines) the numbering
convention is from left to right.
Pointer operating conditions are:
 Normal (green) region will be indicated by a green pointer, with the digital readout indicated
by a green font on a black background.
 Cautionary (amber) region will be indicated by an amber pointer, with the digital readout
indicated by black font on an amber background.
 Warning (red) region will be indicated by a red pointer, with the digital readout indicated by
white font on a red background.
A typical tape scale will display the following indications:
 Parameter legend
 Scale unit
 Normal operating region
 Caution region
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 Maximum limits
 System pointer.
The warning zone is the zone between the operational limit (indicated by a red line) and the
minimum and/or maximum of the dedicated scale. This zone is a grey outlined box in order to
avoid too much red clutter during normal operation. The zone's length depends on represented
parameters and on the engine mode (All Engines Operating (AEO), One Engine Inoperative
(OEI), Training (TNG), autorotation) except for Power Index (PI).
The pointers have the same colour as the scale zone they indicate except for the warning zone
where the pointer is red although the scale zone is grey. Nevertheless, a red contour is added
around the warning zone when an exceedance occurs.
The PI, free power turbine (NF) and rotor speed (NR) pointers are solid right angled triangles
connected with a vertical line to the bottom reference line. For the secondary power plant
indication the pointer is a moving solid triangle, except for temperature indication which uses a
moving “T” shaped symbol.
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14.3.2 Tape Scale - Loss of Data
When a loss of an analogue input signal is detected the associated pointer should be removed
from the display. Invalid or not received data will replace the digital readouts as yellow dashes
and NCD will be shown as white dashes.
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14.3.3 Bezel Menu Appearance
Both the PFD and MFD formats support a bezel key menu structure. The legend is a white text
over a grey background and when the focus is selected a cyan box is placed around the tab.
Selection of this tab is indicated by an infilled cyan circle.
Once a menu has been selected and a submenu is displayed the options will be grouped inside
a white box. Using the cursor the operator has the ablity to further select any option from this
submenu which is indicated by an infilled circle or square. Nonselected items are indicated as
an empty circle or square. A circle is an exclusive selection and a square indicates multiple
selection available. Any options unavailable will be displayed as a greyed out indication.
In the submenus, an arrow pointing right indicates the presence of a further submenu. The
arrow turns cyan to indicate a selected submenu.
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15 CDS Control Panels

15.1 Describe the CDS Control Panels
15.1.1 CDS Controls
The CDS is managed via the following control devices:
 DCP - primarily controls the PFD variables such as course select or Baro set
 CCD (button, rotary knob, free cursor) - primarily controls the MFD formats using pull-down
or pull-up menus
 CCJ - mimics some CCD select functions
 RCP - provides manual reversionary switching for the DU, ADS and AHRS
 DDP - controls the display LCD dimming values
 Bezel keys - allow selection of top level menu functions.
The controls allow the operator to select all the formats, subformats, execute operations and
enter DU maintenance pages. Most CDS controls are duplicated for redundancy purposes.
Note: This lesson will provide an overview of the CDS controls and indications. A further
detailed explanation will be covered in the individual system lessons.
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16 Display Control Panel

16.1 Explain the Purpose of the Display Control Panel
16.1.1 Display Control Panel Introduction
The purpose of the DCP is to allow control of the onside PFD data selection via an ARINC429
high-speed bus. Control is undertaken by five rotary knobs with a push to default function and
three push button controls.
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16.2 Describe the Display Control Panel Location

16.2.1 Display Control Panel Location
There are two identical DCP identified as DCP 1 and DCP 2. Both DCP are located in the
cockpit on the forward edges of the interseat/centre console. DCP 1 is located on the left for use
by the co-pilot and DCP 2 on the right for use by the pilot. The DCP are secured to the
interseat/centre console via four corner mounted dzus fasteners and electrical connection is via
one electrical connector at the rear of the DCP.
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16.3 Describe the Display Control Panel Function

16.3.1 Display Control Panel Function
The DCP provide the pilots with a method of managing some parameters on a DU displaying
the PFD format. These parameters can also be controlled via the DU bezel keys. Each pilot has
a DCP which is used to set the onside (DCP 1 left side, DCP 2 right side) PFD parameters. The
DCP operate independently (mutually exclusive). Operation of a rotary knob will affect the
respective left or right-hand side pilot's PFD settings.
The PFD receives change/rate of change data for each input. The PFD interprets the input data
such that the input is managed as a rate aided input. For a rate aided input, the function
assigned to a rotary control, except for range setting, will change at different rates depending on
the speed the knob is being turned (number of knob clicks within a time interval).
The parameter value being set will increase for clockwise rotation and decrease for
anticlockwise rotation. When data is received failed or missing from DCP, the concerned
parameter maintains the last value.
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16.4 Identify the Display Control Panel Controls and Indications

16.4.1 Display Control Panel Controls
The PFD interfaces with the DCP to receive control inputs for the following:
 Desired course pointer value is controlled through CRS (Course) rotary knob.
 CAS messages list is scrollable up or down one line at a time through CAS rotary knob.
 Baro altitude correction value is controlled through BARO (Barometric) rotary knob.
 PFD MAP or HOVER page range is controlled through RANGE (Map Range) rotary knob.
 Pressing SVS push button enables/disables the SVS display format over PFI/NI areas on
the onside PFD.
 Pressing FD SEL (Flight Director Selection) push button on pilot or co-pilot DCP selects
pilot or co-pilot side respectively as side in command.
 Pressing Enhanced Vision System (EVS) push button enables/disables EVS video overlay
over PFI area on the onside PFD with or without EVS ZOOM function.
 DH (Decision Height) desired value is controlled through DH rotary knob. Pushing the RA
test will causes the onside RA to enter TEST mode via data sent by the CDS to the AMMC
(see navigation module for more information).
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16.4.2 DCP Failure
When a DCP failure occurs the green arrow above the AI on the PFD (pilot in command)
changes its colour status to amber and an AVIONIC FAULT caution message is displayed on
the CAS list.
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17 Cursor Control Device

17.1 Explain the Purpose of the Cursor Control Device
17.1.1 Cursor Control Device Introduction
The purpose of the CCD is to allow controlling of the onside PFD/MFD data selection (PFD RFI
and MFD menu selections and navigation controls) via an ARINC429 high-speed bus.
Each pilot is provided with an independently controlled CCD:
 CCD 1 used by the co-pilot and interacts with DU 1 and DU 2
 CCD 2 used by the pilot and interacts with DU 3 and DU 4.
Control is undertaken by using a tracker ball cursor device, dual concentric rotary knob and
push button controls.
The CCD consists of an ergonomic grip or palm rest with a vibration tolerant pointing device
mounted in a comfortable position. The grip is designed to be symmetrical to facilitate
ambidextrous operation.
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17.2 Describe the Cursor Control Device Location

17.2.1 Cursor Control Device Location
The two CCD are identified as CCD 1 and CCD 2. They are located in the cockpit on either side
of the interseat console. CCD 1 is located to the left of centre and CCD 2 to the right of centre.
The CCD are secured to the interseat via four corner mounted dzus fasteners, electrical
connection is via one electrical connector.
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17.3 Identify the Cursor Control Device Controls and Indications

17.3.1 CCD Controls
Each CCD has eight push buttons and one dual concentric rotary knob with push button. These
controls allow the operator to navigate between DU and DU menus and select various operating
parameters:
 RNG+ - increases the range scale
 RNG- - decreases the range scale
 LH - moves the cursor from the right screen to the left screen
 SET - recentres Digimap to cursor position. SET also allows switching between MFD, RFI
area communications current and previous operating data
 ESCAPE (ESC) - to quickly exit the selected menus
 RH - moves the cursor from the left screen to the right screen
 PTT - Press-To-Talk facility to transmit using the selected radio
 XPDR - transmits transponder code when pressed.
The multifunction dual concentric rotary knob has two actions. The inner knob with a select
(SEL) function is used to scroll waypoint lists, change radio frequency/channel and select
XPDR/Identification Friend or Foe (IFF) codes on the MFD when the cursor is in the appropriate
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area. It also scrolls the CAS list when the cursor is on the CAS LIST menu of the PFD. SEL
allows confirmation of the rotary knob's action.
The outer knob is used to control the active window on a PFD and the menu selection on a
MFD.
The four-way switch is only functional in the up/rear direction. Pressing the switch has the same
function as the SEL function.
The trackball controls the cursor on the DU menus and MFD display of the onside displays.
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17.3.2 Cursor Control Device Indications
The CCD provides two cursor symbols depending on cursor position on the screen:
 The focus symbol when over a menu option on any DU format
 The crosshair symbol, when the cursor is on the main display area of the MFD. This symbol
will be a boxed crosshair when the CCD ENT key has been pressed.
The cursor crosshair or focus box can be displayed at each pilot's side. These symbols can be
navigated onto any of the onside pilot displays by use of the LH/RH push buttons.
In the event of a DU failure which is displaying the CCD symbol, the symbol will automatically
be positioned on the onside PFD format left/right menu option.
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17.3.3 CCD - Display Unit Selection
The LH and RH push buttons are triangle shape coded and located on each edge of the CCD.
They are used for accessing MFD or PFD as follows:
 Push RH to access PFD on pilot side or MFD on co-pilot side.
 Push LH to access MFD on pilot side or PFD on co-pilot side.
When one display fails, the access is automatically set to the remaining display independently of
crew action over LH and RH push buttons.
The focus is set over RFI VHFx window when the PFD is accessed through LH/RH push
buttons.
The focus is set over P-PLANT menu tab when the MFD is accessed through LH/RH push
buttons.
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17.3.4 CCD Active Window Selection PFD
The outer rotary knob is used to navigate through PFD selectable areas and set focus cycling
as follows:
 Rotate clockwise: VOR →VHF →XPDR →CAS list →VOR →VHF →XPDR.
 Rotate anticlockwise: VOR →CAS List →XPDR →VHF →VOR →CAS List →XPDR.
Note: When a preset frequency tuning is activated (through knob push button), the outer knob is
not used anymore to navigate.
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17.3.5 CCD MFD Menu Selection
The outer control of the dual concentric knob is used to set a cyan focus box around the closest
right or left top bar menu item. When the focus is in a lower submenu, when the knob is rotated
the focus is moved to the top menu bar. The navigation behaviour is continuous along the top
menu bar, meaning that when focus is set to the most right item, a turn clockwise will set focus
over the most left item, then a turn anticlockwise will set the focus over the most right item.
When a menu is in a lower submenu the inner knob is used to set focus (cyan box) around the
closest menu item. With no menu option other than top menu bar displayed, rotating the inner
knob has no action. When focus is set on the last (bottom) menu item and knob is rotated
clockwise, the focus stays on the last item. When focus is set on the first submenu item and the
knob is rotated anticlockwise, the focus is set to the parent menu and the submenu is no longer
displayed.
If the focus is moved from a sublevel menu to a different top menu bar by pushing the inner
knob, this causes the previously selected menu to be removed from the display.
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18 Cursor Control Joystick

18.1 Explain the Purpose of the Cursor Control Joystick
18.1.1 Cursor Control Joystick Introduction
The purpose of the CCJ is to act as a backup for the CCD cursor movement and enter button.
The CCJ is a five-way switch located on the cyclic stick that allows the same controls as the
CCD with the limitation of movement to four directions. Pushing the CCJ push button is identical
to pushing the lateral “enter” push buttons of the CCD.
The CCJ is used for cursor control and quick menu selection on the MFD only.
Note: The CCJ has no interaction with the PFD.
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18.2 Describe the Cursor Control Joystick Indications

18.2.1 Cursor Control Joystick Indications
The CCJ mirrors the actions of tracker ball, dual concentric knob and SEL button on the CCD.
If the cursor is in free space on the MFD the symbol will be a crosshair. If the crosshair contacts
an area of interaction, operating the enter key will put a cyan box around the symbol or item.
Interaction is then active (full details can be found in the navigation section).
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19 Reversionary Control Panel

19.1 Explain the Purpose of the Reversionary Control Panel
19.1.1 Reversionary Control Panel Introduction
The purpose of the RCP is to allow reversion switching for co-pilot and pilot DU selection, AHRS
and ADS source selections. This controlling is undertaken by using a rotary knob associated
with the source selection.
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19.2 Describe the Reversionary Control Panel Location

19.2.1 Reversionary Control Panel Location
The RCP is located in the cockpit, towards the centre of the interseat console. The unit is
secured to the interseat by two dzus fasteners and is electrically connected at the rear of the
Line Replaceable Unit (LRU) via a connector.
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19.3 Describe the Reversionary Control Panel Function

19.3.1 Reversionary Control Panel Function
The RCP provides reversion switching for the DU, AHRS and ADS. The functions provided are:
 CPLT and PLT (co-pilot and pilot):
o NORM - default position when both the PFD and MFD are functioning normally.
o PFD - selects a manual option to display a composite format on the PFD.
o MFD - selects a manual option to display a composite format on the MFD.
 ADS - selects which source data is displayed and used on the DU. (This is covered in more
detail in navigation).
 AHRS - selects which source data is displayed and used on the DU. (This is covered in
more detail in navigation).
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19.4 Identify the Reversionary Control Panel Controls and Indications

19.4.1 RCP - Display Reversion
Both manual and automatic DU reversion capabilities are supported.
Auto reversionary will only be enabled when the DU reversion switch is in the NORM position.
The auto functionality will automatically reconfigure the DU to use a composite format when the
other paired DU has failed. The pilot and co-pilot's reversionary function are totally independent
of each other. If a DU detects a failure for more than 500 msec in its paired DU then it will
automatically display the composite format. On DU power-up the auto reversion capability is
inhibited for 10 seconds.
Manual reversion allows a DU to be turned off to address potential undetectable failures that
could result in loss of primary display.
When a pilot toggles the manual reversion switch from NORM to PFD or MFD and then back to
NORM position the DU will restore the normal display format after it sees the paired DU active
for 1 second.
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20 Display Dimming Panel

20.1 Explain the Purpose of the Display Dimming Panel
20.1.1 Display Dimming Panel Introduction
The DDP provides the operator with four central brightness rotary controls, one for each DU.
The brightness control provides a dimming capability compliant with NVG.
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20.2 Describe the Display Dimming Panel Location

20.2.1 Display Dimming Panel Location
The DDP is located in the cockpit, towards the centre of the interseat console.
The unit is secured to the interseat by two dzus fasteners and is electrically connected via a
connector.
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20.3 Identify the Display Dimming Panel Controls and Indications

20.3.1 Display Dimming Panel Controls and Indications
The DU interfaces with one DC analogue input from 3.3 to 28 Vdc for manual brightness via its
own rotary knob.
When the displays are set to MIN, the dimming limitations inhibit the display from going so dark
that it becomes unreadable to the unaided eye when viewed in night-time ambient light
conditions.
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21 Multifunction Display Bezel Key Menus

21.1 Describe the MFD Bezel Key Menus
21.1.1 MFD Bezel Keys
The top row of bezel keys is used to cycle through the display formats associated with the
corresponding menu item. For each press, the MFD displays and cycles through the first
enabled group of associated menu controls. When a corresponding format is not already
displayed, the first push on bezel key will recall the previous memorised format before start,
enabling the cycling through of all possible selections.
The bottom row of bezel keys are only active when the displayed page has the corrosponding
functions. The function of the corresponding bezel keys are:
 RNG+: increase range - in both DMAP and FPLN pages
 RNG-: decrease range - in both DMAP and FPLN pages
 BRT+: increase brightness (+10%) - only in the DMAP page
 BRT-: decrease brightness (-10%) - only in the DMAP page
 CTRST+: increase contrast (+10%) - only in the DMAP page
 CTRST-: decrease contrast (-10%) - only in the DMAP page
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 CTRL: used to display a control panel which selects further parameters for the function in
use - displayed on all MFD pages
 HELO: used to display or remove the helicopter synoptic window (only in ground mode) -
only in P-PLANT page
 PWR CHECK: used to display a power check result of the engines - only in the engine
synoptic page.
When one of these bezel keys is pressed or when the cursor is set over the corresponding
virtual push button and validate/enter function pressed, the brightness and contrast adjustment
bars are displayed. The bar is infilled cyan according to the desired value set (from left 0% to
right 100%). The adjustment bars are removed if no adjustment has occurred for the last 5
seconds.
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21.1.2 MFD Top Level Menu
The MFD top menu is composed of the following tabs, from left to right:
 OVERLAY (T1)
 PIP (Picture-In-Picture) (T2)
 ECL (Electronic Check List) (T3)
 VIDEO (T4)
 DMAP (Digital Map) (T5)
 FPLN (Flight Plan) (T6)
 SYSTEM (T7)
 P-PLANT (Power Plant) (T8).
The menu selection is context sensitive. When a selection is not appropriate for a displayed
format, the CDS disables (greys out) the menu selection or the option activation. For example,
OVERLAY activation is not allowed when P-PLANT page is displayed.
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21.2 Describe the MFD Menus T1- T6

21.2.1 Electronic Check List Menu
The ECL (T3) menu contains two options, these being the FLIGHT MAN and EMER PROC. The
FLIGHT MAN will allow the crew to access the various check lists and the EMER PROC to view
any emergency procedures.
In the FLIGHT MAN upper menu bar the following selection can be made by scrolling the cursor
and selecting one of the tabs:
 Cockpit engine pre-start
 Engine starting
 Taxiing
 Pre take-off
 In flight
 Approach and landing
 Post landing.
The EMER PROC is only available if a warning or caution is generated. In this condition the
bezel key ECL legend will flash amber between reverse and normal video. This indicates an
alert is ready to be viewed.
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This emergency selection will be performed by each MFD independently.
Note: The data shown on the graphic is only a representation of what may be seen on the real
aircraft.
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21.3 Describe the MFD Menus T7- T8

21.3.1 SYSTEM Menu
The SYSTEM is a full page synoptic view format displayed on the MFD. The SYSTEM menu is
composed of the following six items:
 ENGINE - engine, Auxiliary Power Unit (APU) and fuel synoptic page
 DC ELEC - electrical sytem synoptic page
 HYDRAULICS - hydraulics synoptic page
 AFCS - AFCS test and synoptic page
 CONFIG - for selecting units of measure (fuel, Interturbine Temperature (ITT), altitude,
distance and reference pressure)
 MAINTENANCE - allows access to the maintenance pages (which is only available on

ground).
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21.3.2 SYSTEM - CONFIG Menu
The SYSTEM submenu CONFIG allows the crew to select different units of measurement on
the displays. This is composed of five options:
 FUEL weight - LBS or KG
 ITT - °C or %
 Barometric pressue - hPa or inHg
 Range distance - Nm or KM
 ALT METRICS - selects or deselects altitude (metres) metric units. If altitude (metres)
metric is selected a white “M” is displayed on both PFD altitude readouts.
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21.3.3 P-PLANT Menu
The P-PLANT is a full page viewing essential system parameters displayed on the MFD. The P-
PLANT menu is composed of the following three items:
 PRIMARY - displays primary digital data
 ANALOG - displays analogue (backup) data
 PERF - displays the performance submenu.
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21.3.4 P-PLANT - PERF Menu
The PERF menu allows configurations to be set to calculate aircraft performance.
This is a level 2 menu and is composed of six items:
 ON GROUND
 CLIMB
 CRUISE
 CRUISE OEI
 HOVER
 HOVER OEI.
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21.4 Describe the MFD Synoptic System Indications

21.4.1 System Synoptic Pages
The SYSTEM pages contain synoptic information which allow systems status to be continuously
monitored, configuration data to be changed and maintenance pages to be accessed.
Synoptic pages provide the operator with graphical information regarding status of aircraft
systems:
 Engines
 Electrical
 Hydraulic
 AFCS.
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21.5 Describe the MFD Power Plant Indications

21.5.1 Power Plant Overview
The P-PLANT page is displayed by default at power-up or when selected using the P-PLANT
(T8) bezel key.
The P-PLANT page is mainly used to monitor the engine parameters through all phases of
operation.
The following indication groups are displayed on the P-PLANT page:
 Helicopter synoptic
 Engine
 Oil
 Hydraulic
 Fuel
 Electrical.
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21.5.2 Helicopter Indications
The purpose of the Helicopter "Helo" synoptic window is to provide the operator with graphical
information concerning the status of the aircraft. This window is only visable when on the ground
and selecting the bezel key will turn the display on and off. The following systems are displayed
on the window:
 Doors
 Flotation system
 Rotor brake
 Park brake system
 Pitot system
 External power connections
 Windshield system
 Environmental Control System (ECS)
 APU system.
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22 Bezel Key Default Settings

22.1 Descirbe the Bezel Key Default Settings
22.1.1 Default Setting
Some variable settings such as heading and course have default settings. Operation of the +
and - variable setting bezel keys simultaneously for >0.5 seconds will reset the parameter to its
default setting.
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23 Cockpit Display System Alerts

23.1 Describe the Alert Indications
23.1.1 ECL Alert
When an warning or caution event occurs the ECL (bezel T6) will flash amber between reverse
and normal video. Pressing the ECL (T3) bezel key will display the ECL A661 emergency
procedures related to the warning or caution that has occurred as described in the Rotorcraft
Flight Manual (RFM).
The crew can scroll through the emergency procedures that relate to the current status of the
CAS list. The CAS list will be displayed on the left side of ECL page. A cyan rectangular box will
be present around the current selected message and when selected a cyan infilled dot will be
displayed to the right of the message to indicate selection. When selected the relevant
emergency procedure will be displayed on the right side area of the ECL window.
In the case of the unavailability of the ECL function an ECL FAIL background flag will be
displayed.
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24 Maintenance and Test Pages

24.1 Describe the DU Maintenance Pages
24.1.1 DU H/C Maintenance Page
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24.1.2 DU H/C Maintenance Page
The H/C maintenance function is implemented by both AMMC. It is independently displayed on

the co-pilot and pilot MFD. The H/C maintenance page is accessible through the
MAINTENANCE submenu item H/C MAINT on the MFD only when the aircraft is on the ground.
The display can be filtered into the following maintenance data groups by using the CCD/CCJ to
select the required field:
 Home: This is the summary MDS page which is initially displayed following the request of
the H/C Maintenance option from the drop down "SYSTEM" menu.
 History: This displays in chronological order all detected faults, exceedances and alarms.
 Failure: This reports the detected faulty conditions for the H/C system components.
 Exceedance: This displays the detected exceedances for the monitored analog parameters
(temperatures, pressures etc).
 Alarm: This displays the on board alarm information.
 Discrepancy: This displays the AMMC analog and discrete input discrepancies together
with any ancillary information.
 Usage: This displays the main H/C usage data. This includes take off and landing, Engine 1
and 2, Rotor and APU cycles.
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The data displayed on the MFD pages are derived from the MDS logs stored in the AMMC
NVM. This information represents the data logged since the last successful AMMC data
download. This event is traced as MDB start date and time and id shown on the MDS Home
page. By default the data shown is from the master AMMC, which is identified in the title of each
page. The data of the other AMMC can be accessed only after forcing an AMMC role change
through the MCDU AMMS page.
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25 CDS Failure Modes

25.1 Identify the Cockpit Display System Failure Modes
25.1.1 Display Unit Failure
When a DU fails and is unable to display data, a “red cross” is shown across the affected
display.
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Crew Alerting System Lesson
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26 Crew Alerting System Purpose and Architecture

26.1 Explain the Purpose of the Crew Alerting System
26.1.1 Crew Alerting System Introduction
The Crew Alerting System (CAS) is used to annunciate aircraft system status changes to the
flight crew. The primary interfaces for this system is via CAS list windows on the Primary Flight
Display (PFD) and the Master Warning/Master Caution (MWMC) panels. Additionally the Aircraft
and Mission Management System (AMMS) will generate an audio alarm via the communications
system.
The alert text messages are generated from two main sources, the AMMS and sent via the
Avionics Full DupleX (AFDX) to the Cockpit Display System (CDS) and from the CDS itself.
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26.1.2 CAS Message Priorities
The CAS provides four message priority levels, with each message being colour-coded to
reflect the priority of the message.
Messages are displayed using the "first in, first out" logic. This is that a new message will be
displayed on top of their associated message stack and the previous messages will be scrolled
down by one line.
Definitions of the four alarm categories are:
 WARNING
 CAUTION
 ADVISORY
 STATUS messages.
WARNING - indicates the existence of an imminent catastrophic condition requiring

immediate action to prevent loss of life, equipment damage or aborting a mission.
CAUTION - indicates the existence of an impending hazard condition, or system status that
could result in a hazardous condition. Cautions require attention of the crew, but not necessarily
immediate action.
ADVISORY - provides visual only indications indicating a safe or normal configuration or

attracts attention for routine action purposes.
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STATUS - provides a visual only indicating message and an example of this type of message
is the "Maintenance Status". The maintenance message is only available when the ground
mode is active when at least one of the failure or exceeding condition has occurred during the
flight and at least one warning and/or caution has been cleared/reset during the flight. The
MAINTENANCE status message will be automatically cleared/reset when the failure condition is
no longer active or the failure conditions are acknowledged in the maintenance page.
The status message list is finished by the message END at the bottom of the CAS list.
The table explains the colour code and order of descending priority.
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26.1.3 CAS Messages and Alarm Categories
Message Type Priority Colour
Highest RED
Warning
Second AMBER
Caution
Third GREEN
Advisory
Fourth WHITE
Status
Last WHITE
End
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26.2 Describe the CAS Architecture

26.2.1 CAS Architecture
There are no direct CAS system components responsible for the management of the CAS.
However the CAS system is integrated from a collection of other aircraft systems combined
together.
The CAS integrates with the following:
 CDS
 AMMS
 Electronic Engine Control Units (EECU)
 Electronic Control Display Units (ECDU)
 Collective stick (CAS RST button)
 Aircraft system sensors
 Intercommunications System (ICS) (audio management unit).
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27 CAS Components, Controls and Indications

27.1 Describe the Master Warning/Master Caution Panel Location
27.1.1 Master Warning/Master Caution Panel Location
There are two MWMC panels. They are located in the cockpit, on the instrument panel above
the pilot and co-pilot Display Units (DU).
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27.2 Explain the Purpose of the Master Warning/Master Caution Panel

27.2.1 Master Warning/Master Caution Panel
The MWMC panel provides the crew with two functions, these being visual indications and the
ablitiy to acknowledge the alert condition via a press to reset function on either indicator.
MWMC panel indications are shown by two pairs of colour coded alarm annunciators. The
Master Warning Light (MWL) is red and the Master Caution Light (MCL) is amber.
Master Warning
When a new warning message is raised, the MWL on both pilot and co-pilot sides flash. The
acknowledgement of all displayed warning alerts is done through a master warning push button
on the pilot or co-pilot side.
Master Caution
When a new caution message is raised and within the viewable CAS list, the MCL on both pilot
and co-pilot sides flash. The acknowledgement of all displayed caution alerts is done through a
master caution push button on the pilot or co-pilot side.
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27.3 Identify the CAS Controls and Indications

27.3.1 CAS Controls
There are four main ways the crew can control the alerts.
The Display Control Panel (DCP) CAS scrolling knob and the Cursor Control Device (CCD)
inner rotary knob provide a CAS list scrolling function. The CAS RST (reset) button on the
collective levers and either MWMC panel annunciators provide an acknowledgement function
for generated alerts.
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CAS indications are shown by the CAS list on the PFD. The CAS list is made up of 12
messages each of up to 18 characters long. If the CAS list is full any further messages are
displayed by using scroll list function.
Warning messages will always have precedence over caution and advisory messages and will
always remain visible, meaning they cannot be scrolled out of view.
When an alert has been displayed/generated for at least 500 ms, the MWMC annunciators will
blink synchronously (unacknowledged state) at a flash rate of 0.5 second on and off until
acknowledged by either a press of the relevant annunciator or a CAS RST button press from
either collective lever. When the MWL/MCL annunciators have been acknowledged they will
display no output and be blank.
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27.3.3 CAS MFD Indication
When a CAS warning or caution message is raised and the corresponding SYSTEM page is not
displayed on either the pilot or co-pilot's Multifunction Display (MFD) then the SYSTEM menu
bar soft key (T7) will be overlapped by a caution alert annunciation of SYSTEM . This system
caution alert annunciation will toggle in inverse video for the first 5 seconds (amber text over
black background for 500 ms and black text over amber background for 500 ms) and then will
remain as black text over an amber background.
Pressing of the soft key (T7) will automatically enable quick access to the relative synoptic page
related to either a warning or caution event.
Once pressed the annunciation will be removed from the SYSTEM menu bar soft key of both
MFD.
Also if the CAS warning or caution message is no longer valid, the system caution alert
annunciation will be removed from the SYSTEM menu bar soft key of all the MFD.
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27.3.4 Warning Synoptic Page Table
CAS Warning System Priority Synoptic Page
Engine 2 ENG-APU-FUEL
1 ENG OUT
2 ENG OUT
1 ENG OIL P LOW
2 ENG OIL P LOW
1 ENG IDLE
2 ENG IDLE
1 ENG FIRE
2 ENG FIRE
1 ENG FAIL FIXED
2 ENG FAIL FIXED
APU 6 ENG-APU-FUEL
APU FIRE
Transmissi 7 TRANSMISSION
ROTOR HIGH on
ROTOR LOW on
MGB OIL PRESS on
MGB OIL TEMP on
Electrical 16 ELECTRICAL
ELEC FAIL
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27.3.5 Caution Synoptic (ENG-APU-FUEL) Page Table
CAS Caution System Synoptic Page
Engine ENG-APU-FUEL
1(2) ENG DEGR
Engine ENG-APU-FUEL
1(2) EECU DATA
Engine ENG-APU-FUEL
1(2) HOT START
Engine ENG-APU-FUEL
1(2) ENG OIL TEMP
Engine ENG-APU-FUEL
1(2) EECU OVERHEAT
Engine ENG-APU-FUEL
1(2) ENG OIL CHIP
Engine ENG-APU-FUEL
1(2) FIRE DET
Engine ENG-APU-FUEL
1(2) FIRE BTL LOW P
Engine ENG-APU-FUEL
1(2) ENG OIL FILTER
Engine ENG-APU-FUEL
ENG PANEL FAIL
Engine ENG-APU-FUEL
1(2) ENG OVSPD
Engine ENG-APU-FUEL
1(2) ENG OVSPD FAIL
Engine ENG-APU-FUEL
1(2) ENG LIM EXPIRE
Engine ENG-APU-FUEL
1(2) ENG OIL P HIGH
Engine ENG-APU-FUEL
1(2) ENG A/ICE
Engine ENG-APU-FUEL
1(2) EECU DEGR
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Engine ENG-APU-FUEL
1(2) INTAKE FAIL
Engine ENG-APU-FUEL
ENG ICING
APU ENG-APU-FUEL
APU FIRE DET
APU ENG-APU-FUEL
APU FIRE BTL LOW P
APU ENG-APU-FUEL
APU FAIL
APU ENG-APU-FUEL
APU DEGR
APU ENG-APU-FUEL
APU OIL LOW PRESS
APU ENG-APU-FUEL
APU CHIP
APU ENG-APU-FUEL
APU OIL LEVEL
APU ENG-APU-FUEL
APU FUEL FILTER
APU ENG-APU-FUEL
APU VALVE OPEN
Fuel ENG-APU-FUEL
1(2) FUEL LOW FAIL
Fuel ENG-APU-FUEL
1(2) FUEL PUMP
Fuel ENG-APU-FUEL
1(2) FUEL LOW
Fuel ENG-APU-FUEL
1(2) FUEL PROBE
Fuel ENG-APU-FUEL
1(2) FUEL FILTER
Fuel ENG-APU-FUEL
FUEL VENT VLV OPEN
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27.3.6 Caution Synoptic (Transmission) Page Table
Transmissi TRANSMISSION
1(2) BRG TEMP on
XMSN OVTQ on
1(2) MGB OIL PRESS on
MGB OIL LOW on
IGB OIL LOW on
TGB OIL LOW on
MGB CHIP MAST on
MGB CHIP SUMP on
IGB CHIP on
TGB CHIP on
CHIP DET UNIT on
CHIP MAST FAIL on
CHIP SUMP FAIL on
IGB CHIP FAIL on
TGB CHIP FAIL on
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27.3.7 Caution Synoptic (Hydraulic) Page Table
Hydraulic HYDRAULIC
1(2) HYD OIL PRESS
Hydraulic HYDRAULIC
1(2) HYD OIL TEMP
Hydraulic HYDRAULIC
EMER LDG PRESS
Hydraulic HYDRAULIC
HYD UTIL PRESS
Hydraulic HYDRAULIC
1(2)(4) HYD PUMP
Hydraulic HYDRAULIC
1(2) HYD MIN
Hydraulic HYDRAULIC
1(2) HYD SERVO
Hydraulic HYDRAULIC
NOSE WHL UNLK
Hydraulic HYDRAULIC
ROTOR BRK FAIL
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27.3.8 Caution Synoptic (Electrical) Page Table
Electrical ELECTRICAL
1(2) TRU FAIL
1(2) APU TRU FAIL
1(2) AC GEN FAIL
APU GEN FAIL
1(2) TRU HOT
APU TRU HOT
1(2) AC GEN HOT
APU GEN HOT
1(2) EMER BUS FAIL
MAIN BATT OFF
AUX BATT OFF
AUX BATT HOT
APU GEN OVERLOAD
1(2) GCU FAIL
MAIN BATT HOT
DC EXT PWR DOOR
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AC EXT PWR DOOR
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27.3.9 CAS Audio
Warning and caution alarms will generate an audio event. These audio events are triggered by
either a signal from the CDS or internally by the AMMS. By default the master Aircraft and
Mission Management Computer (AMMC) is responsible for audio generation management.
Inside each AMMC is an Aural Warning Generator (AWG). The AWG is responsible for
producing all the warning and caution audio events required by the AMMS and CDS systems.
In the event of an AWG failure in the master AMMC, the AWG audio function will be provided
from the standby AMMC.
This AWG output audio signal is then sent to the audio management unit which will in turn
output the alarm audio into the crew’s headsets. Additionally the AMMC will output a discrete
signal (MUTE ICS OUT) to synchronise to the starting of the AWG audio signal and is activated
until the AWG audio signal stops.
27.3.10 Message Priority

A priority is assigned to each audio message, dictating which alarm is of a higher importance.
Should two or more alarm messages be enabled simultaneously, the higher priority message
shall be played first and then the others in descending priority order.
When an alarm message is in progress and a new alarm message of a higher priority is
generated, the in progress lower message will complete at least one intelligible cycle and the
higher priority message will inject and complete one cycle. If the messages are of a continuous
cycle they will continue cycling until audio has been acknowledged.
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27.3.11 CAS Audio Warning Table
CAS WARNING Priority AURAL MESSAGE No of

Cycles
1 ROTOR LOW - ROTOR LOW Cont

ROTOR LOW
2 ENGINE 1 OUT - ENGINE 1 OUT 1

1 ENG OUT
2 ENGINE 2 OUT - ENGINE 2 OUT 1

2 ENG OUT
3 ENGINE 1 FIRE - ENGINE 1 FIRE Cont

1 ENG FIRE
3 ENGINE 2 FIRE - ENGINE 2 FIRE Cont

2 ENG FIRE
4 ROTOR HIGH - ROTOR HIGH 1

ROTOR HIGH
5 ENGINE 1 IDLE - ENGINE 1 IDLE Cont

1 ENG IDLE
5 ENGINE 2 IDLE - ENGINE 2 IDLE Cont

2 ENG IDLE
6 WARNING WARNING 1
1 ENG OIL P LOW
6 WARNING WARNING 1
2 ENG OIL P LOW
6 WARNING WARNING 1
1 ENG FAIL FIXED
6 WARNING WARNING 1
2 ENG FAIL FIXED
6 WARNING WARNING 1
MGB OIL PRESS
6 WARNING WARNING 1
MGB OIL TEMP
6 WARNING WARNING 1
ELEC FAIL
6 WARNING WARNING 1
BAG FIRE
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CAS WARNING Priority AURAL MESSAGE No of

Cycles
6 WARNING WARNING 1
APU FIRE
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27.3.12 CAS Audio Caution Table
CAS CAUTION Priority AURAL MESSAGE No of

Cycles
11 LANDING GEAR 1
LANDING GEAR
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27.3.13 CAS Audio Only Alarms
Several alarms are audio only events and can only be cancelled using the CAS RST button on
the collective stick. These audio only alarms are:
 Autopilot - associated with any autopilot caution message
 Airspeed - Vne speed exceeded
 150 feet - aircraft at less than 150 ft Radar Altimeter (RadAlt) height.
The "150 FEET" aural warning is commanded from the PFD in command and is generated from
the RadAlt data. The "150 FEET" voice message can be disabled if required by selecting the
REGRADE selection on the AWG selection under the ECDU MISC page.
Also generated from the PFD in command is the audio "Decision Height". (This is covered in
more depth in the navigation module.)
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27.3.14 Audio Only Alarms
Audio Only Alarm Message Priority No. of Cycles
"AUTOPILOT AUTOPILOT" 7 1
"AIRSPEED AIRSPEED" 8 1
"150 FEET" 12 1
"DECISION HEIGHT" 14 1
Additionally there are other aural messages produced by the AWG.
These can be found in the table below:
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27.3.15 AWG Audio Messages
AWG Aural Message Priori No. of Information

ty Cycles
Flight Director Mode Change Chime 9 1 Any mode engage/disengage

and mode degradation
Flight Director Reference Change Chime 10 2 Datum reference change
TRAFFIC TRAFFIC 15 1 Aural signal generated from the

Traffic Collision Avoidance
System (TCAS)
CLIMB CLIMB 16 1 Aural signal generated from the

TCAS
DESCEND DESCEND 17 1 Aural signal generated from the

TCAS
CLIMB CROSSING CLIMB 18 1 Aural signal generated from the

CLIMB CROSSING CLIMB TCAS
DESCEND CROSSING DESCEND 19 1 Aural signal generated from the

DESCEND CROSSING DESCEND TCAS
ADJUST VERTICAL SPEED ADJUST 20 1 Aural signal generated from the

TCAS
CLIMB CLIMB NOW 21 1 Aural signal generated from the

CLIMB CLIMB NOW TCAS
DESCEND DESCEND NOW 22 1 Aural signal generated from the

DESCEND DESCEND NOW TCAS
INCREASE CLIMB INCREASE CLIMB 23 1 Aural signal generated from the

TCAS
INCREASE DESCENT INCREASE 24 1 Aural signal generated from the

DESCENT TCAS
MAINTAIN VERTICAL SPEED MAINTAIN 25 1 Aural signal generated from the

TCAS
MAINTAIN VERTICAL SPEED CROSSING 26 1 Aural signal generated from the

MAINTAIN TCAS
MONITOR VERTICAL SPEED 27 1 Aural signal generated from the

TCAS
CLEAR OF CONFLICT 28 1 Aural signal generated from the

TCAS
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AWG Aural Message Priori No. of Information

ty Cycles
AURAL SYSTEM TEST 29 1 AWG TEST PAGE
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28 CAS Operations
28.1 Describe the CAS Function
28.1.1 CAS System Function
When an aircraft system sensor detects a fault the signal is sent to either the AMMS or the
CDS. The CAS messages are sent by both AMMC to the CDS or internally computed by the
CDS for some specifics or critical messages. The pilot's PFD builds the CAS list from the
master AMMC and internally computed messages. The CAS messages are sorted by priority
(warning, caution, advisory and status) and time (most recent at the top) and eventually scrolling
inputs.
Additionally the PFD commands the MWL to activate for a warning condition and the MCL to
activate for a caution condition.
Any warning or caution alarm will also generate an audio event within the AMMS. Pressing the
appropriate flashing MWL/MCL (either pilot or co-pilot) or either collective's CAS RST button will
acknowledge the alert condition.
Additionally any alarm condition generated in the AMMS via the Vehicle Monitoring System
(VMS) and in the CDS will generate a fault condition. This fault log entry can be viewed via the
H/C maintenance function on the MFD.
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28.2 Explain the CAS Operations
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28.2.1 Warning Operation
The WARNING messages are displayed at the top of the CAS list. The most recent warning
messages are displayed at the very top and the oldest ones at the bottom of the warning
element of the CAS list.
Warning text messages are displayed in white text over a red background when they are
unacknowledged and red text over a black background when acknowledged.
Additionally both the MWL actuators on the cockpit instrument panel will begin to flash at a rate
of 0.5 seconds on and 0.5 seconds off. Also an audio message related to the warning will be
heard in the crew's headsets (if fitted).
The crew may acknowledge the warning condition by either pushing one of the MWL or by
pressing one of the CAS RST buttons located on the pilot/co-pilot's collective stick. This action
will now allow the CAS list text message to be displayed as an acknowledged message. This
warning text message will remain until the condition returns back to normal. When a warning
text message is removed from the CAS list all other condition text messages below shall move
up one space and close the empty gap.
28.2.2 CAS Warning Table
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CAS Warning Failure/System state
Rotor speed below 99.3% (power on All Engines

ROTOR LOW Operating (AEO))
Rotor speed below 89.3% (power on One Engine
Inoperative (OEI))
Rotor speed below 94.3% (power off)
Engine NG below 34.3% or NG rate of change outside

1(2) ENG OUT predetermined limits
Engine bay high temperature, fire or hot gas leak

1(2) ENG FIRE
Auxiliary Power Unit (APU) bay high temperature, fire or

APU FIRE hot gas leak
Rotor speed above 105% (power on AEO and OEI)

ROTOR HIGH Rotor speed above 110.7% (power off)
Associated engine at IDLE and collective being raised

1(2) ENG IDLE (triggered on ground only)
Low pressure in associated engine (less than 1.4 bar)

1(2) ENG OIL P LOW
Automatic reversion of associated engine to fixed engine

1(2) ENG FAIL FIXED power
Low pressure in Main Gearbox (MGB) lubrication system

MGB OIL PRESS (less than 3.1 bar)
Overheating of the MGB lubrication system (greater than

MGB OIL TEMP 114 °C)
Failure of both generators and APU generator

ELEC FAIL
Smoke detected in the baggage bay

BAG FIRE
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28.2.3 Caution Operation
The CAUTION messages are displayed below any warning text messages on the CAS list.
The most recent caution message is displayed at the top and the oldest ones at the bottom of
the caution element of the CAS list.
Caution text messages are displayed in black text over an amber background when they are
unacknowledged and amber text over a black background when acknowledged.
Additionally both the MCL annunciators on the cockpit instrument panel will begin to flash at a
rate of 0.5 seconds on and 0.5 seconds off. Also an audio message related to the caution will
be heard in the crew's headsets (if fitted).
The crew may acknowledge the caution condition by either pushing one of the MCL or by
pressing one of the CAS RST buttons located on the pilot/co-pilot's collective stick. This action
will now allow the CAS list text message to be displayed as an acknowledged message. The
caution text message will remain until the condition returns back to normal. When a caution text
message is removed from the CAS list all other condition text messages below shall move up
one space and close the empty gap.
Some caution messages can be automatically suppressed by the AMMC due to the activation of
an associated higher priority warning message as specified in the AW189 Vehicle Monitoring
System (VMS) documentation. Additionally when the AWG REGRADE is commanded via the
ECDU and the Indication Airspeed (IAS) is greater than (>) 50 kt the caution message of
LANDING GEAR is inhibited.
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28.2.4 Advisory Operation
The ADVISORY messages are displayed below any caution text messages on the CAS list.
The most recent advisory messages are displayed at the top and the oldest ones at the bottom
of the advisory element of the CAS list.
Advisory text messages are displayed in black text over a green background when they are
unacknowledged and green text over a black background when acknowledged. Advisory text
messages are automatically acknowledged when they are displayed within the visible CAS list
for more than 5 seconds. For advisory conditions there are no flashing annunciators and no
audio generated from the AMMS. The advisory text message will remain until the condition
returns back to normal. When an advisory text message is removed from the CAS list all other
condition text messages below shall move up one space and close the empty gap.
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28.2.5 Status and End Operation
STATUS messages are displayed under the advisory messages and they are only displayed in
a white text over a black background. The most recent status message is displayed at the top of
the status element of the CAS list and the oldest ones are at the bottom.
A generic MAINTENANCE status message is also displayed in white but only when the aircraft
is in the ground mode. To display this status message at least one of the following needs to
occur:
 One failure condition
 One exceedance condition
 One warning and/or caution has been cleared/reset during the flight.
At the very end of the status messages is the single message of - END - which informs the
crew that they are at the end of the CAS list. The END message is not counted in any of the
scrolled out status messages and it cannot be scrolled up.
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28.2.6 CAS List Scrolling
CAS list scrolling is undertaken by the DCP and the CCD inner rotary knob. For the CCD to
work, the cursor must be over the CAS list and selected.
The CAS list scrolling function is used when more than 12 alerts have been generated and the
crew are able to view all the alerts, at the very bottom of the CAS list in the "status" area. In this
area the crew can visually be made aware of how many caution, advisory and status messages
are required for viewing. This is displayed as up or down arrow heads with the number of
messages for viewing. This is for both acknowledged and unacknowledged text messages.
Any caution message not visible on the CAS display (not in the viewed 12 displayed text
messages) will not have their acknowledge status modified.
This CAS list scrolling facility will only affect caution, advisory and status messages as warnings
are never removed from the top of the list.
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28.2.7 CAS Miscomparison
A cross-check of all the discrete and analogue inputs will be performed by each AMMC. On the
basis of the relevant input signals each AMMC will generate its own CAS message list. Each
AMMC will then compare its own CAS list with the other AMMC and if necessary send a
discrepancy/miscomparison message to the CDS. The minimum duration of the message will be
not less than 1 second. In the case of at least one discrepancy received by the CDS, the PFD
will manage the display and output in the CAS list status area the legend CAS MSCP.
This CAS MSCP legend will toggle between coloured text over black background and reverse
video for the first 5 seconds then it will become a steady black text over a coloured background.
The CAS miscompare colour will be either red for a warning or amber for a caution miscompare.
The number that precedes the CAS MSCP message indicates the master AMMC. A star will be
displayed in the same text colour next to each displayed message concerning a miscompare.
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28.2.8 CAS Test Procedure
Although the CAS is constructed of several aircraft systems, due to its importance a CAS TEST
facility is provided and the testing is undertaken by accessing the ECDU TEST page.
Two types of test can be selected:
 AWG SHORT TEST - "AURAL SYSTEM TEST" audio is generated.
 AWG LONG TEST - all messages and tones are generated in specific priority order once
only from the master AMMC.
 If either AWG test is commanded then the AMMC will send a command to each DU to
activate the MWL and MCL annunciators.
In addition the crew/operator may undertake a MWL/MCL only test by accessing the DU status
page.
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Training Course
49 - Airborne Auxiliary Power

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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Table of Contents
Airborne Auxiliary Power System Lesson ..........................................................................................................1
1 Purpose of the Airborne Auxiliary Power System ....................................................................................1
1.1 Airborne Auxiliary Power System Purpose.....................................................................................1
1.1.1 Introduction of Airborne Auxiliary Power System .......................................................................1
2 Architecture of Airborne Auxiliary Power System ....................................................................................2
2.1 Airborne Auxiliary Power Architecture ............................................................................................2
2.1.1 Airborne Auxiliary Power System Interface ................................................................................2
2.1.2 Airborne Auxiliary Power Architecture ........................................................................................3
3 AAP Engine System Components ...........................................................................................................5
3.1 Describe the AAP Engine System Components ............................................................................5
3.1.1 Airborne Auxiliary Power Description .........................................................................................5
3.1.2 Air Intakes ...................................................................................................................................6
3.1.3 Cooler .........................................................................................................................................7
3.1.4 APU Mountings ...........................................................................................................................8
3.1.5 APU Drains .................................................................................................................................9
3.1.6 APU Exhaust ............................................................................................................................10
3.1.7 Gas Generator Cross Section ..................................................................................................11
3.1.8 Auxiliary Power Unit Gearbox...................................................................................................13
3.1.9 Auxiliary Power Unit Gearbox...................................................................................................13
3.1.10 Electronic Control Unit .......................................................................................................15
3.2 Describe the AAP Fuel System ....................................................................................................16
3.2.1 Fuel Heater ...............................................................................................................................16
3.2.2 Thermostatic Valve ...................................................................................................................17
3.2.3 Thermostatic Valve ...................................................................................................................18
3.2.4 Low Pressure Fuel Filter ...........................................................................................................21
3.2.5 Fuel Metering Pump .................................................................................................................22
3.2.6 Fuel Flow Divider Manifold .......................................................................................................23
3.2.7 Manifolds ..................................................................................................................................24
3.2.8 Standard and Air Blast Burners ................................................................................................25
3.2.9 Combustion Chamber Drain Valve ...........................................................................................26
3.3 Describe the Components of the Oil Lubrication System .............................................................27
3.3.1 De-oiling Valve..........................................................................................................................28
3.3.2 Oil Pump ...................................................................................................................................29
3.3.3 Oil High Pressure Relief Valve .................................................................................................30
3.3.4 High Pressure Oil Filter ............................................................................................................31
3.3.5 Bypass Relief Valve ..................................................................................................................32
3.3.6 Oil Filter Pre-clogging Indicator ................................................................................................33
3.3.7 Oil Pressure Switch ..................................................................................................................34
3.4 Describe the Components of the Oil Lubrication System .............................................................35
3.4.1 Air/Oil Heat Exchanger .............................................................................................................35
3.4.2 Oil Level and Temperature Sensor...........................................................................................36
3.4.3 Drain and Chip Detector ...........................................................................................................37
3.4.4 De-aerator.................................................................................................................................38
3.5 Starting System ............................................................................................................................39
3.5.1 Ignition System .........................................................................................................................39
3.5.2 Starter Motor .............................................................................................................................40
3.6 Electrical System ..........................................................................................................................41
3.6.1 Electrical System Harness and FMP Harness ........................................................................41
3.6.2 ECU Function ...........................................................................................................................42
3.6.3 Gas Generator Speed Probe ....................................................................................................43
3.6.4 Gearbox Speed Probe ..............................................................................................................44
3.6.5 Temperature Probe ..................................................................................................................45
3.6.6 Exhaust Gas Temperature Probes ...........................................................................................46
3.6.7 ID Module .................................................................................................................................47
3.7 P2 Air System ...............................................................................................................................48

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3.7.1 P2 Air System .......................................................................................................................... 48

4 Airborne Auxiliary Power System Controls and Indicators ................................................................... 50
4.1 APU Control Panel ....................................................................................................................... 50
4.1.1 APU Control Panel ................................................................................................................... 50
4.1.2 APU Control Panel .................................................................................................................. 51
4.2 MFD Indication ............................................................................................................................. 52
4.2.1 Power Plant Page .................................................................................................................... 52
4.2.2 Synoptic Page .......................................................................................................................... 53
4.3 CAS Messages ............................................................................................................................ 55
4.3.1 CAS Messages ........................................................................................................................ 55
5 Operation of the Auxiliary Power Unit System ...................................................................................... 57
5.1 APU Detailed Operation............................................................................................................... 57
5.1.1 Oil Lubrication System Operation ............................................................................................ 57
5.1.2 Fuel System Operation ............................................................................................................ 58
5.1.3 Fuel flow Divider Manifold Operation ....................................................................................... 59
5.1.4 Diagram of APU Operating Sequences ................................................................................... 62
5.1.5 Power Off Condition ................................................................................................................. 63
5.1.6 START Condition ..................................................................................................................... 64
5.1.7 ON Condition ........................................................................................................................... 65
5.1.8 ON condition after 70 seconds ................................................................................................ 66
5.1.9 COOLDOWN condition ............................................................................................................ 67
5.1.10 OFF condition .................................................................................................................... 68
5.1.11 APP Starting and Shut down procedure ........................................................................... 69

AW189-AF001-SN-I-49
Airborne Auxiliary Power System Lesson

1 Purpose of the Airborne Auxiliary Power System
1.1 Airborne Auxiliary Power System Purpose
1.1.1 Introduction of Airborne Auxiliary Power System
The Microturbo e-APU 60 (Auxiliary Power Unit) is part of the Airborne Auxiliary Power system
and its main purpose is to generate electrical power.
The e-APU 60 is a gas turbine engine driving the APU Generator.
Through a bleed port of the AAP system, it is possible to operate the Environmental Control
System (ECS) on ground.
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2 Architecture of Airborne Auxiliary Power System

2.1 Airborne Auxiliary Power Architecture
2.1.1 Airborne Auxiliary Power System Interface
The APU system interfaces with the following system:
 Electrical system to receive battery power for start up and to deliver AC power to the
electrical system itself by means of a AC generator
 Fuel system to receive fuel for start up and continuous operation
 Fire protection system to provide alarm in the cockpit in case of fire presence and to
extinguish by means of a dedicated bottle
 Engine system to allow main engine start up by means of the AC power delivered
 ECS system to allow the heating function of the cabin and the cockpit
 System integration and display to show the crew the APU status and alarm on the control
panel and on the MFD.
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2.1.2 Airborne Auxiliary Power Architecture
The AAP system is composed by the following sub system:
 All the systems composing the APU such as:
o The Starter
o The APU Electrical system
o The Ignition system
o The Air system
o The APU Fuel system
o The Oil system
o The ECU
 All the system on the helicopter involved on the AAP such as:
o The Electrical system
o The Control Panel
o The AMMC 1 and 2 for the Displays
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o The Fuel System
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3 AAP Engine System Components

3.1 Describe the AAP Engine System Components
3.1.1 Airborne Auxiliary Power Description
The e-APU60 model 342 consists of:
 Turboshaft engine composed of:
o Gas generator driving a gearbox
o Accessory gearbox providing mechanical power available on the generator drive pad
 ECU featuring APU control system and APU condition monitoring/diagnostic system.
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3.1.2 Air Intakes
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3.1.3 Cooler
INTAKES
 APU Compressor Intake:
o The air for the APU is provided by means of three individual air intakes which is
collected into the plenum intake and routed to the APU intake/compressor.
o The Plenum ducts air to the APU intake and allows water to drain into the APU bay.
o The APU is protected from Foreign Object Damage by its position on the airframe and
the sideways and top facing intakes (equipped with grills).
o For ease of installation the sheet metal Plenum is manufactured in two halves (Top &
Bottom) and secured to the APU by bolts.
 APU Cooling Intake:
o The air for APU cooling enters through the Upper compartment cover and exits by the
exhaust.
o The air cooled oil cooler duct (ACOC) is a welded sheet metal assembly, attached to
the APU by bolts.
o The venturi action of the APU Exhaust draws ambient air down through the ACOC,
cooling the oil before passing into the APU bay.
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3.1.4 APU Mountings
The APU is located in a separated high-level fireproof zone above the cabin roof and between
the two main engines, at an upper level.
The APU is mounted to the aircraft structure via a Mounting Plate and three attachment mounts,
a Left and Right Forward Mount assy, plus a Rear Mount assembly.
The mounting system is isostatic and provides the six degrees of freedom required.
The mounting system maintains the position of the APU throughout the aircraft flight envelope.
It reduces the influence of airframe distortion on the APU, provides a convenient means of
removing / installing the APU and permits thermal growth via spherical bearings present in each
of the mounts.
Axial expansion is permitted by the movement of the rear mount.

Lateral expansion is permitted by the movement of the front two mounts. The forward left mount
can rotate around the locating pin through the plate and the forward right mount can move left to
right through the bearing in the mounting bracket.
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3.1.5 APU Drains
The APU bay drains remove leaked fuel following a fuel system failure. To ensure the general
drainage of any fluids which collect on the APU deck, a total of four drain holes with their
relevant interconnecting pipe-work are provided.
The drain holes are located at the corners of the APU bay in order to collect fluids when the
helicopter is flying with high stabilised pitch attitudes combined with roll. The drain pipes from
the APU bay are routed down either side of the rear cabin bulkhead inside dedicated drain
system channels. All clean fuel discharged from the APU during normal operation is re-routed
into the fuel main tanks, through the wet drains.
All parts of the drain system within the APU bays and for a short distance below the APU deck
are manufactured from titanium and stainless steel and are therefore fire proof, whilst the
connecting drain pipes below are made of aluminium.
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3.1.6 APU Exhaust
The APU Exhaust Ejector directs hot exhaust gases through the rear sliding fairing away from
the fuselage. It also ensures ventilation of the APU bay. The Exhaust Ejector comprises a
welded flanged titanium tube secured to the rear sliding fairing with screws and one mounting.
The APU exhaust system provides a low noise emission and a reduced signature in IR bands
through a J-pipe exhaust.
The APU exhaust system is composed of two parts as follows :
 An APU exhaust
 An exhaust ejector.
There is no mechanical interface between the eductor and APU exhaust nozzle.
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3.1.7 Gas Generator Cross Section
Designation of main components
1 Air intake struts 12 Low pressure axial turbine
2 Gas generator speed probe 13 Low pressure turbine nozzle
3 Ring 14 Drain valve
4 Diffuser 15 HP axial Turbine
5 Vane ring 16 High pressure turbine nozzle
6 Bleed ring 17 Engine mount
7 Combustion chamber 18 Centrifugal compressor
8 Burner 19 Air intake casing
9 Combustion 20 Rear bearing
10 Ring 21 Front bearing
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Designation of main components
11 Exhaust duct
The gas generator comprises a titanium centrifugal compressor with a high pressure ratio. The
compressor blades and rotation speed have been designed to minimize AAP noise.
The air intake casing supports the compressor bearing at the front and is connected to the
compressor shroud by structural intake struts, which locates the turbine casing and radial
diffuser.
The two-stage axial turbine is designed to provide high efficiency and a high expansion ratio,
and with mounted blades to maximize reliability and life cycle cost.
The reverse-flow annular combustion chamber, manufactured from steel is a "floating assembly"
located within the turbine casing, which also houses the fuel burners. The individual fuel burners
are located radially.
Full rotor containment is ensured using an impeller cover made of Inconel for the centrifugal
compressor and an Inconel ring for the axial turbines.
The air intake casing, houses the front rotor bearing, the gearbox and the compressor shroud,
which locates the combustion chamber casing and radial diffuser. A screen fastened around the
intake, protects the compressor from foreign object ingestion. The casing is bolted to the
combustion chamber casing, which supports the rear rotor bearing and associated labyrinth
seals, houses the combustion chamber and the fuel manifold, the bleed air collection chamber
bleed ring and the air port.
The gas generator rotor assembly comprises a radial compressor wheel, the rotor shaft, two
high-speed bearings and two axial turbine wheels.
The combustion section of the gas generator, which is housed in the combustion chamber
casing, comprises a reverse-flow annular combustion chamber, two igniter plugs and a fuel
manifold with 9 fuel burners.
The turbine and exhaust section comprises two turbine nozzles, two axial turbine wheels and
the exhaust duct.
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3.1.8 Auxiliary Power Unit Gearbox
3.1.9 Auxiliary Power Unit Gearbox
 Transmits mechanical power to the gas generator when driven by the starter motor
 Supplies mechanical power to generator pad
 Provides lubrication and cooling for the bearings and gears
 The accessory gearbox forms part of the Auxiliary Power Unit (APU) mounting structure
 The oil system integrated in the gearbox is used for lubrication and cooling of rotating parts
of the APU
 A sprag clutch is integrated in the APU gearbox for the starter shaft.
The AAP accessory gearbox is mounted on the inlet air side of the AAP gas generator. It
consists of a housing including rotating gear shaft to supply mechanical power. The gearbox
also integrates mounting points of the AAPand interfaces for other system equipments.
 Gas generator high speed shaft
 Starter shaft
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 Alternator shaft
 Oil Pump shaft
 De-aerator shaft
The accessory gearbox support equipments for:
 Electrical generation system
 Lubrication system
 Fuel system
The accessory gearbox forms part of the AAP mounting structure with two attachment points.
During starting phase, the starter drives the gearbox so that it reaches sufficient speed to allow
gas generator to start combustion. When the gas generator drives the gearbox, a sprag clutch
integrated in starter shaft allowing the starter to not run anymore. When AAP is running, the gas
generator drives the accessory gearbox to allow electrical power supply from the alternator. The
oil system integrated in the gearbox is used for lubrication and cooling of rotating parts of the
AAP.
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3.1.10 Electronic Control Unit
The ECU is located in the baggage compartment of the aircraft and consists of a digital
technology system. It provides full authority control of the APU and the main functions are:
 Sequence the accessory commands required for APU operation
 Maintain the APU rotation speed at a set value
 Monitor the system and provide protection according to the APU operating mode
 Transmit information relative to the system status as well as the main operating parameters
 Allow operation in degraded mode.
The ECU provides and receives data to each Aircraft Mission and Management Computer
(AMMC) which offers data link redundancy. The ECU sends the same data to each AMMC over
each TX and RX link.
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3.2 Describe the AAP Fuel System

3.2.1 Fuel Heater
The fuel heater is mounted on the front of the gearbox, above the starter motor and heats the
fuel to prevent ice clogging in the low pressure fuel filter.
The fuel outlet temperature is regulated at 30 °C to prevent the FMP depriming/cavitation and to
prevent overheating of the limiting of the FMP electronic components and the BLDC motor.
Note: When the aircraft fuel temperature is above 30 °C, the fuel heater is designed to ensure
that the fuel outlet temperature is less or equal to 65 °C.
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3.2.2 Thermostatic Valve
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3.2.3 Thermostatic Valve
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The thermostatic valve is located in the fuel heater.
In case of cold fuel temperatures (temperature ≤ -25 °C), the oil valve automatically adjusts the
oil flow into the matrix to heat the fuel to above 0 °C.
The remaining unused oil flow is bypassed to prevent the fuel from overheating.
In case of hot fuel temperatures, the thermostatic valve automatically closes the passage to the
heat exchanger matrix to prevent the fuel from overheating. In cold oil temperatures, a spring-
loaded valve bypasses a part of the oil flow to ensure that the pressure in the oil system
remains sufficient to provide lubrication.
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3.2.4 Low Pressure Fuel Filter
The fuel filter is installed between the fuel heater and the FMP and filters the fuel flow from the
aircraft fuel system prior to its entry into the fuel pump unit.
The low pressure fuel filter unit is equipped with:
 A bypass valve - when the pressure difference across the filter element exceeds 48 kPa ±
5, the bypass valve opens and activates the visual indicator
 A visual indicator (pop-out) to show bypass valve opening
 Disposable fuel filter 10 μm
 Preclogging pressure switch for cockpit indication, the contact closes when the pressure
difference across the filter element exceeds 22 kPa ± 2.5.
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3.2.5 Fuel Metering Pump
The FMP is located on the side of the gearbox, under the fuel filter. It pumps and meters the fuel
flow required to maintain a constant APU rpm.
It is controlled by the APU ECU. The fuel gear pump is driven by a brushless DC motor and
associated power electronics controlled by the Fuel Metering Pump (FMP) internal controller
which enables the fuel flow to be stopped.
The FMP has two main functions:
 Supply fuel to the flow divider manifold
 Return excess fuel to the entry via the three-way solenoid valve.
A pressure relief valve protects the APU fuel system against overpressure. A three-way
solenoid valve regulates the fuel flow delivered by the FMP to the flow divider manifold.
A fuel temperature sensor monitors the inlet fuel temperature.
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3.2.6 Fuel Flow Divider Manifold
The Fuel Flow Divider Manifold (FFDM) is mounted on the combustion chamber end of the gas
generator and is used to:
 Route the fuel flow from the FMP manifold to the starting and main manifolds
 Route the drain flow from the starting and main fuel manifolds to the aircraft fuel tank.
The FFDM comprises of four main components:
 Strainer (filtration rate: 100 μm nominal)
 Main burner valve - when the starting burners have ignited the fuel in the combustion
chamber, the valve divides the fuel flow between the two burner manifolds
 Starting burner and purge valve - during APU shutdown, this valve purges the starting
burner manifold
 Main burner purge valve - during APU shutdown, this valve purges the main burner
manifold.
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3.2.7 Manifolds
The manifolds are mounted on the combustion chamber casing of the gas generator, before the
exhaust duct
The starting fuel manifold connects the three standard starting burners to the flow divider
The main fuel manifold connects the six air blast burners to the flow divider.
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3.2.8 Standard and Air Blast Burners
There are nine burners installed on the AAP.
Starting Burners
Three standard burners located in the same plane are fitted radially around the turbine casing
In the three standard burners (starting burners) the fuel metered by the control system is
partially vaporised into the combustion chamber during the starting phase and the APU
operation. During APU shutdown, the burners are flushed with compressed air from the
combustion chamber to prevent them from becoming blocked due to carbon deposits.
Main Burners
Six air blast burners located in the same plane are fitted radially around the turbine casing.
The other six burners (main burners) are of the air blast type. Fuel is injected into a tube and is
atomised by air entering the combustion chamber. During the automatic APU shutdown phase
(normal or due to overspeed detection) these burners are flushed with compressed air from the
combustion chamber to prevent them from becoming blocked due to carbon deposits.
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3.2.9 Combustion Chamber Drain Valve
The Combustion Chamber Drain Valve (CCDV) is located on the lower part of the combustion
casing and drains the fuel from the combustion chamber in case of an aborted start to avoid fuel
accumulation. This drain is routed overboard underneath the aircraft.
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3.3 Describe the Components of the Oil Lubrication System

The oil sump is located at the bottom of the gearbox. The oil sump, which is integrated into the
lower part of the gearbox, contains the volume of oil required to lubricate the rotating
components of the APU.
The tank is equipped with a sight glass to visualise the oil level.
A visual "APU OIL LEVEL LOW" indication is provided in the Crew Alerting System (CAS).
When the oil level at its “add oil” mark, proper operation of the APU is ensured for a further 10
hours.
A drain plug fitted at the bottom of the oil tank allows the APU to be drained.
The filler cap is located in the front lower left side of the accessory gearbox and is equipped with
a positive locking device. The oil filler cap provides access for filling the gearbox oil sump. It
includes a feature to indicate an unlocked/unsealed state and is positioned on the housing in
such a way to prevent overfilling the gearbox.
The oil level sight glass is located on the base of the gearbox. It provides a means to visually
inspect the sump oil level from the side of the gearbox.
Maximum oil volume 3.036 litres

Minimum oil volume 1.536 litres
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3.3.1 De-oiling Valve
This valve is located in the scavenge line in the immediate close of the oil pump inlet, and draws
in air from inside the gearbox when open (de-energised).
The de-oiling valve controls priming of the oil pump which in turn enables or disables oil flow in
the lubrication circuit. The pump is primed when the de-oiling valve is energised and closed.
Conversely, when the de-oiling valve is not energised and in an open position (spring return),
the oil pump cannot provide any oil flow.
The de-oiling valve is three-way, two-position valve which when open is de-energised and
closed energised.
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3.3.2 Oil Pump
The oil pump is located on the gearbox, on the gas generator interface side. The oil pump,
which is driven by the gear train, supplies oil flow to the lubrication system.
It is a gerotor type pump, designed for a low risk of cavitation when running at high speed with a
low inlet pressure.
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3.3.3 Oil High Pressure Relief Valve
The High Pressure Relief Valve (HPRV) is located on the front of the gearbox, under the starter
motor.
It limits the maximum pressure in the lubrication system. This function protects the system from
overpressure under extreme conditions.
Downstream oil is returned to the oil sump by gravity. The HPRV is a ball type valve and is set
at an operating pressure of 20.7 bar.
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3.3.4 High Pressure Oil Filter
The oil filter is located downstream of the oil pump. The oil filter is included to protect
components in the lubrication system from contamination.
It is a disposable filter.
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3.3.5 Bypass Relief Valve
The Bypass Relief Valve (BPRV) is located on the front of gearbox, under the starter motor and
under the filter. It allows oil to flow through the system if the filter becomes contaminated or
when the oil has a low viscosity due to cold temperatures.
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3.3.6 Oil Filter Pre-clogging Indicator
The pre-clogging indicator is located on the lower section, on the front of the gearbox. It detects
a pressure difference between the upstream and downstream sides of the filter. An electrical
signal is passed when the actuation pressure is reached, indicating a contaminated filter. It
includes a thermostatic inhibitor to prevent operation at low temperature (high oil viscosity).
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3.3.7 Oil Pressure Switch
The Oil Pressure Switch (OPS) is located on the upper part of the gearbox. It detects the
minimum gauge pressure in the engine oil system. The low OPS detects low pressure in the
system to prevent damage to the APU due to lack of lubrication.
An electrical signal is passed when the actuation pressure is reached. This switch initiates
automatic engine shutdown on the ground when the pressure is too low.
The switch is electrically opened when there is a normal pressure and closed when the pressure
is low.
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3.4 Describe the Components of the Oil Lubrication System

3.4.1 Air/Oil Heat Exchanger
The air/oil heat exchanger is integrated into the upper part of the gearbox. The cooling air flow is
provided by the APU exhaust.
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3.4.2 Oil Level and Temperature Sensor
The oil level and temperature sensor is located in the gearbox oil sump. It provides an electrical
signal to indicate the sump oil level and temperature.
The oil level is monitored when the AAP is running in steady-state and the oil temperature is
monitored throughout AAP operation.
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3.4.3 Drain and Chip Detector
An electrical chip detector plug (with continuity check capability) is installed in the oil system, on
the front lower part of the gearbox. It activates a caution message on the CAS window if a
particle is detected, by closing the electrical circuit.
The chip detector plug incorporates a self-sealing drain plug. There is no leakage from the self-
sealing drain plug during and after removal of the chip detector.
The chip detector:
 Provides a means to drain the Gearbox sump, using the appropriate drain tool
 Detects ferrous metallic particles to prevent failure of the lubrication system
 Is an open switch indicates a clean probe
 Provides electrical signal of particle detection
 Is line replaceable unit
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3.4.4 De-aerator
The centrifugal de-aerator is located in the gearbox and is a part of one of the gears. It
separates oil from the air before it exits the gearbox. The oil is extracted from the air by
centrifugal force and returns to the sump by gravity. The air vents to the atmosphere via the
exhaust.
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3.5 Starting System

3.5.1 Ignition System
The ignition unit supplies high energy electrical power to the igniter plugs. It consists of an
ignition exciter.
The ignition exciter is a capacitor discharge unit that uses the aircraft 28 Vdc system or a 24
Vdc battery to provide an intermittent high voltage output to the igniter plugs.
The igniter plugs are used to ignite the fuel in the combustion chamber.
The ignition system characteristic:
 Nominal supply voltage 28 Vdc
 Input current ≤ 3.5 A
 Output voltage up to 3.5 kV
 Spark rate 4.5 Hz ± 0.5 Hz
These leads are connected between the ignition unit and the igniter plugs mounted on the
combustion chamber casing. Two igniter leads supply two igniter plugs with the high energy
voltage pulses produced by the ignition. The two igniter plugs are mounted on the combustion
chamber casing.
Each igniter plug comprises a central electrode and an external body (ground) separated by an
insulator. Sparks are produced between these two elements.
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3.5.2 Starter Motor
The Electric Starter Motor (ESM) is a brush motor mounted on the front of the gearbox. The
starter motor cranks the engine during the starting phase.
The electrical power to the starter motor is provided by the battery bus, through the starter
contactor.
 Nominal supply voltage: 28 Vdc
 Max current: 400 A
Additionally, the ESM is equipped with a hexagonal port for manual engine rotation purpose.
The following procedure needs to be taken into account for the starter motor:
 30 seconds delay between each attempted start
 20 minutes delay after two aborted starts after flight
 20 minutes delay after three aborted starts.
If the above procedure is applied twice then a cool down period of 40 minutes is necessary and
APU trouble shooting is required.
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3.6 Electrical System

3.6.1 Electrical System Harness and FMP Harness
The system harness is located near the lower part of the gearbox, next the FMP. It provides the
aircraft/AAP electrical interfaces.
The harness is cable shielding and cables are protected by heat shrinkable sleeving that
assures proper operation within temperature operating range from -40°C to +125°C.
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3.6.2 ECU Function
The ECU is located in the baggage compartment of the aircraft. It consists of a digital
technology system, it provides full authority control of the APU.
Its main functions are to:
 Sequence the accessory commands required for APU operation
 Maintain the APU rotation speed at a set value
 Monitor the system and provide protection according to the APU operating mode
 Transmit information relative to the system status as well as the main operating parameters
 Allow operation in degraded mode.
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3.6.3 Gas Generator Speed Probe
Located on the gas generator side, the sensor Engine Speed Probe (ESP) measures the
rotation speed of the APU rotor. The signal is sent to the ECU for speed indication and system
control.
If an overspeed is detected on Engine Speed Probe the component shutdown the APU by de-
energizing 3WSV command.
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3.6.4 Gearbox Speed Probe
A sensor GBSP measures the rotation speed of a phonic wheel in the starter gear train of the
gearbox. Gearbox Speed Probe is used as speed control input.
In case of GBSP failure the APU is stopped
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3.6.5 Temperature Probe
This probe is located on the front side of the air intake plenum.
The air intake temperature signal is used by the ECU for control purposes.
This probe is made of platinum, is part of Wheatstone Bridge and has nominal resistance of 100
Ω at 0 °C.
The temperature probe detects changes in the electrical resistance of the bridge due to
temperature fluctuations.
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3.6.6 Exhaust Gas Temperature Probes
The two exhaust gas temperature probes are located on the exhaust jetpipe.
The exaust gas temperature signal is used by the ECU for control purposes and to prevent
over-temperature.
It is supplied by 2 temperature probes which convert temperature into electric voltage.
The combination of 2 dissimilar metals, subjected to a thermal gradient, generates a voltage.
The thermocouple measures the temperature difference between 2 points (cold and hot
junctions).
If an over EGT is measured APU is shutdown on ground only.
APU start in flight and on ground is inhibited in case of both EGT failure.
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3.6.7 ID Module
The ID module is installed on the APU and is connected to the ECU through a harness.
The module allows electronic identification of the APU serial number by means of voltage
readings. The ECU collects the identification data and computes the APU serial number. This is
used to enable the ECU to automatically detect AAP changes and it also associates the APU ID
with the hour and cycle counts recorded in the ECU.
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3.7 P2 Air System

3.7.1 P2 Air System
The air system includes an internal air system and a P2 air bleed union.
The air system also includes an external deaerator pipe, which vents the deoiled air from the
centrifugal breather to the exhaust.
The internal air system ensures:
 The pressurisation of the labyrinth seals
 The cooling of the engine internal parts
 The balance of forces on the rotating assemblies
The P2 air bleed union is located in the rear right-hand section of the combustor casing. The
union allows P2 air to be bled from the gas generator compressor outlet for use by the
helicopter system.The bleed air requirement is limited to cold day conditions (OAT below +20
°C) and on the ground only, and is only available when the “ON” status is displayed indicating
that the APU is “ready to load”.The bleed air port is provided with a mass flow limiting orifice
whit fix diameter bleed hole.
Piping and valves downstream the bleed air port will be provided by AW.
The bleed air source will be such that, with the APU running at Sea Level and OAT=-40°C, the
air flow has, as a minimum, the following characteristics:
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 Air flow 130 g/s
 Air pressure: 50 psia
 Air temperature: 120°C
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4 Airborne Auxiliary Power System Controls and Indicators

4.1 APU Control Panel
4.1.1 APU Control Panel
The APU control panel has a rotary knob selectable in four position:
 OFF – ON fixed position with 45° mechanical angle.
 START is momentary position with 45° mechanical angle from “ON”, when release its will
return automatically in “ON”.
 CRANK momentary position with “OFF” to “CRANK” 90° mechanical angle when release its
will return automatically in “OFF”
To shut down the APU from ON position depress APU Selector Mode Switch then turn to OFF
position.
The STATUS indicator will show the following five indications:
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4.1.2 APU Control Panel
READY is illuminated and the ECU is ready to start

READY APU
START is momentary position when release its will

START return automatically in “ON” APU can be started with
the following minimum conditions:
 ECU is energised,
 FMP is energised (at least battery

power source),
 Energy is available on APU Starter

contactor,
 Fuel boost pump is energised,
 APU Fire extinguishing system is

energised.
 APU speed shall be lower than 5

000 rpm
APU OK to deliver power

ON
Green light illuminated when the APU is in the Cool

CLDWN down state.APU remain at constant RPM without
load for 1 minute before APU stop for APU thermal
stabilisation.
In case of detected failure during PBIT,

FAIL
READY light is not illuminated and FAIL
light is illuminated.
 It is also in view when ECU detects a failure
stopping the APU inoperation
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4.2 MFD Indication

4.2.1 Power Plant Page
The purpose of this page is to provide the operator with graphical information concerning the
status of the APU.
The page will be accessible from a drop down menu on the MFD on ground.
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4.2.2 Synoptic Page
It is possible to get access to this page, either in flight or on ground as soon as the APU is
running.
This page gives more information relating to the APU operation such as the Exhaust Gas
Temperature, the Revolution Per Minute or some messages.
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4.3 CAS Messages

4.3.1 CAS Messages
+ Voice Warning. APU Bay high temperature, fire or

APU FIRE hot gas leak.
APU fire detection system failure.

APU FIRE DET
APU fire bottle pressure low.

APU FIRE BTL LOW P
APU FAIL + FAIL message on APU PNL
APU failed and not available.
APU fuel system degraded. APU power may be

APU DEGR limited
APU oil low pressure below the limit

APU OIL LOW PRESS
APU oil temperature above limit.

APU OIL OVERTEMP
APU oil chip detected.

APU CHIP
APU oil level low.

APU OIL LEVEL
APU fuel filter blocked and in bypass

APU FUEL FILTER
APU bleed valve open when not selected for

APU VALVE OPEN heating.
APU generator overload.

APU GEN OVLD
APU generator failure.

APU GEN FAIL
APU TRU contactor open.

APU TRU FAIL
APU AC generator TRU overheat.

APU TRU HOT
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When the APU is cranked.

APU CRANK
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5 Operation of the Auxiliary Power Unit System

5.1 APU Detailed Operation
5.1.1 Oil Lubrication System Operation
The system supplies oil at the flow-rate and pressure required to ensure correct lubrication and
cooling of the power section bearings and gears during starting and running of the APU.
The e-APU oil system lubricates the e-APU rotating components and provides lubrication and
cooling for the gearbox. The e-APU housing contains an oil sump and this system has a “wet
sump” configuration.
The oil system also provides hight oil pressure for the front bearing squeeze-film.
Oil temperature limitations
The maximum acceptable oil temperature is 140 °C.
Oil pressure limitations
Minimum oil pressure is ensured by a low pressure switch. This switch is set to 1 bar . Maximum
oil pressure is controlled by a LPRV set at 2 bars gauge. A high-pressure valve is used to
protect the oil system.
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5.1.2 Fuel System Operation
The fuel system conveys fuel from the helicopter system to the gas generator combustion
chamber at the flow-rate and pressure required to ensure correct starting and running of the
APU.
The fuel is supplied from the helicopter interface through a shut-off valve. This shut-off valve is
used to isolate the APU fuel system in case of APU compartment fire.
The APU fuel system comprises 4 main functions:
 Fuel heating
 Fuel filtering
 Fuel metering pump
 Fuel divider manifold.
The fuel divider manifold supplies two separate burner manifolds, and any fuel drained from the
manifolds is returned to the fuel tank. The two manifolds are a starting a manifold with 3
standard burners and a main manifold with 6 aerodynamic burners.
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5.1.3 Fuel flow Divider Manifold Operation
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Main burner valve

When the starting burners have ignited the fuel in the combustion chamber, the valve divides
the fuel flow between the two burner manifolds.
Starting burner and purge valve

During APU shut-down, this valve purges the starting burner manifold.
Main burner purge valve

During APU shut-down, this valve purges the main burner manifold.
The gas generator produces power by transforming the energy generated by the combustion of
an air/fuel mixture into mechanical energy on the power shaft. The process consists of the
following phases:
Admission
The ambient air is drawn in through the air intake screen.
Compression
The air is compressed by the high-speed rotation of the centrifugal compressor. The
compressed air then passes through a diffuser and straightener vanes, which ensure uniformity
of pressure and prevent swirling.
This phase is essentially characterised by a compression ratio of 5.9.
Combustion
The compressed air is then admitted into the combustion chamber through the dilution holes,
mixed with the fuel sprayed by the fuel burners, and burnt in a continuous process.
To ensure stability of combustion, the air is divided into two flows: a primary air flow for
combustion and a secondary air flow for the cooling of the gas.
This phase is essentially characterised by the temperature increase (flame of approximately
1,800 °C and a turbine entry temperature of approximately 800 °C) and a slight pressure drop.
Expansion
The hot combustion gases then accelerate through the turbine 1st and 2nd stage nozzle, which
direct the gas flow onto the blades of the 1st and 2nd stage turbine wheel, respectively.
Exhaust
The gas flow from the turbine is ejected through a divergent exhaust duct at a temp about
500°C.
NOTE: The gas generator reference stations are:
0 – Ambient
1 – Compressor intake
2 – Compressor discharge
3 – Turbine entry
4 – Turbine outlet
5 – Exhaust
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5.1.4 Diagram of APU Operating Sequences
APU Start is performed when 28VDC on START input has been present during about 220 ms.
If the pulse is too long (5s), it will be assumed as a start button failure and the ECU will declare
failure on its start/stop input line.
Automatic shutdown on ground The ECU will automatically shut down the APU (abnormal
shutdown) in the case of an APU overtemperature condition except in flight.
During the starting phase, the Exhaust Gas Temperature limit is: 680 °C. After the starting
phase; the Exhaust Gas Temperature limits are defined as follow:
 Transient operating range (during 5 seconds): between 500 °C and 520 °C
 Continuous operating limit: 500 °C
 Maximum: 520 °C
As per emergency shutdown, the pilot has to STOP the APU when the maximum oil
temperature of 150°C is reached.
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5.1.5 Power Off Condition
In this condition, the APU Panel is not energized.
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5.1.6 START Condition
The rotary knob is put on the START position during at list 200 ms.
In this position, the 28Vdc coming from the battery energized the relay K1 and initiates the time
delay countdown of 70 seconds. This action opens the APU Shut Off Valve and energized the
Helicopter Fuel Pump number 1.
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5.1.7 ON Condition
When the START position is released, because the rotary knob is spring-loaded, the knob goes
to the ON position.
This position provides the same result as the START position.
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5.1.8 ON condition after 70 seconds
The 70 seconds delay, initiated during the START position, are used to ensure the APU is
working properly and delivering electrical power.
In this condition, the APU can power all the helicopter bus bar. At that point, the 28Vdc power
coming from the REPU1 via the DC ESS1 bus bar keep the Fuel Booster Pump number 1
energized.
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5.1.9 COOLDOWN condition
When the rotary knob is put on the OFF condition, the relay K1 re-opens with the time delay.
This condition is necessary to ensure the APU cooldown during 60 seconds keeping the APU
Fuel Shut Off Valve and the Fuel booster pump energised.
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5.1.10 OFF condition
APU can be started with the following minimum conditions:
 FMP is energised (at least battery power source),
 Energy is available on APU Starter contactor,
 APU Fire extinguishing system is energised.
 APU speed shall be lower than 5 000 rpm
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5.1.11 APP Starting and Shut down procedure
APU can be started with the following minimum conditions:
 FMP is energised (at least battery power source),
 Energy is available on APU Starter contactor,
 APU Fire extinguishing system is energised.
 APU speed shall be lower than 5 000 rpm
The START procedure is as follows:
1. Battery Master Switch is selected to ON
2. After approximately 5 seconds, the ‘READY’ caption on the APU Control Panel illuminates
3. The rotary knob is moved to the ‘START’ position. This makes the DC electrical supply to
the pump available and opens the APU Shut-Off Valve. The rotary knob moves to the ON
position.
4. APU runs up to speed and ‘ON’ illuminates on the Control Panel. If the APU does not run up
to speed, the ‘FAIL’ caption illuminates.
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In order to shut down the APU, the following procedure is followed:
1. Rotary knob on the APU Control Panel is selected to ‘OFF’
2. The ‘CLDWN’ caption illuminates for approximately 60 seconds as the APU runs down
3. The ‘READY’ caption illuminates to show that the APU is ready for re-start if required. The
APU Shut-Off Valve is then automatically closed.
In order to shut down the APU, the following procedure is followed:
In case of abnormal APU operation , the ECU will automatically and immediately shut down the
APU without performing the thermal stabilisation sequence and will provide discrete information
(“APU FAIL” light on the APU Control Panel) and an ARINC 429 data to the Helicopter System.
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Training Course
52 - Doors

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-52
52 - Doors
Table of Contents
Doors System Lesson ........................................................................................................................................1
1 Purpose of the Doors System ..................................................................................................................1
1.1 Doors General ................................................................................................................................1
1.1.1 Doors ..........................................................................................................................................1
2 Components and Location of the Door System .......................................................................................2
2.1 Passenger - Crew ...........................................................................................................................2
2.1.1 Cockpit Doors .............................................................................................................................2
2.1.2 Cabin Doors ................................................................................................................................4
2.1.3 Step Rails ...................................................................................................................................6
2.2 Cargo ..............................................................................................................................................7
2.2.1 Baggage Doors ...........................................................................................................................7
2.3 Service and Miscellaneous .............................................................................................................8
2.3.1 DC External Power Door ............................................................................................................8
2.3.2 AC External Power Door ............................................................................................................9
2.3.3 Nose Compartment Door..........................................................................................................10
2.3.4 Maintenance Step .....................................................................................................................11
3 Controls and Indicators of the Door System ..........................................................................................12
3.1 System Controls and Indicators....................................................................................................12
3.1.1 Crew Alerting System ...............................................................................................................12
3.1.3 Door Indications ........................................................................................................................14
4 Operation of the Door System ...............................................................................................................15
4.1 Pilot and Co-pilot Doors ................................................................................................................15
4.1.1 Pilot and Co-pilot Doors Latching Mechanism .........................................................................15
4.2 Cabin Doors ..................................................................................................................................16
4.2.1 Cabin Doors Latching Mechanism............................................................................................16
4.3 System Operation .........................................................................................................................17
4.3.1 Doors System Operation ..........................................................................................................17

AW189-AF001-SN-I-52
52 - Doors

AW189-AF001-SN-I-52
52 - Doors
Doors System Lesson

1 Purpose of the Doors System
1.1 Doors General
1.1.1 Doors
The purpose of the AW189 doors is to provide an aerodynamic and aesthetic design. The doors
also allow the ventilation and control of the atmosphere by enclosing the aircraft. They enable
the cooling or heating of the cockpit and the passenger compartment. Their aim is also to
reduce the noise and provide a a good working environment for the aircrew.
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52 - Doors
2 Components and Location of the Door System

2.1 Passenger - Crew
2.1.1 Cockpit Doors
The pilot/co-pilot doors are located on either side of the AW189 cockpit and consist primarily of
two carbon fibre skins that are bonded and riveted together. The pilot/co-pilot door design
features/specifications are as follows:
 Hinged opening
 Gas spring assembly to maintain the fully open position
 Minimum opening angle of 80°
 Restraint mechanism and an operated, internal locking mechanism
 Key locked unit on both sides with the same key used for other doors
 One window as a type IV emergency exit
 Lower window included in the door assembly
 Hinged storm window
 Optional door jettison capability can be provided as a kit.
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The crew door incorporates two hinge positions and three locking positions. One locking latch is
located on the top edge of the door, one on the bottom edge of the door and the third toward the
lower portion of the door in line with the handle.
Internally, the door can be opened by pressing the button located on the handle and turning in a
downward motion. Externally, the handle must be lifted and rotated in the upward direction.
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2.1.2 Cabin Doors
The passenger doors are located on either side of the AW189 main cabin and consist primarily
of two carbon fibre skins that are bonded and riveted together. Passenger door design features
are:
 Capable of being opened in forward flight with a locking device to maintain open position
 Contain two windows as emergency exits
 Internal safety mechanism to prevent accidental opening
 Indication of the door open/close status to the pilot.
Each passenger door operates using three trolley assemblies which slide on two door rails
connected to the fuselage side skins. Each passenger door is also restrained in four positions
when fully closed.
The lower locking mechanism and its intended function is as follows:
 If the door is open and/or sliding on the door rails the pin engages the groove of the lower
blocking arm. In this situation handle movements are not possible.
 When the lever engages the cabin door frame lower socket the pin is outside the groove
and the handle can be rotated to close the door.
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 A dedicated mechanism is included in order to lock the door when fully open.
 This mechanism operates on the forward upper trolley.
 When the pin is engaged the door is locked open and can only be disengaged by pressing
the button located on the internal cabin liner.
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2.1.3 Step Rails
Two carbon fibre step rail assemblies are bolted to both sides of the lower part of the fuselage in
order to allow crew and passengers access to the cabin.
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2.2 Cargo
2.2.1 Baggage Doors
The baggage doors are located either side of the rear fuselage and consist primarily of a carbon
fibre skin structure and (Nomex) nonmetallic honeycomb core. Baggage door design features
are:
 Opens upwards on two hinges
 Minimum opening angle of 100°
 Gas spring actuator to maintain the fully open position
 One latch on each side
 Interchangeable.
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2.3 Service and Miscellaneous

2.3.1 DC External Power Door
The DC service door is located on the right front side of the fuselage, just in front of the right
lower window. Once opened by a latch, it allows the connection to the external ground power
cart. A position microswitch detects the door status and provides a message to the crew.
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2.3.2 AC External Power Door
The AC service door is located on the right side of the centre fuselage, just above the right
landing gear sponson. Once opened by a latch, it allows the connection to the external ground
power cart. A position microswitch detects the door status and provides a message to the crew.
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2.3.3 Nose Compartment Door
The nose compartment door is installed in the nose of the helicopter. Its purpose is to provide
an aerodynamic shape to the forward fuselage and protect the nose avionic bay and its
equipment. The door is made of carbon fibre and has a hinge with quick release pins. Left and
right latches secure the door in the closed position. To open the door undo the two latches and
to tilt it forward around the two hinges. To remove the door remove the two quick-release pins.
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2.3.4 Maintenance Step
On left hand sides of the rear fuselage, a maintenance step is installed.

it is normally stowed and secured into a fuselage recess by means of latches, and once opened
it become a support for ground personnel to reach the upper deck.
A second right hand side maintenance step is optional.
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3 Controls and Indicators of the Door System

3.1 System Controls and Indicators
3.1.1 Crew Alerting System
The crew monitoring and alert system provides information of normal system status and also
alerts the crew in case of abnormal condition. Two Multifunction Displays (MFD) and two
Primary Flight Displays (PFD) are available and provide information about door status.
Specifically the door system information displayed is as follow:
 Pilot and co-pilot door status
 DC external power door status
 AC external power door status
 Left and right cabin door status
 Left and right baggage door status.
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On the Multifunction Display (MFD) at PWR PLANT page, the helicopter door status is
displayed by means of a helicopter silhouette with amber or green lines around corresponding
to the door installation. Whenever a door microswitch detects a door open status, it provides a
signal to the Aircraft and Mission Management Control (AMMC) to alert the crew with an amber
line. The door closed status is shown by a green line.
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3.1.3 Door Indications
1. There are no warning signals generated by the door

system components
WARNING
2. Affected DC power door detected open or not locked
DC EXT POWER
DOOR
3. Affected AC power door detected open or not locked
AC EXT POWER
DOOR
4. Pilot and/or co-pilot door detected open or not locked
COCKPIT DOOR
5. Left and/or right cabin door detected open or not locked
CABIN DOOR
6. Left and/or baggage door detected open or not locked
BAG DOOR
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4 Operation of the Door System

4.1 Pilot and Co-pilot Doors
4.1.1 Pilot and Co-pilot Doors Latching Mechanism
The crew door incorporates two hinge positions and three locking positions. One locking latch is
located on the top edge of the door, one on the bottom edge of the door and the third toward the
lower portion of the door in line with the handle. Internally the door can be opened by pressing
the button located on the handle and turning in a downward motion. Externally the handle must
be lifted and rotated in the upward direction.
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4.2 Cabin Doors

4.2.1 Cabin Doors Latching Mechanism
The lower locking mechanism and its function are:
 If the door is open and/or sliding on the door rails the pin engages the groove of the lower
blocking arm. In this situation handle movements are not possible.
 When the lever engages the cabin door frame lower socket the pin is outside the groove
and the handle can be rotated to close the door.
The central locking mechanism is operated by a rod system connected directly to the door
handle. A dedicated mechanism is included in order to lock the door when fully open. This
mechanism operates on the forward upper trolley. When the pin is engaged the door is locked
open and can only be disengaged by pressing the button located on the internal cabin liner.
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4.3 System Operation

4.3.1 Doors System Operation
The status of all the doors is monitored by microswitches connected together to their relevant
system.
Doors' microswitches are then connected to both AMMC which provide indications and alarms
to the crew.
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Training Course
53 - Airframe Structure

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-53
Table of Contents
Airframe Structure Lesson ..................................................................................................................................1
1 Purpose of the Airframe ...........................................................................................................................1
1.1 Airframe Structure ..........................................................................................................................1
1.1.1 Fuselage .....................................................................................................................................1
2 Architecture of the Airframe .....................................................................................................................2
2.1 Fuselage Architecture .....................................................................................................................2
2.1.1 Fuselage Structure .....................................................................................................................2
2.1.2 Fuselage Materials .....................................................................................................................3
3 Location of the Airframe Components .....................................................................................................4
3.1 Main Cabin Overview .....................................................................................................................4
3.1.1 Main Cabin Overview .................................................................................................................4
3.2 Main Cabin - Canopy Structure ......................................................................................................5
3.2.1 Canopy .......................................................................................................................................5
3.3 Main Cabin - Lower Structure .........................................................................................................6
3.3.1 Nose Avionic Bay........................................................................................................................6
3.3.2 Nose Landing Gear Brackets .....................................................................................................7
3.3.3 Radome ......................................................................................................................................8
3.3.4 Floor Structure and Panels .........................................................................................................9
3.3.5 Frames and Longerons ............................................................................................................10
3.3.6 Belly Panels ..............................................................................................................................11
3.4 Main Cabin - Upper Structure .......................................................................................................12
3.4.1 Frames and Beams ..................................................................................................................12
3.4.2 Cruciform Fitting Joints .............................................................................................................13
3.4.3 Engine Support Panels .............................................................................................................14
3.4.4 Maintenance Footstep ..............................................................................................................15
3.5 Main Cabin - Side Structure .........................................................................................................16
3.5.1 Frames......................................................................................................................................16
3.5.2 Skin Panels ...............................................................................................................................17
3.6 Main Cabin - Fuel Compartment ..................................................................................................18
3.6.1 Fuel Bay....................................................................................................................................18
3.6.2 MLG Backup Structure .............................................................................................................19
3.6.3 Sponson....................................................................................................................................20
3.7 Rear Fuselage Components.........................................................................................................21
3.7.1 Bulkheads .................................................................................................................................21
3.7.2 Roof Beams ..............................................................................................................................22
3.7.3 Sidewalls...................................................................................................................................23
3.7.4 Baggage Compartment ............................................................................................................24
3.7.5 Fittings ......................................................................................................................................25
3.8 Tail Unit Overview ........................................................................................................................26
3.8.1 Tail Unit Overview.....................................................................................................................26
3.9 Tail Unit Components ...................................................................................................................27
3.9.1 STA8701 Frame .......................................................................................................................27
3.9.2 Longerons .................................................................................................................................28
3.9.3 Side, Roof and Belly Panels .....................................................................................................29
3.9.4 IGB and TGB Supports .............................................................................................................30
3.9.5 Fairings .....................................................................................................................................31
3.9.6 Tail Plane ..................................................................................................................................32
3.9.7 Tail Plane Attachments .............................................................................................................33

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Airframe Structure Lesson

1 Purpose of the Airframe
1.1 Airframe Structure
1.1.1 Fuselage
The purpose of the AW189 fuselage is to provide a structure that combines the properties of
strength and aerodynamic design, and to house and accommodate all the flight essential
systems and equipment, passengers and crew.
The fuselage also includes the tail unit which provides aerodynamic stability (vertical stabiliser)
to the aircraft during flight.
The fuselage is divided into three subsystems:
 Main cabin assembly
 Rear fuselage
 Tail unit.
The horizontal stabiliser is included in this module.
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2 Architecture of the Airframe

2.1 Fuselage Architecture
2.1.1 Fuselage Structure
The structure consists of the following:
 Main cabin
 Rear fuselage
 Tail unit.
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2.1.2 Fuselage Materials
The main cabin is constructed of aluminium alloy (including machined main frames) and carbon
fibre/Nomex cored composite side panels.
The rear fuselage is a mixture of composite and metallic materials.
The tail unit is a composite structure.
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3 Location of the Airframe Components

3.1 Main Cabin Overview
3.1.1 Main Cabin Overview
The main cabin refers to the structure forward of the STA6700 joint with the rear fuselage.
The main cabin is constructed of aluminium alloy (including machined main frames) and carbon
fibre/Nomex cored composite side panels.
The main cabin is manufactured in modules and then assembled together in a join jig.
The main cabin includes the following modules:
 Canopy structure
 Lower structure (including the Nose Landing Gear (NLG) backup structure, pilot/co-pilot
and passenger seat installation provisions)
 Upper structure (including the Main Gearbox (MGB) installation provisions and the external
hoist structure)
 Side structure (including four machined side frames and composite sidewall that connect
the upper and lower structure)
 Fuel compartment (including the Main Landing Gear (MLG) backup structure).
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3.2 Main Cabin - Canopy Structure

3.2.1 Canopy
The canopy consists of two half sections (left-hand (LH)/right-hand (RH)) attached to the centre
fuselage at STA2800 and extending forward to STA280.
They are spliced together at BL0.0. The canopy is of composite construction, utilising woven
aramid fibre with Nomex honeycomb cores and carbon fibre tows reinforcing the pilot door
posts.
The canopy provides mounting provisions for the glazing, overhead console
(aluminium/composite part fastened to the interior roof of the canopy), emergency door release
mechanism and pilot door attachments. An external fixed step allows easy boarding and
disembarking of the pilot and co-pilot.
The canopy is designed to carry aerodynamic loads, withstand bird strike and contribute to the
stiffness of the forward fuselage section.
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3.3 Main Cabin - Lower Structure

3.3.1 Nose Avionic Bay
The nose avionic bay support structure is of sheet, machined and sandwich panel metallic
construction, which guarantees electrical bonding and grounding.
The bay accommodates the basic avionics and batteries in two separate avionics bays and
provides provisions for additional avionic equipment.
The basic structure includes two longitudinal keel beams at BL+/-275. These extend from the
forward bulkhead at STA280 to the NLG bracket structure at STA1785 and are designed to
carry the inertia loads resulting from flight and ground manoeuvres.
The keel beams are bridged by the WL1315 horizontal plate located on the aft face of the
STA280 bulkhead which extends to the forward face of the bulkhead at STA1125.
There is also a Kevlar composite bird splitter attached to the forward face of the STA280
bulkhead which is removed when the weather radar is installed.
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3.3.2 Nose Landing Gear Brackets
The NLG brackets (backup structure) have been integrated into the lower floor structure.
Machined aluminium NLG brackets (LH/RH) form part of the STA1785 frame and connect with
the nose avionic bay keel beams and internal longitudinal longerons.
The NLG brackets and main cabin floor structure (aft of STA1785) are designed to carry the
undercarriage and landing loads with the transverse frame at STA1785 distributing the loads to
the four longitudinal longerons.
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3.3.3 Radome
The radome is a composite sandwich panel. It is a single part that is attached and hinged
forward about the STA280 bulkhead. It provides access to the electronic Line Replaceable Units
(LRU) mounted under the radome.
The part is glass fibre composite. The region forward of STA280 is radar transparent. Kevlar is
used for the sealing corner skin reinforcement (to provide lightning protection) and around the
Traffic Collision Avoidance System (TCAS) recess.
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3.3.4 Floor Structure and Panels
The floor structure starts at STA1785 and extends aft to STA5700. The NLG brackets and
interseat console overlap to form the joint to the nose avionic bay at STA1785.
The structure includes the cockpit floor, upon which the interseat console and crew seats are
mounted, and the passenger floor which supports the passenger seats.
Fixed metallic sandwich floor panels are located in the cockpit (between BL +/-275 and BL +/-
950). These are either side of the central carbon fibre composite interseat console support
panel.
Removable floor panels enclose the main cabin floor structure and provide access to the aircraft
systems.The floor panels and supporting structure are designed to carry loads due to the
internal layout and flight and ground manoeuvres. The main cabin floor panels are sized for
crash loads.
Pilot and passenger seats are installed on aluminium rails positioned on the upper skin of the
main cabin floor panels. These can be utilised to accommodate different role fits, including up to
18 passenger seats, up to six stretchers and secured cargo.
Inserts and screws fasten the seat rails to the floor panels. The pilot and co-pilot side-by-side
seat installations include two adjustable crashworthy seats, separated by a central interseat
console.
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3.3.5 Frames and Longerons
The basic underfloor structure configuration consists of five transverse frames (at STA1785,
2800, 3800, 4800 and 5700), and four longitudinal longerons (two internal and two external),
which span the full length of the floor (at BL +/-275 and BL +/-950).
The frame assemblies are primarily machined aluminium alloy construction with some parts
extruded or formed sheet metal.
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3.3.6 Belly Panels
The forward section of the lower floor structure (beneath the pilot floor) comprises three
externally mounted sandwich belly panels (two removable and one fixed with a door).
A single fixed sandwich belly panel is used to cover the aft section of the underfloor structure
(beneath the passenger floor). Structural reinforcements are incorporated where necessary.
All of the panels are aluminium alloy skinned with honeycomb cores.
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3.4 Main Cabin - Upper Structure

3.4.1 Frames and Beams
The upper structure comprises provisions for the MGB, flight controls, systems and optional
equipment (for example hydraulic, air conditioning). It also comprises the fire resistant area,
engine attachments and the Auxiliary Power Unit (APU).
The primary upper structure forms much of the primary load path for the aircraft, carrying loads
from the MGB attachments into the STA3900 and STA5700 frames and BL +/-550 longitudinal
beams.
The primary structure also includes three additional transverse frames at STA6700, STA6400
and STA2800 and two additional longitudinal beams at BL +/-800. The STA6400 frame is
designed to support the engine installation.
Three lower panels (at WL2470), constructed of aluminium alloy skins and honeycomb core,
incorporate a number of access panels for maintenance.
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3.4.2 Cruciform Fitting Joints
Four cruciform fittings join the STA3900 and STA5700 frames with the BL +/-550 beams.
The cruciform fittings are designed to transfer the MGB loads into the upper deck structure.
The frames and beams are machined aluminium alloy.
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3.4.3 Engine Support Panels
The upper deck of the main cabin is located at WL2670 and extends over the entire upper
structure from STA2800 to STA6700.
The deck, between STA2800 and STA5700, is composed of one aluminium alloy sandwich
panel incorporating the MGB installation provisions.
The two fireproof engine support panels, between STA5700 and STA6700, are titanium
construction and incorporate engine support bracket provisions. An aluminium alloy sandwich
panel sits between the titanium panels.
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3.4.4 Maintenance Footstep
A maintenance footstep is installed on the upper deck in front of the main gear box to allow
personnel doing maintenance to stand on without causing damage to the helicopter fuselage.
The maintenance footstep is made by alluminum alloy and permanently fixed to the upper deck
structure by means of screws.
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3.5 Main Cabin - Side Structure

3.5.1 Frames
The cabin side structure consists of four machined aluminium frames (two on each side) and
carbon fibre composite sidewalls. The machined frames are fastened to the upper deck beams
at STA2800 and STA3900.
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3.5.2 Skin Panels
Sidewall skins are of carbon fibre construction with Nomex cores. The sidewalls incorporate
apertures for windows/emergency exits, two rear sliding cabin doors, access doors and
provisions for the fuel system.
Passenger door and kit mounting provisions are provided.
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3.6 Main Cabin - Fuel Compartment

3.6.1 Fuel Bay
The fuel bay is constructed of composite sandwich panels with carbon fibre skins and Nomex
honeycomb cores. Some are removable to enable fuel bladder installation.
A lower composite tunnel acts as the centralised mount for the fuel bay panels whilst also
enabling the various system connections and flying controls to pass from module to module.
Two fuel tanks extend from the upper structure roof panel to two carbon fibre composite fuel
belly panels which house the fuel sumps.
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3.6.2 MLG Backup Structure
The STA5700 frame is machined from aluminium forging with the backup structure consisting of
machined aluminium frames.
The MLG attaches to the STA5700 frame at two locations (WL830 and WL1050). The main strut
pintle attaches to the lower lugs, whilst the oleo and retraction actuator attach to a titanium
forging located on the frame.
The MLG retracts aft into the structure.
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3.6.3 Sponson
A carbon fibre sponson is fixed to each side of the structure in order to provide a better
aerodynamic response to the aircraft in flight and to house the MLG wheel when retracted.
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3.7 Rear Fuselage Components

3.7.1 Bulkheads
The rear fuselage interfaces with the main cabin module at STA6700 where it attaches with a
back-to-back machining and an internal butt strap. This offers a modular construction in order to
ease final assembly.
The rear fuselage terminates at the STA8700 frame, which is carbon fibre composite, together
with four machined aluminium alloy fittings. The joint to the tail unit section is made with four
bolts.
The primary structure is assembled with two carbon fibre composite sidewalls, attached to the
carbon fibre composite bulkheads (at STA7200 and STA8150) and roof beams.
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3.7.2 Roof Beams
The top deck is manufactured from hybrid aluminium alloy skinned, Nomex cored sandwich
panels, except for the sections local to the engine installation, which are titanium skin panels.
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3.7.3 Sidewalls
The composite sidewalls with integral longerons form the primary load path. The core material
for sandwich panel regions is Nomex honeycomb.
The side walls also incorporate "top hat" sections around the baggage door apertures to
increase stiffness.
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3.7.4 Baggage Compartment
The baggage floor and lower panel assemblies are manufactured from aluminium alloy skinned,
Nomex cored sandwich panels, and complement the main load paths by acting as shear panels
across the fuselage.
The rear part of the fuselage includes the baggage compartment bay with cargo tie-down fittings
and two lockable baggage compartment doors on the right and left side, with dimensions of 0.93
m x 1.00 m (37 in x 39 in).
The baggage compartment bay floor resistance is 500 kg/m2 (uniform pressure load), and
provides the following internal dimensions:
 Max length: 3.00 m
 Max width: 1.60 m
 Max height: 1.02 m
 Volume: 3.40 m3
 Floor area: 3.60 m2.
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3.7.5 Fittings
The rear fuselage includes the STA8700 carbon fibre composite frame that forms one half of the
rear fuselage to tail unit joint.
Four machined aluminium alloy fittings transfer the loads from the tail unit into the integral
longerons of the rear fuselage sidewall.
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3.8 Tail Unit Overview

3.8.1 Tail Unit Overview
The tail unit is connected to the rear fuselage at STA8700 by means of four bolts at the frame
corners, and extends to the aft Tail Rotor Gearbox (TGB) fairing at STA14500.
A strake is installed on the left side of the tail unit along the entire length. It improves the
aerodynamic stability and reduces the requirement for tail rotor thrust, therefore requiring less
engine power.
The tail unit is a composite structure and comprises the following:
 Tail unit (primary structure)
 Fairings (secondary structure)
 Tail plane.
The tail plane (or horizontal stabiliser) improves the aerodynamic stability along the pitch axis,
therefore reducing the nose down attitude of the aircraft during cruise.
The vertical fin improves the the aerodynamic stability along the yaw axis.
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3.9 Tail Unit Components

3.9.1 STA8701 Frame
The tail unit includes the STA8701 carbon composite frame that forms one half of the rear
fuselage to tail unit joint.
Four machined aluminium alloy fittings transfer the loads from the rear fuselage into the tail unit
longerons.
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3.9.2 Longerons
The tail unit primary structural parts are mainly built up by the carbon fibre composite upper and
lower longerons, which provide a continuous load path from the STA8700 joint to the fin.
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3.9.3 Side, Roof and Belly Panels
The one piece side, roof and belly panels are sandwich panels with Nomex honeycomb core.
Each composite component is a primary bonded part, joined to the other components using cold
bond adhesive and fasteners.
The fasteners are sufficient to transfer the joint load with no bond.
The belly panel incorporates a manhole aperture to enable installation of electrical equipment
and antennas. The RH fin sidewall incorporates the Intermediate Gearbox (IGB) aperture to
enable maintenance of this part.
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3.9.4 IGB and TGB Supports
The critical parts, including the IGB and TGB supports, are machined from aluminium alloy.
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3.9.5 Fairings
Tail unit is equipped with several fairings designed to provide protection for various structural
parts and systems and for aerodynamic efficiency.
They are fixed to the structure by means of screws.
The fairings are composite sandwich elements with glass and carbon fibre laminate skins and
Nomex honeycomb cores.
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3.9.6 Tail Plane
The tail plane unit is a carbon fibre composite structure.
The wingbox section is comprised of a "N" shaped spar with a lower skin, two (LH/RH) leading
edges and two (LH/RH) trailing edges (composed of two upper and lower panels). The wingbox
section is a sandwich panel with Nomex honeycomb core. The tail plane is enclosed by two
carbon fibre winglets.
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3.9.7 Tail Plane Attachments
The tail plane is connected to the tail unit attachment fittings by means of two forward lugs and
two rearward rods mounted on two titanium attachment fittings fastened to the tail plane spar.
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Training Course
56 - Windows and Canopies

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-56
Table of Contents
Windows and Canopies System Lesson ............................................................................................................1
1 Purpose of the Windows and Canopies System .....................................................................................1
1.1 Windows General ...........................................................................................................................1
1.1.1 Windows .....................................................................................................................................1
2 Windows and Canopies System Architecture .........................................................................................2
2.1 Windows - Flight Compartment ......................................................................................................2
2.1.1 Flight compartment windows ......................................................................................................2
2.1.2 Flight Compartment ....................................................................................................................2
2.2 Windows - Fuselage Compartment ................................................................................................6
2.2.1 Fuselage compartment windows ................................................................................................6
2.3 Windows - Door Windows ..............................................................................................................7
2.3.1 Door windows .............................................................................................................................7
3 Components and Location of the Windows and Canopies System ........................................................8
3.1 Flight Compartment ........................................................................................................................9
3.1.1 Flight Compartment Windows ....................................................................................................9
3.1.2 Upper Transparent ...................................................................................................................10
3.1.3 Windshield ................................................................................................................................11
3.1.4 Lower Transparent ...................................................................................................................12
3.2 Fuselage Compartment ................................................................................................................13
3.2.1 Cabin windows..........................................................................................................................13
3.3 Door Windows ..............................................................................................................................14
3.3.1 Cockpit Door Windows .............................................................................................................14
3.3.2 Cabin Door's Windows .............................................................................................................15
3.3.3 Storm window ...........................................................................................................................16
3.3.4 Storm Window ..........................................................................................................................17
4 Operation of the Windows and Canopies System .................................................................................19
4.1 Emergency Exit Windows .............................................................................................................19
4.1.1 Cabin Emergency Exit Windows ..............................................................................................19
4.1.2 Cabin Emergency Exit Windows ..............................................................................................20

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AW189-AF001-SN-I-56
Windows and Canopies System Lesson

1 Purpose of the Windows and Canopies System
1.1 Windows General
1.1.1 Windows
The purpose of the windows is to protect the crew and the passenger against the relative wind
during the flight and the weather variation. They improve the general design and aerodynamic
of the helicopter. They allow the crew and passenger external visibility. They provide escape in
case of emergency exit and a bird strike protection.
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2 Windows and Canopies System Architecture

2.1 Windows - Flight Compartment
2.1.1 Flight compartment windows
2.1.2 Flight Compartment

The Flight Compartment is composed of:
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The windshield
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The upper transparent
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The lower transparent
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2.2 Windows - Fuselage Compartment

2.2.1 Fuselage compartment windows
There are two not heated flat windows per side in the cabin compartment. They are installed
forward and aft the cabin sliding door.
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2.3 Windows - Door Windows

2.3.1 Door windows
This section is composed by
 Pilot and co-pilot door windows
 Passenger Door Windows
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3 Components and Location of the Windows and Canopies

System
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3.1 Flight Compartment

3.1.1 Flight Compartment Windows
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3.1.2 Upper Transparent
Upper Transparent
The AW189 upper transparencies are of not-heated 4+3 acrylic bi-layer construction. The
installation methods is similar to the windshields.
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3.1.3 Windshield
Windshield
The flight compartment windshield is a not-heated 4+3 acrylic bi-layer assembly fixed to the
canopy in front of pilot and co-pilot by means of screws. All the washers are sealed on the
windshield as well as all the circumference. They are all removable and provide high visibility.
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3.1.4 Lower Transparent
Lower Transparent
The not-heated lower transparencies are manufactured from a polycarbonate mono-layer
construction. They are bolted and bonded to the structure.
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3.2 Fuselage Compartment

3.2.1 Cabin windows
The passenger cabin windows are of not-heated acrylic construction. There are two windows for
each side fixed to the main cabin sidewalls. In the basic helicopter configuration all windows are
installed to be push-out emergency exits. For this reason the seal contains a rubber strip which
can be removed from inside and outside the aircraft to displace the window during emergency
egress.
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3.3 Door Windows

3.3.1 Cockpit Door Windows
The cockpit door windows are of not-heated acrylic construction. The upper transparency is
sealed to the supporting structure. Cockpit door windows includes a hinged opening (storm
window) in the basic configuration.
The upper windows are installed to be push-out emergency exits. For this reason the seal
contains a rubber strip which can be removed from inside the aircraft to displace the window
during emergency egress.
The lower cockpit door windows are sealed and not jettisonable. In the basic helicopter
configuration both are installed to be push-out emergency exits. For this reason the seal
contains a rubber strip which can be removed from inside and outside the aircraft to displace the
window during emergency egress.
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3.3.2 Cabin Door's Windows
The passenger windows are of not-heated acrylic construction. There are 2 windows for each
side installed on the passenger doors. In the basic helicopter configuration both are installed to
be push-out emergency exits. For this reason the seal contains a rubber strip which can be
removed from inside and outside the aircraft to displace the window during emergency egress.
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3.3.3 Storm window
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3.3.4 Storm Window
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The pilot and Co-pilot doors storm windows can be easily opened by means of a latch.
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4 Operation of the Windows and Canopies System

4.1 Emergency Exit Windows
4.1.1 Cabin Emergency Exit Windows
Cockpit Emergency Exit Windows

The cockpit door windows are held in position by means of a seal and a filler around the
complete circumference of the window. Two visible red straps for each windows allow the pilot
and co-pilot to remove the whole filler. Then the window can be pushed outside.
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4.1.2 Cabin Emergency Exit Windows
Cabin Emergency Exit Windows

The cabin windows are installed by means of a seal and a filler around the complete
circumference of the window both inside and outside.
Both filler are attached to a red strap such that the red strap the filler can be easily removed
thus permitting to push the cabin windows out of its seal.
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Training Course
62 - Main Rotor

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-62
62 - Main Rotor
Table of Contents
Main Rotor System Lesson ................................................................................................................................1
1 Purpose of the Main Rotor System..........................................................................................................1
1.1 Purpose of the Main Rotor System.................................................................................................1
1.1.1 Main Rotor System Purpose.......................................................................................................1
1.1.2 Main Rotor System Purpose.......................................................................................................1
2 Main Rotor System Architecture ..............................................................................................................2
2.1 Main Rotor System Architecture .....................................................................................................2
2.1.2 System Architecture - Blades .....................................................................................................3
2.1.3 System Architecture - Rotor Head ..............................................................................................4
2.1.4 System Architecture - Rotating Controls ....................................................................................5
2.2 Main Rotor System Interface ..........................................................................................................6
3 Components and Locations of the Main Rotor System ...........................................................................7
3.1 Main Rotor Blade Components ......................................................................................................7
3.1.1 Introduction .................................................................................................................................7
3.1.2 Main Rotor Blade ........................................................................................................................8
3.1.3 Blade Spar ..................................................................................................................................9
3.1.4 Blade Skins/Trailing Edge ........................................................................................................10
3.1.5 Erosion Shield...........................................................................................................................11
3.1.6 Dynamic Balance Weights........................................................................................................12
3.1.7 Blade Tip Cap ...........................................................................................................................13
3.2 Main Rotor Head Components (A) ...............................................................................................14
3.2.1 Main Rotor Head Assembly ......................................................................................................14
3.2.2 Main Rotor Hub.........................................................................................................................16
3.2.3 Tension Link Assembly .............................................................................................................17
3.2.4 Elastomeric Bearings ................................................................................................................18
3.2.5 Elastomeric Bearing Operation.................................................................................................19
3.2.6 Flapping Limiter and Support ...................................................................................................21
3.2.7 Droop Stop Support and Bracket..............................................................................................22
3.2.8 Sliding Ring...............................................................................................................................23
3.2.9 Pitch Control Lever Assembly ..................................................................................................24
3.2.10 Blade Attachment Pins .......................................................................................................25
3.3 Main Rotor Head Components (B) ...............................................................................................26
3.3.1 Lag Dampers ............................................................................................................................26
3.3.2 Top Conical Ring ......................................................................................................................28
3.3.3 Ring Nut and Pressure Plate ....................................................................................................29
3.3.4 Scissors Attachment Flange .....................................................................................................30
3.3.5 Bottom Conical Ring .................................................................................................................31
3.3.6 Retaining Assembly ..................................................................................................................32
3.3.7 Closure Flange .........................................................................................................................33
3.3.8 Beanie Assembly ......................................................................................................................34
3.4 Rotating Controls, Rotor Shafts/Swashplate Assemblies ............................................................35
3.4.1 Rotating Controls ......................................................................................................................35
3.4.2 Swashplate Assembly ..............................................................................................................36
3.4.3 Stationary (Fixed) Swashplate..................................................................................................37
3.4.4 Spherical Pivot ..........................................................................................................................38
3.4.5 Rotating Swashplate .................................................................................................................39
3.4.6 Duplex Ball Bearing ..................................................................................................................40
3.4.7 Scissor Assembly .....................................................................................................................41
3.4.8 Spherical Bearing Protection ....................................................................................................42
3.4.9 Pitch Link ..................................................................................................................................43
4 Main Rotor System Controls and Indicators ..........................................................................................44
4.1 Main Rotor Indications and Controls ............................................................................................44
4.1.1 Azimuth Sensor ........................................................................................................................44

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5 Operation of the Main Rotor System .................................................................................................... 45

5.1 Warnings, Cautions and Advisories ............................................................................................. 45
5.1.1 Rotor Speed Warning .............................................................................................................. 45

AW189-AF001-SN-I-62
62 - Main Rotor
Main Rotor System Lesson

1 Purpose of the Main Rotor System
1.1 Purpose of the Main Rotor System
1.1.1 Main Rotor System Purpose
1.1.2 Main Rotor System Purpose

The Main Rotor (MR) system converts the power generated by the engines through the Main
Gearbox (MGB) into sufficient lift force to overcome the weight of the aircraft to achieve flight. It
also transmits main rotor flying control inputs to the five Main Rotor Blades (MRB).
The purpose of the MR system is to:
 Provide drive to the blades so that they can generate lift
 Transfer lift and thrust loads from the blades to the airframe
 Allow blade pitch change, lead-lag and flapping movement
 Permit the pilot's control inputs to be transferred to the blades/rotor disk to allow control of
the aircraft.
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2 Main Rotor System Architecture

2.1 Main Rotor System Architecture
The AW189 MR is a five-bladed, fully articulated system with elastomeric bearings that allow
flap, lead-lag and pitch change motions of the blades.
The MR system has a diameter of 14.9m and comprises three different installations:
 Main Rotor Head (MRH) (hub)
 MR controls
 MRB.
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2.1.2 System Architecture - Blades
The MRB installation comprises five blades and the components used to electrically ground the
blades to the hub for electrostatic discharge and lightning strike.
The MR spans from Stn 461 to Stn 7300 with drilled root end lugs located at Stn 520.
There are three aerodynamic profiles distributed along the blade span:
 From Stn 2024 to Stn 6176
 Stn 6730 is the start of the 20° anhedral through to Stn 7300.
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2.1.3 System Architecture - Rotor Head
The MRH assembly connects the hub to the rotor drive mast and provides the connections for
the five rotor blades.
The MR assembly is mainly composed of a titanium and composite hub, composite tension
links, elastomeric bearings, lag dampers and pitch control levers.
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2.1.4 System Architecture - Rotating Controls
The rotating controls are the interface between the fixed part of the flying control system and the
rotating parts of the flying control system (those parts that are fitted to the head). The rotating
controls consist of the fixed and rotating swashplates, the scissor assemblies and the pitch
change links. The rotating controls transfer pilot's control inputs from the fixed controls to the
MRH and the blades.
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2.2 Main Rotor System Interface

The MR system interfaces with these other systems on the aircraft:
 Transmission system
 Flight control system
 Health and Usage Monitoring System (HUMS).
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3 Components and Locations of the Main Rotor System

3.1 Main Rotor Blade Components
3.1.1 Introduction
The AW189 MRB is made predominantly from composite materials with only parts such as the
titanium and nickel erosion shields, balance weights and housing, blade attachment bolt bushes
being metallic.
The five MRB provide the vertical lift components for all altitude/attitude changes and for the
characteristic longitudinal and lateral control. Each blade has three separate regions along its
length (root end, transition and main blade body), each using a different aerodynamic profile.
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3.1.2 Main Rotor Blade
The blades have a complete composite structure with a mix of carbon and glass fibre epoxy
spar. The lay up of the spar is optimised with respect to the aerodynamic properties and
structural requirements. A parabolic tip and anhedral design provide aerodynamic efficiency and
the leading edge is protected by an erosion shield. The trailing edge is a continuous element of
carbon fibre/Nomex construction and the blade is protected against lightning damage from root
to the tip of the blade.
The main components of the MRB are:
 Blade spar
 Blade skins/trailing edge
 Erosion shields
 Dynamic balance weights
 Blade attachment bolts
 Blade tip cap.
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3.1.3 Blade Spar
The spar is the primary structural component of the MRB and as such, it provides the necessary
structural strength and rigidity to react to the aerodynamic loads and centrifugal forces
encountered throughout all stages of flight.
The spar is "D" shaped, consisting of Uni-Directional (UD) carbon and glass laminate in the side
walls and UD carbon and glass fibres in the nose. In the root there is an increased amount of
plies to support the bushings for the attachment pins that connect the blade to the hub. The
spar plies are wrapped externally and internally by ±45° carbon fibres and the centre of the spar
contains a foam core.
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3.1.4 Blade Skins/Trailing Edge
The trailing edge provides the torsional stiffness to the MRB and gives the blade the required
aerodynamic shape.
Bonded to the rear wall of the spar are the upper and lower skins, which extend back to join
together to form the trailing edge. The skins are made of ±45° carbon fibres. In the transition
region between Stn 1100 and Stn 2817, there are several layers of ±13° carbon fibres to diffuse
the load from the trailing edge into the spar and root of the blade. Outboard of Stn 1476 to Stn
5830 there are UD carbon fibres to stiffen the skins for chord bending moment. A honeycomb
core fills the space between the upper and lower skins.
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3.1.5 Erosion Shield
The leading edge of the MRB has an inboard erosion shield, an outboard erosion shield and a
tip erosion shield bonded to it. The inboard erosion shield, which is made from titanium, is
bonded to the spar at the blade root and extends for approximately 50% of the spar's length and
the outboard is the same from this point to the tip erosion shield. The tip erosion shield is made
from electro-formed nickel and is bonded to the tip's extended leading edge.
Titanium butt straps connect the shields and seals the joints between them. Between the
erosion shield and the spar is a layer of woven glass fibre. This layer represents the dummy
heater mat.
The erosion shields protect the MRB leading edge against the erosive effects of particles in the
atmosphere.
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3.1.6 Dynamic Balance Weights
Chord Root Balance Weights

The chord wise weight attachment consists of a forward and aft assembly. Each assembly is
constructed from a woven carbon doubler stack, which receives a pair of steel studs. The stack
is face with woven glass sacrificial plies. These doubler stacks with studs fitted are bonded to
the front and rear of the blade spar at the inboard end.
Span Weight Assembly

The span wise weight assembly is integrated into the spar, centred at Stn 6550. The assembly
consists of an aluminium weight pot, bonded into a machined recess in the top surface of the
spar. Studs to retain both weights and the pot are bonded in place through the bottom of the
spar. The spar is locally thickened to restore the mechanical properties once the recess is
machined.
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3.1.7 Blade Tip Cap
The blade tip cap is bonded to the main blade body and is made from composite materials
comprised of fibreglass outer skins with a honeycomb internal filler. A nickel erosion shield
protects the leading edge section and a rib closes the tip end.
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3.2 Main Rotor Head Components (A)

3.2.1 Main Rotor Head Assembly
The MRH transmits the drive from the main gearbox to the MRB. It also transmits the
aerodynamic loads and centrifugal forces from the MRB to the MR driveshaft. It makes it
possible to change the blade pitch and the flapping and lead-lag movements of the blades.
The MRH assembly consists of:
 Metallic hub with a fail safe capability provided by a graphite strap
 Elastomeric bearings which provide the articulation hinges of the blade
 Composite tension links (carbon fibre) which connect the blade to the hub
 Hydraulic dampers
 Droop stops and sliding ring system
 Blade attachment pins
 Splined drive
 Ring nut and pressure plate
 Upper conical ring
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 Flap limiter assembly
 Pitch control lever assembly
 Scissor attachment flange
 Bottom conical ring.
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3.2.2 Main Rotor Hub
The hub is a daisy shaped construction with a machined titanium core wrapped by a carbon
epoxy winding, which is cured to the hub to provide a secondary load. The centre of the hub is
restrained by a spline to the mast of the main gearbox in order to transmit torque load and has
conical rings reacting the thrust and control forces.
The outer circumference of the hub provides for the mounting of the five elastomeric bearings
and the attachment of one end of the five hydraulic dampers. The elastomeric bearings are the
components that make the blades' torsional movements (pitch change) and the flapping and
lead-lag movements possible.
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3.2.3 Tension Link Assembly
The five tension links, one for each blade, are attached to the hub at their inboard ends, where
the elastomeric bearings are installed. The MRB are attached to their outboard ends. Each
tension link assembly has these primary components:
 Composite tension link
 Elastomeric bearing
 Flapping limiter and stop
 Droop stop support
 Pitch control lever assembly
 Blade attachment pins.
The composite tension link is a lamination of UD carbon fibre strips with external plies of quasi-
isotropic glass fibre. The droop stop support is an aluminium alloy part. A layer of adhesive
compound attaches it to the shoulder of the composite tension link. The four tension link bushes
and the four bushes are interference fits. Four flanged bushes are installed in the holes at the
outboard end of the tension link. These holes are for the installation of the blade pins and the
pitch control lever. The pitch control lever and the droop stop bracket are attached to the tension
link with two bolts, four washers and two nuts which are locked with cotter pins.
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3.2.4 Elastomeric Bearings
There are five spherical elastomeric bearings installed between the tension links and the hub.
Each elastomeric bearing has a centring pin for its correct installation on the hub and are
attached to the support of the inboard end of the tension link with four bolts and four washers.
Each elastomeric bearing has an inner member, an outer member and an elastomeric section at
the centre. The inner member is of aluminium alloy and the outer member is of titanium alloy.
The elastomeric section is a lamination of titanium alloy strips and elastomeric material bonded
together. They provide a resilient connection between the blades and the MRH and they permit
lead-lag, flap and pitch change movement of the blades.
The elastomeric bearings consist of a sandwich of polymer (black) and metal layers. There are
moulded lines that are moulded into the polymer material and they should be continuous. If the
bearing fails the lines appear broken – they will have a "step".
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3.2.5 Elastomeric Bearing Operation
During normal operation of the elastomeric bearings the elastomeric layers will allow the bearing
to distort in the required planes. If an elastomeric layer becomes debonded the layer will slip
and cause the bearing to fail.
Maintenance of the elastomeric bearings is restricted to inspection and replacement. When an

elastomeric bearing is manufactured, the manufacturer builds witness lines that are moulded
into the structure of the bearing. During inspection the witness lines should be examined for
breaks. The witness lines will distort under load, however, there should be no steps or breaks in
the witness lines. Wear within the bearings will often show as a powdery deposit around the
bearings or cracks in the black polymer material. The external surface of the bearing should be
examined for wear. If any damage is found during the inspection of an elastomeric bearing then
reference should be made to the acceptable damage table within the maintenance manual.
 If the bearing is not under load the lines should be continuous and straight. When the
bearing is under load there may be deformation of the lines as shown, however, note they
are still continuous lines.
 If there is a step in the line as shown, then the bond between the layers has failed.
Elastomerics preset to cruise position - under tension at Minimum Pitch On Ground
(MPOG) - unwind on release of hydraulic pressure.
The aircraft is designed to provide optimum performance in the cruise setting. The elastomeric
bearings are therefore set to give the correct blade pitch, for flying at cruise power, with zero
loading on the bearings. When aircraft hydraulic power is available and the flying controls are
moved, the bearings will be placed under load as the blade pitch changes. For example, when
the aircraft is rotors turning on the ground, the collective will be set to MPOG with the bearings
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under a torsional load. Therefore, when the engines are shut down and the hydraulic pressure
dissipates, the forces deforming the elastomeric bearings will be removed. The elastomerics will
then unwind back to their zero stress position - cruise pitch. This causes the collective lever in
the cockpit to rise.
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3.2.6 Flapping Limiter and Support
The flapping limiter support is mounted on the MRH and is connected to the elastomeric bearing
by four bolts. The flapping limiter is attached to a lug on the flapping limiter support by the
flapping limiter pin.
The flapping limiter assembly has the primary function of restricting the MRB flap movement on
the ground. It only restricts the upward flap movement, the downward flap movement is
restricted by the droop stop assembly.
The flapping limiter has a dual purpose. Firstly it provides a limiting stop for the MRB when the
rotor is stopped, or at low rotor rpm. Secondly it allows an increased flap movement at higher
rotor rpm. This is achieved due to the mass of the flapping limiter and a torque spring. As the
rotor rpm increases, the centrifugal force acting on the mass increases until it is able to
overcome the spring force. The flapping limiter can then move to the new position, allowing the
flap angle to increase.
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3.2.7 Droop Stop Support and Bracket
The droop stop bracket is attached to the tension link and pitch lever via two bolts, and the
droop stop support is attached to the elastomeric bearing by four bolts. There is a layer of
adhesive between the support and the tension link. The support and bracket are bolted
together, along with the droop stop plate, by three bolts.
The droop stop assembly has the primary function of restricting the MRB flap movement on
ground. It only restricts the downward flap movement, the upward flap movement is restricted by
the flapping limiter assembly.
When the blade moves downwards, the droop stop plate makes contact with the sliding ring.
The sliding ring is located in a groove on the hub, formed by the scissor attachment flange. The
groove allows the ring to move horizontally.
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3.2.8 Sliding Ring
The sliding ring is installed between the hub and the scissors attachment flange. The sliding ring
has an inner ring, an outer ring and two washers on the top and bottom side of the sliding ring.
The two washers, the inner and outer rings are bonded together with adhesive. The sliding ring
is free to float in the groove of the hub and on the droop stop plates attached to the five tension
links which limit the downward flap motions of the blade on the ground and in flight.
Droop Stop and Sliding Ring Operation

If only one blade moves down (in-flight condition), the limitation is provided by the inner ring
contacting the adapter ring of the hub. When the rotor is stationary, all five blades are in contact
with the sliding ring under their own weight. If one blade moves down (on ground condition),
then the limitation is provided by the opposing two blades reacting to the load.
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3.2.9 Pitch Control Lever Assembly
Five pitch control lever assemblies provide the connection points for the pitch change links and
for the hydraulic dampers. The lever assembly is made from aluminium and is formed with a
central body connected to the tension link. An attachment clevis extends from one side of the
box to provide the connection for the pitch link.
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3.2.10 Blade Attachment Pins
The MRB are attached to the outboard end of the tension link with two pins for each blade.
Each pin is machined to very close tolerances and is hollow. They may contain a number of
weights that are used to dynamically balance the MRH and blades. A stemmed plug seals each
pin and is used to support the balance weights.
The pins are lubricated with a solid lubricant. This lubricant is easily damaged, it is therefore
important that you do not handle the lubricated part of the pin with bare hands, touch the blade
pin assemblies with a cheesecloth.
Note: To ensure balance is not affected during maintenance activities, it is essential that the
blade attachment pins and related parts are replaced in their original positions.
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3.3 Main Rotor Head Components (B)

3.3.1 Lag Dampers
Five lag dampers are connected to the hub and the pitch control levers and each damper
includes an aluminium alloy body which contains a steel cylinder and a piston. The piston can
move in the cylinder between the two chambers which are filled with hydraulic fluid. The piston
has a bypass orifice through which hydraulic fluid can flow between the two chambers. The
steel piston rod has a titanium end with a self-lubricating spherical bearing which attaches the
damper to the pitch control lever. The piston rod end and a Teflon washer are attached to the
pitch control lever with:
 A countersunk washer
 The lag damper bolt
 A washer
 A nut.
The damper also includes a hydraulic fluid reservoir and visual level indicators. The damper
body has two sight glasses positioned 180° apart. These “windows” are in the zone of the
reservoir and can be used to visually check the position of the reservoir piston that corresponds
to the oil charge in the damper. This procedure is made simpler by the presence of a coloured
cylinder that is clearly visible through the sight glass. This cylinder, which is retained by the
reservoir spring, is clearly marked to indicate when the reservoir is full or empty. The damper
body has a fill and bleed plugs and a threaded fitting for the lightning conductor jumper. Each
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lag damper controls the movement of the related MRB in the plane on which the blade turns and
it also sets a limit to the travel of the blade.
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3.3.2 Top Conical Ring
The top conical ring is installed between the mast and the top side of the hub and it is made of
stainless steel alloy. The internal surface of the top conical ring is cylindrical, its external surface
is conical. The top conical ring is installed around the mast and it engages its housing on the top
of the centre hole of the hub and the top edge of the top conical ring has a flange with four lugs
and each lug has a hole with a thread for the installation of an extractor. The top conical ring
attaches the hub to the top end of the mast by twelve bolts.
The top conical ring reacts to the rotor thrust, the control moments and the blade centrifugal
forces which cause shear loads which are transmitted to the mast through the conical ring.
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3.3.3 Ring Nut and Pressure Plate
The hub is retained by a pressure plate and ring nut combination. The ring nut screws down but
does not directly load the upper conical ring. The load on the top conical ring is applied by
twelve bolts that screw through the ring nut and apply a force on the pressure plate to load it
onto the conical ring. The bolts are tightened in cross sequential order to ensure an even
loading on the top conical ring and ring nut combination.
To prevent rotation of the securing ring nut, a blocking ring is part of the assembly. The blocking
ring has keys formed on its inner circumference. These keys locate in keyways cut into the mast
and therefore prevent the ring from rotating. The blocking ring is assembled on top of the ring
nut, and when the pressure bolts are fitted, they pass through the blocking ring, therefore
effectively securing the blocking ring to the ring nut.
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3.3.4 Scissors Attachment Flange
The scissors attachment flange is installed at the bottom of the MRH by four bolts and four
washers and provides the connection between the hub and the rotating scissors. The scissors
attachment flange has two lateral forks for the attachment of the rotating scissors with two
flanged bushes installed in the holes of each of the two lateral forks. The scissors attachment
flange is made of aluminum alloy.
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3.3.5 Bottom Conical Ring
The bottom conical ring is installed between the mast and the bottom side of the hub and is
made of stainless steel alloy. The internal surface of the bottom conical ring is conical and its
external surface is cylindrical. The bottom conical ring is installed around the mast and its
housing is engaged on the bottom of the centre hole of the hub. The bottom conical ring holds
the hub in position on the bottom of the must and is structurally less critical than the top conical
ring, because no rotor thrust is applied on it. The bottom conical ring also transmits the shear
loads from the blades and the hub to the mast.
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3.3.6 Retaining Assembly
To prevent rotation of the securing ring nut, a retaining element forms part of the assembly. The
retaining element is assembled on top of the ring nut, and when the pressure bolts are fitted,
they pass through the retaining element, therefore effectively securing the retaining element to
the ring nut.
The blocking ring has keys formed on its inner circumference which locate in keyways cut into
the mast and therefore prevent the ring from rotating.
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3.3.7 Closure Flange
The closure flange, made of aluminium alloy, is installed on the retaining element of the top
conical ring. This flange has four lugs with holes, and four bolts with washers attach it to the
retaining element. The bolts are locked in pairs with wire and a corrosion inhibitor is applied on
their heads. The cylindrical body of the closure flange has a groove for the installation of a
packing element.
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3.3.8 Beanie Assembly
The beanie is installed on the retaining element of the top conical ring. The beanie is made of
aluminium alloy and its function is to prevent turbulence on the MR and vibrations due to
aerodynamical disturbances.
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3.4 Rotating Controls, Rotor Shafts/Swashplate Assemblies

3.4.1 Rotating Controls
The rotating controls are the interface between the fixed part of the flying control system and the
rotating parts of the flying control system (those parts that are fitted to the head). The rotating
controls consist of the fixed and rotating swashplates, the scissor assemblies and the pitch
change links. The rotating controls transfer pilot's control inputs from the fixed controls to the
MRH and the blades.
The rotating controls consist of:
 Swashplate assembly - which is made up of the fixed and rotating swashplates
 Rotating scissors
 Pitch change links
 Protective covers.
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3.4.2 Swashplate Assembly
The swashplate assembly consists of two swashplates, the upper swashplate is the rotating
swashplate and lower swashplate is the nonrotating swashplate. They are both connected
together and have a duplex ball type bearing between them. The bearings are grease lubricated
and allow the rotating swashplate to rotate around the nonrotating swashplate. The fixed
swashplate is mounted on a central spherical bearing which allows both swashplates to tilt.
The spherical bearing is located on the swashplate guide tube which is part of the main gearbox
and located below the mast.
When the MRH is turning the rotating swashplate turns at the same speed as the head and the
nonrotating swashplate is stationary. When a cyclic control input is made the two swashplates
will both tilt on the spherical bearing. When a collective control input is made the two
swashplates and the spherical bearing will move up and down on the guide tube.
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3.4.3 Stationary (Fixed) Swashplate
The fixed swashplate forms a ring that has three lugs extending from the outer circumference
and the lugs form clevis attachments for the MR flight control servo actuators. The fixed
swashplate has to be located on the Spherical Pivot (sliding bearing) in a way that allows it to
tilt, but not rotate in the horizontal plane. The tilting is allowed by the spherical contour of the
bearing outer circumference. To resist any horizontal rotational forces, two blocks are bolt
attached to the inner circumference of the swashplate.
Due to the spherical contour of the sliding bearing outer surface, the swashplate is fitted using
lower and upper bearing rings. The lower bearing ring is inserted into the inner circumference of
the fixed swashplate and locates on a shoulder. A concave inner surface of the bearing ring
matches with the spherical of the sliding bearing. The swashplate can then be assembled on
the lower end of the sliding bearing. The upper bearing ring has a flange that locates on the top
of the inner circumference of the swashplate, and is retained by bolts. The contoured section of
the ring extends down, with its concave inner surface matching the spherical of the sliding
bearing.
Mounted in the fixed swashplate is a transducer that is used to provide an indication of rotation
between the fixed and rotating swashplate. The transducer screws into the bottom of the
swashplate and extends through it so that the face of the sensor is flush with the upper surface
of the swashplate. The sensing pin for this transducer is mounted in the rotating swashplate.
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3.4.4 Spherical Pivot
The spherical pivot fits on to the top of the main gearbox casing, immediately below where the
rotating mast extends and permits the tilt angle of the two swashplates given by the cyclic pitch
input, and allowing their vertical translation given by the collective pitch input.
The spherical pivot is made from aluminium alloy and can move in the vertical direction along
the surface of contact with the four centring plates bolted on the centring bushing installed on
top of the transmission. The centring plates are coated with a Teflon liner in order to reduce the
wear and friction. The centring plates are also used to react the loads (torque and horizontal
shear) acting on the stationary swashplate as a result of the angles of each servo actuator.
The bearing inner circumference has four raised flattened bosses which locate with the plates
on the casing, therefore providing an essentially square form of location that allows the bearing
to slide vertically on the Teflon liners, while resisting rotational forces. The outer circumference
of the bearing is spherical, therefore providing a contour on which the swashplate assembly can
tilt.
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3.4.5 Rotating Swashplate
Changes in cyclic and collective input from the stationary swashplate are transferred to the main
rotor pitch links via the rotating swashplate.
The rotating swashplate forms a ring that has five lugs extending from the outer circumference.
The lugs form clevis attachments for the pitch change links that are attached to the rotor blades.
The rotating swashplate is attached to the fixed swashplate through a duplex (dual row ball)
bearing. The outer race of the duplex bearing fits on a shoulder of the rotating swashplate.The
inner race of the duplex bearing then fits on a shoulder of the fixed swashplate. The inner race
of the bearing is clamped in position by an inner locking ring. The inner and outer locking ring
are provided with a shim used to preload the duplex bearing.
The main function of the rotating swashplate assembly is to receive control inputs and loads
from the fixed swashplate, and to transfer them to the blades via the five pitch links and pitch
control levers. The rotating swashplate is made from aluminium alloy and is linked to, and
rotates with, the MRH by means of a pair of scissor assemblies.
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3.4.6 Duplex Ball Bearing
The duplex bearing is located between the rotating and stationary swashplate and the function
of the duplex ball bearing is to permit the relative rotation between the two swashplates and to
transmit the loads from one swashplate to the other.
The duplex bearing interfaces between the nonrotating pitch change rod, from the tail rotor
hydraulic servo actuator, and the rotating spider and sliding tube assembly. The bearing outer
race fits inside the end of the sliding tube and locates on an inner flange. When assembled the
inner race of the bearing fits on the pitch change rod, locating on a shoulder formed on the rod.
A securing nut and washer then clamps the inner race to the pitch change rod.
At final assembly of the pitch change mechanism, a special plug (cover) is fitted over the end of
the rod and spider hub. The plug has four holes that match with the spider and sliding tube
holes, therefore a four bolt connection clamps the tube, spider and plug together. An extension
ring section on the plug fits inside the end of the tube. The ring section butts against the outer
race of the duplex bearing to provide an outer location of the race.
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3.4.7 Scissor Assembly
The rotating swashplate is mounted on the fixed swashplate through a double ball bearing that
allows rotation. The rotation is imparted to the rotating swashplate by two scissor links. Each
scissor link comprises two lever arms attached together by a pivot bolt. The free end of upper
lever arm of a link then connects to a clevis lug on the rotor hub. The free end of the lower lever
arm then connects to a spherical bearing, which is attached to the rotating swashplate. In its
operation, the rotation of the hub is translated through the scissor links to drive the rotating
swashplate. The vertical and tilt movements of the complete swashplate assembly, in collective
and cyclic change modes, is allowed by the articulating action of the scissor joint, and by the
spherical bearing at the lower link connection to the rotating swashplate.
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3.4.8 Spherical Bearing Protection
The spherical pivot and the swashplate duplex bearing are protected by being enclosed within a
flexible boot arrangement. A lower boot is attached between the gearbox casing and the fixed
swashplate, and an upper boot is attached at its upper end to the top adapter then fitted to the
bottom of the hub and the lower end to a bottom adapter. It is secured by the same bolts that
clamp the outer locking ring of the ball bearing to the rotating swashplate.
The swashplate boot is made of silicon rubber and protects the swashplate assembly from
water/sand/dust ingress and salt spray contamination.
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3.4.9 Pitch Link
The swashplate collective and cyclic pitch change commands are translated to the five rotor
blades by the pitch links. These are conventional push-pull rods consisting of a central tie-rod
with two elastomeric rod ends, upper and lower. One end of each pitch link connects to the
clevis lugs formed on the outer circumference of the rotating swashplate and the other end
connects to the pitch control lever (blade leading edge) that is part of the MRH.
At the angle between rod ends is a spring pin in the tie-rod of the pitch link. The pitch links are
adjustable in length, which provides adjustment for rotor tracking for each blade and an index
marker is used as a reference for pitch link adjustment which is located on the upper rod end.
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4 Main Rotor System Controls and Indicators

4.1 Main Rotor Indications and Controls
4.1.1 Azimuth Sensor
The Main Rotor Head (MRH) revolution sensor is installed on the fixed swashplate and is used
for the RTB function.
The sensor is basically a magnetic pickup and when the striker passes in front of it, a complete
MRH rotation is detected.
This information is passed to the Aircraft Mission and Management System (AMMS) to match
the vibration level detected with the rotor speed.
Mounted in the fixed swashplate is a transducer that is used to provide an indication of rotation
between the fixed and rotating swashplate. The transducer screws into the bottom of the
swashplate and extends through it so that the face of the sensor is flush with the upper surface
of the swashplate. The sensing pin for this transducer is mounted in the rotating swashplate.
The Azimuth sensor is secured into a recess in the stationary swashplate by two bolts wire
locked together. If both bolts and the wire locking failed the sensor would fall downwards, but
would still be attached by the wiring.
The striker is bolted into a recess in the rotating swashplate by two bolts wire locked together.
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5 Operation of the Main Rotor System

5.1 Warnings, Cautions and Advisories
5.1.1 Rotor Speed Warning
Message Power On AEO Power On OEI/OEI TNG Power Off
ROTOR HIGH NR >105.0% NR >105.0% NR >110.7%

+ Audio Warning
ROTOR LOW NR <99.3% NR <89.3% NR <94.3%

+ Audio Warning
Rotor High
During normal operation, the Cockpit Display System (CDS) processes the rotor speed (NR)
and provides a ROTOR HIGH warning indication as specified in the table.
When the ROTOR HIGH message is displayed, the CDS sends the command to the Aircraft
and Mission Management System (AMMS) for the activation of the relevant aural warning.
Rotor Low
During normal operation, the CDS processes the rotor speed (NR) signal provided by any
Electronic Engine Control Unit (EECU) and provides a ROTOR LOW warning indication as
specified in the table.
When ROTOR LOW message is displayed, the CDS sends the command to the AMMS for the
activation of the relevant aural warning.
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Training Course
63 - Main Rotor Drive

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

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Table of Contents
Main Rotor Drive System Lesson .......................................................................................................................1
1 Purpose of the Main Rotor Drive System ................................................................................................1
1.1 Purpose of the Main Rotor Drive System .......................................................................................1
2 Architecture of the Main Rotor Drive System ..........................................................................................2
2.1 Main Gearbox Architecture .............................................................................................................2
2.1.1 Main Gearbox Architecture .........................................................................................................2
2.2 System Interface (Main Gearbox)...................................................................................................3
2.2.1 Main Rotor Gearbox System Interface .......................................................................................3
3 Components and Location of the Main Rotor Drive System ...................................................................4
3.1 MGB Introduction ............................................................................................................................4
3.1.1 Introduction and Overview ..........................................................................................................4
3.1.2 Main Rotor Gearbox Schematic .................................................................................................5
3.2 ECU/Couplings ...............................................................................................................................6
3.2.1 Engine/Gearbox Coupling Overview ..........................................................................................6
3.2.2 Engine Driveshafts .....................................................................................................................7
3.2.3 Gimbal Assembly ........................................................................................................................8
3.2.4 Flexible Coupling ........................................................................................................................9
3.2.5 Torque Tube .............................................................................................................................10
3.2.6 Crossheads...............................................................................................................................11
3.3 Main Gearbox Input Modules .......................................................................................................12
3.3.1 Gearbox Input Modules ............................................................................................................12
3.4 Freewheel Assembly ....................................................................................................................14
3.4.1 Freewheel Assembly ................................................................................................................14
3.4.2 Freewheel Operation ................................................................................................................15
3.5 Gearbox Main Module ..................................................................................................................16
3.5.1 Gearbox Main Module ..............................................................................................................16
3.6 Gearbox Upper Module ................................................................................................................18
3.6.1 Gearbox Upper Module ............................................................................................................18
3.7 Main Gearbox Drive Pinions and Gears .......................................................................................19
3.7.1 Drive Quills Overview ...............................................................................................................19
3.7.2 Pump Drive Quills .....................................................................................................................20
3.7.3 Optional Kit Drive Quill .............................................................................................................21
3.7.4 Cooling Fan Drive Quill .............................................................................................................22
3.7.5 Tail Rotor Drive Quill ................................................................................................................23
3.8 Mounts/Attachments .....................................................................................................................25
3.8.1 Mounts and Attachments Overview ..........................................................................................25
3.8.2 Anti-torque Beam ......................................................................................................................26
3.8.3 Support Rods ............................................................................................................................27
3.8.4 MGB Drains ..............................................................................................................................28
3.9 Oil Lubrication System..................................................................................................................30
3.9.1 Oil Lubrication System Overview..............................................................................................30
3.9.2 Oil Pumps .................................................................................................................................31
3.9.3 Oil Filter ....................................................................................................................................32
3.9.4 Oil Jets ......................................................................................................................................33
3.9.5 MGB Bearings ..........................................................................................................................34
3.10 MGB Oil Cooler Assembly ............................................................................................................35
3.10.1 MGB Oil Cooler Assembly Overview .................................................................................35
3.10.2 Oil Cooler ...........................................................................................................................36
3.10.3 Oil Cooler Fan and Duct.....................................................................................................37
3.10.4 Oil Cooler Exhaust Duct .....................................................................................................38
4 Main Rotor Drive System Controls and Indicators ................................................................................39
4.1 System Controls and Indicators (1) ..............................................................................................39
4.1.1 Primary Components ................................................................................................................40
4.1.2 Visual Oil Level Indicator ..........................................................................................................42
4.1.3 Input Module Indicators ............................................................................................................43

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4.1.4 Oil Pressure Sensor ................................................................................................................. 44

4.1.5 Oil Temperature Switch ........................................................................................................... 45
4.1.6 Oil Temperature Sensor........................................................................................................... 46
4.1.7 Magnetic Chip Detectors.......................................................................................................... 47
4.1.8 Chip Detector Power Module ................................................................................................... 49
4.2 System Controls and Indicators (2) ............................................................................................. 50
4.2.1 Oil Filter Differential Pressure Transducer............................................................................... 50
4.2.2 MGB Low Oil Level Switch ...................................................................................................... 51
4.2.3 Nr Sensors ............................................................................................................................... 52
4.2.4 Cockpit Displays ...................................................................................................................... 53
4.2.5 Main Rotor Drive Warnings ...................................................................................................... 54
4.2.6 Main Rotor Drive Cautions ....................................................................................................... 55
4.2.7 Main Rotor Drive Cautions ....................................................................................................... 56
5 Operation of the Main Rotor Drive System ........................................................................................... 57
5.1 Oil Lubrication System Operation ................................................................................................ 57
5.1.2 Oil Lubrication Malfunctions ..................................................................................................... 59
5.1.3 Emergency Oil System ............................................................................................................ 61
6 Maintenance Data ................................................................................................................................. 62
6.1 Leading Particulars ...................................................................................................................... 62
6.1.1 Leading Particulars Oil System ................................................................................................ 62
6.1.2 Power Ratings MGB Input ....................................................................................................... 63
6.1.3 Power Ratings - Tail Output ..................................................................................................... 64
6.1.4 Rotational Speed Limitations ................................................................................................... 65
6.1.5 Main Gearbox Speeds ............................................................................................................. 66
7 Purpose of the Rotor Brake System ..................................................................................................... 67
7.1 Purpose of the Rotor Brake ......................................................................................................... 67
7.1.1 Purpose of the Rotor Brake ..................................................................................................... 67
7.2 Rotor Brake System Architecture ................................................................................................ 68
7.2.1 Installation ................................................................................................................................ 68
7.2.2 System Interface ...................................................................................................................... 69
8 Components and Location of the Rotor Brake System ........................................................................ 71
8.1 Rotor Brake System Components ............................................................................................... 71
8.1.1 Rotor Brake Control Lever ....................................................................................................... 71
8.1.2 Rotor Brake Control Module .................................................................................................... 72
8.1.3 Rotor Brake Reservoir Assembly............................................................................................. 73
8.1.4 Rotor Brake Assembly ............................................................................................................. 74
8.1.5 Rotor Brake Disc ...................................................................................................................... 76
8.1.6 Rotor Brake Actuator Assembly ............................................................................................... 77
8.1.7 Rotor Brake Control Box .......................................................................................................... 78
8.1.8 Pipelines .................................................................................................................................. 79
9 Rotor Brake System Controls and Indicators........................................................................................ 80
9.1 Rotor Brake Indications................................................................................................................ 80
9.1.1 Primary Flight Display .............................................................................................................. 80
9.1.2 Rotor Brake Pressure Indicator ............................................................................................... 81
10 Operation of the Rotor Brake System ............................................................................................... 83
10.1 Rotor Brake Normal Operation .................................................................................................... 83
10.1.1 Rotor Brake Operation Overview ...................................................................................... 83
10.1.2 In Flight .............................................................................................................................. 84
10.1.3 On the Ground ................................................................................................................... 85
10.1.4 On the Ground (Braking) ................................................................................................... 86
10.1.5 Parking Operation ............................................................................................................. 87
10.1.6 On the Ground (Parking) ................................................................................................... 88
10.1.7 On the Ground (Brake Release)........................................................................................ 89
10.1.8 Rotor Brake Limitations ..................................................................................................... 90
10.1.9 Rotor Brake Electrical Schematic ...................................................................................... 91

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10.2 Rotor Brake Failure Operation......................................................................................................92

11 Maintenance Data ..............................................................................................................................93
11.1 Maintenance Information and Data (Rotor Brake)........................................................................93
11.1.1 Environmental Conditions ..................................................................................................93
11.2 Leading Particulars .......................................................................................................................95
11.2.1 Functional Characteristics ..................................................................................................95

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Main Rotor Drive System Lesson

1 Purpose of the Main Rotor Drive System
1.1 Purpose of the Main Rotor Drive System
The purpose of the Main Rotor (MR) drive system is to provide:
 The mechanical power transfer from the engines to the rotors (main and tail) at the required
speed
 The mechanical power transfer to the accessories driven by the Main Gearbox (MGB) at
the required speed (for example hydraulic pumps, aircraft generators)
 The transfer of the Main Rotor Head (MRH) loads to the structure
 Providing the support for the servo actuators
 The freewheeling of the rotors in case of engine stoppage or shutdown to allow the MGB to
rotate
 The support of the rotor brake disc.
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2 Architecture of the Main Rotor Drive System

2.1 Main Gearbox Architecture
2.1.1 Main Gearbox Architecture
The MR drive system is a complex engineering solution however it can be described as being
broken down into the following main areas:
 Drive input modules including engine driveshaft
 MGB main module
 Upper module
 Drive outputs
 Mounts and attachments
 Rotor brake.
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2.2 System Interface (Main Gearbox)

2.2.1 Main Rotor Gearbox System Interface
The MR drive system interfaces with the following aircraft systems:
 Engine system
 Tail rotor drive system
 Rotor brake system
 Health and Usage Monitoring System (HUMS)
 Electrical power system
 Avionic system
 Flying controls
 Hydraulic system.
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3 Components and Location of the Main Rotor Drive System

3.1 MGB Introduction
3.1.1 Introduction and Overview
The MGB is an aluminium case containing a number of gears, shafts and bearings. The MGB
also contains an integral forced oil lubrication system with oil pumps, filters and a cooling circuit
for temperature/filtration control.
The MGB is the main component that converts drive from the two engines (21420 rpm) into
drive to the MR, tail rotor drive system and accessories (various). This conversion includes
changing the rotational speed, axis of rotation and direction of rotation. The accessories include
hydraulic pumps, oil cooler fan and optional aircraft generators.
Reduction and speeds:
 First stage reduction is carried out in the input stage via a spiral bevel gear arrangement
 Second stage reduction is also a spiral bevel gear
 Third stage reduction is an epicyclical planetary reduction.
The MGB is tilted 4° forward compared to the horizontal. The tail rotor drive output drives the
Tail Rotor Driveshaft (TRDS) at 4441 rpm.
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3.1.2 Main Rotor Gearbox Schematic
Reduction and Speeds

First stage reduction is carried out in the input stage via a spiral bevel gear arrangement. The
second stage reduction is also a spiral bevel gear. The third stage reduction is an epicyclical
planetary reduction. The Main Rotor mast rotates at 290.45 rpm. The MGB is tilted 4° forward
compared to the horizontal. The tail rotor drive output drives the Tail Rotor Driveshaft (TRDS) at
4441 rpm.
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3.2 ECU/Couplings
3.2.1 Engine/Gearbox Coupling Overview
The engine/gearbox coupling subsystem includes the equipment connecting each individual
engine to the MGB. Each engine has its own independent but identical coupling arrangement to
the MGB left input module or right input module.
Each coupling includes a driveshaft, torque tube and a gimbal assembly. The functions of the
coupling assembly are:
 Provide drive from the engines to the MGB
 Provide means to disconnect the drive from the engine(s)
 Provide containment of high energy fragments caused by a failure of the engine driveshaft
 Provide means to react to engine torque loads
 Provide means of allowing for angular misalignment in the engine to MGB drive train.
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3.2.2 Engine Driveshafts
Power is transmitted from the two General Electric (GE) CT7-2E1 engines to the main
transmission input gearboxes via engine input shafts. The function of the input shaft is to
transmit power and motion from the engine output spline to the MGB first reduction stage.
The MGB assembly is driven by the two engines placed horizontally at 1150 mm parallel
spacing and rotating at 21420 rpm. The rotating torque load from the engine to the MGB is
driven by the engine shaft and the engine shaft is placed inside the gimbal and it is provided
with a flexible coupling capable of accommodating both angular and axial misalignment.
The engine shaft is a two-piece component including a steel splined section bolted together with
a titanium part by means of six bolts and self-locking nuts. Lubrication of the splined connection
is maintained by two O-rings and helps with any longitudinal movement during operation.
The tubular section connecting the flexible coupling to the engine is enclosed inside the gimbal
that is a titanium part of about 3.5 mm minimum thickness.
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3.2.3 Gimbal Assembly
Each engine is connected to the related MGB input module by the gimbal assembly. The gimbal
assembly transmits part of the engine inertial loads (mainly torque and axial) to the MGB and
compensates for any angular misalignment between the engine and the MGB.
Both the torque tube and the gimbal coupling have two lugs 180° apart and are bolted to the
crosshead with the lugs 90° apart. Bushes within the connections to the crosshead allow for
some misalignment. The outer gimbal assembly consists of three main parts:
 An engine output torque tube secured to the engine casing
 The crosshead
 The MGB input module gimbal coupling assembly.
The gimbal assembly components are made of titanium and the MGB gimbal support is a
machined part of about 5 mm minimum thickness reworked from a forging of titanium alloy. The
flexible coupling (the most highly stressed section of the shaft) is inside the crosshead which is
a titanium ring (1.5 mm minimum thickness). The tubular section connecting the flexible
coupling to the engine is enclosed inside the gimbal and is a titanium part of about 3.5 mm
minimum thickness.
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3.2.4 Flexible Coupling
A flexible coupling absorbs angular and axial misalignment and relative displacements under
flight loads. It is the most highly stressed section of the shaft located inside the crosshead and is
a large titanium ring of 1.5 mm minimum thickness.
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3.2.5 Torque Tube
The steel torque tube provides a front support mount for the engine. It is connected to the
engine casing at one end by a flange, and through a steel crosshead to the gearbox input
module at the other. An extension from the input module casing is shaped to give two mounting
lugs at 180° apart.
In case of failure of the engine shaft and coupling, the torque tube contains the shaft to prevent
centrifugal impact to nearby components. The front of the torque tube is shaped similar to the
input module casing to provide a second pair of mounting lugs. When assembled through the
crosshead the torque tube lugs are positioned between the input module lugs to give a lug
spacing of 90°.
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3.2.6 Crossheads
The steel crosshead is positioned at the plane of the mounting lugs and connected to each of
the four mounting lugs with a bolt and barrel nut. Each connection to the crosshead includes a
special bushing that is of steel and rubber to provide some flexibility in the connection.
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3.3 Main Gearbox Input Modules

3.3.1 Gearbox Input Modules
The primary components of each module are:
 Housing and cover
 Gimbal
 Input flange
 Input pinion, the gear and their ball and roller bearings
 Freewheel unit and its input and output ball bearings.
The input module is driven by the engine output shaft at 21420 rpm and the unit changes the
axis of rotation and provides the first stage of speed reduction via spiral bevel gears. The unit
also contains a sprag type freewheel unit in both input modules which allows the MGB to
overspeed an engine and still maintain drive to the accessories. The left and the right input shaft
modules are installed on the related side of the MGB, with each module attached to the main
casing. The components are the same in either but for the purpose of instruction, the left input
module will be used.
The input modules form part of the distribution network of the MGB oil system in which the input
module retains a small local reservoir that is normally recharged by the system to provide oil to
the gear mesh engagements and bearings. The input housing is an aluminium alloy casting and
contains the components that turn (first reduction stage), along with providing support to the
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lubrication jets.
The input flange receives the torque from the engine driveshaft and transmits it to the input
pinion. The input flange has internal splines and is installed on the splined end of the input
pinion. A duplex ball bearing and a roller bearing hold the input pinion and let it turn. The input
pinion engages the gear. Ball and roller bearings hold the gear. Six oil jets are installed in each
input shaft module. They lubricate the pinion, the gear and the related bearings and are fed by
internal pipes from the MGB case.
There is also an emergency oil lubrication reservoir attached to the top face of the input module.
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3.4 Freewheel Assembly

3.4.1 Freewheel Assembly
There are two nonactuated freewheel units in the transmission system which are located in the
input module, one each side, and are of a sprag type unit.
Freewheels enable the movement to be transmitted only in the engine to MR direction. There
are two freewheels, one for each input module. There are two possible conditions:
 Freewheel engaged - rollers are caught between the input shaft (engine shaft) and the
MGB output shaft that remains driven
 Freewheel disengaged (autorotation or one engine failed) - the output shaft which is driven
by the rotor (or by the second engine) frees the rollers. The freewheel acts as a bearing
and the (failed) engine is not driven.
For maintainability reasons the freewheel units are easily accessible for inspection or
replacement on the aircraft, without necessitating any major disassembly of adjacent
systems/components.
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3.4.2 Freewheel Operation
When both engines are operating, the Left-hand (LH) and the Right-hand (RH) freewheels are
engaged and the MR (and accessories) and tail rotor are driven. In autorotation both freewheels
are disengaged. The tail rotor and the accessories are driven by the MR.
The freewheel unit is of the sprag type and centrifugal force operates it. As the engine speed
increases from start idle, the sprags engage with the outer surface, providing drive into the MGB
itself. It is installed between the pinion gear and the MGB input shaft. The freewheel has two
ball bearings that hold it and let it turn. The freewheel is lubricated through an oil jet mounted on
the end cover.
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3.5 Gearbox Main Module

3.5.1 Gearbox Main Module
The main module of the MGB is an aluminium casting and contains the collector gear and
provides the mounts/attachment points externally for various components. The collector gear
engages the five planetary gears (third stage of reduction) that drive the MR mast with a ball
bearing and a roller bearing which hold the mast and allow rotation.
The main components of the main module are:
 Front face
o No. 1 and No. 2 hydraulic pumps
o A/C generators (option)
o No. 4 hydraulic pump
o Forward servo
o Oil system drain
o Rotor speed sensor
o Low-level oil sensor
o Oil level sight glass
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 Rear face
o Tail rotor drive
o Oil cooler and fan assembly
o Oil lubrication pumps
o Magnetic chip detectors
o Left and right servos.
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3.6 Gearbox Upper Module

3.6.1 Gearbox Upper Module
The upper module of the MGB holds the planetary gears and the MR mast. This module is
installed on the main case of the gearbox with washers and nuts which attach it to the studs of
the main case.
The case is a machined aluminium casting and in the walls of the case there are the oil ducts for
the lubrication of the components. Four fittings are installed on the upper module which are the
attachments of the four rods of the MGB.
The primary components of the upper module are:
 Case
 Mast planetary assembly
 Planetary gear assembly.
There are sensors/components installed on the upper module which are:
 Gearbox support rod brackets
 Oil filler point
 Rotor mast chip detector.
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3.7 Main Gearbox Drive Pinions and Gears

3.7.1 Drive Quills Overview
The main rotor gearbox has numerous accessories fitted which are driven by quill drives. They
take the drive from various locations in the reduction stages of the geartrain.
The gearbox contains the following quill drives:-
 Pump Drive Quills x 3
 Optional Kit Drive Quills x 2
 Cooling Fan Drive Quill
 Tail Rotor Drive Quill
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3.7.2 Pump Drive Quills
Three pump drive quills are installed on the MGB. One is installed on the left side of the main
case, the second on the right side, in a symmetrical position and the third is installed in the front
of the MGB. These pump drive quills have almost the same shape, components and
configuration.
The primary components of the drive quill are:
 Case
 Pinion
 Flanged bearing
 Retaining ring, locknut and lock washer
 Seal cover
 Lip seal.
The pinion has internal splines that engage the external splines of the pump driveshaft. The
flanged bearing, with two rows of balls, and a flange, with three attaching holes, hold the pinion.
Three nuts and three washers attach the flange to the pump case. The retaining ring, the
locknut and the lock washer hold the drive quill in position in the MGB.
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3.7.3 Optional Kit Drive Quill
Optional Kit Drive Quill

The Optional Kit Drive Quillis are installed in the front of the main case of the gearbox.
The primary components of the Optional Kit Drive Quill are:
 Case
 Pinion
 Flanged bearing
 Locknut, lock washer and retaining ring.
The collector gear of the MGB drives the pinion of the drive quill. The pinion has internal splines
at the other end. The external spines of the optional kit driveshaft engage the internal splines of
the spiral bevel gear. The flanged bearing, with two rows of balls, and a flange, with three
attaching holes, hold the pinion. Three nuts and three washers attach the flange to the case. A
retaining ring, locknut and a lock washer hold the drive quill in position in the MGB.
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3.7.4 Cooling Fan Drive Quill
The fan drive quill is installed in the rear of the MGB, just before and in the upper position of the
tail rotor drive quill.
The primary components of the fan drive quill are:
 Pinion
 Flanged bearing
 Locknut, lock washer and retaining ring.
A gear, installed on the tail rotor drive quill, engages the pinion and turns the fan drive quill. The
flanged bearing, with two rows of balls, and a flange, and three attaching holes, hold the pinion.
Three nuts and three washers attach the flange to the MGB. The retaining ring, the locknut and
the lock washer hold the fan drive quill in position in the MGB.
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3.7.5 Tail Rotor Drive Quill
The tail rotor drive quill is installed in the rear of the MGB.
The primary components of the tail rotor drive quill are:
 Rotor brake case
 Pinion
 Gear
 Flange
 Roller bearing
 Flanged bearing
 Seal case
 Lip seal
 Locknuts, lock washers and retaining rings.
The pinion engages the collector gear (second reduction stage) and drives the tail rotor shaft. A
gear, installed on the pinion, drives the fan drive quill. The flanged bearing, housed in the rotor
brake case, and the roller bearing, housed in the main case, hold the pinion. The flange, internal
splined, engages the external spline of the pinion. The flange is the connection point of the rotor
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brake disc. The internal spline of the pinion engages the sliding adapter that drives the tail rotor
shaft. The retaining rings, the locknuts and the lock washers hold the pinion and the gear in
position.
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3.8 Mounts/Attachments
3.8.1 Mounts and Attachments Overview
The mounting and support installation comprises an anti-torque beam that connects to the
bottom of the MGB, and four rods that connect between the MGB upper casing and central
fuselage. The function of the mounting installation is to secure the MGB to the airframe,
preventing vertical and rotational movement and absorbing the torque/lift loads.
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3.8.2 Anti-torque Beam
The anti-torque beam connects the lower part of the MGB to the fuselage structure and is made
of aluminium alloy. The anti-torque beam prevents any angular displacement induced by the MR
rotation. The anti-torque beam has twenty-four holes for connection to the MGB and four holes
with bushings for connection to the structure.
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3.8.3 Support Rods
The mounts/attachment brackets and load carrying members are for supporting the MGB and
transferring the rotor lift load to the airframe.
There are four rods at each corner of the MGB linking the MGB outer case to hard points on the
upper structure of the rotorcraft lift frame, preventing any vertical or longitudinal movement.
The support rods are made from stainless steel and the ends of the rods are shaped like a fork.
Each prong of the fork has a hole, and each hole contains a bush. Each rod end is attached to
the related fittings with a bolt, a countersunk washer, two washers, a nut and a cotter pin.
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3.8.4 MGB Drains
Drainage provisions have been installed to collect the transmission oil in case of oil leakage
through the MGB dynamic seals or spillage during the oil re-filling procedure.
The main drainage areas are:
Input module input driveshafts seals - Dedicated drains are provided for the collection of any
oil seepage past the two Input module input driveshafts seals and only allow this oil to be
included within the drain pipes. They pass aft through the upper structure (below the engine
bays) and down through ducting on both sides of the rear fuselage behind the cabin interior trim
panels. Any collected oil is expelled overboard from the lower fuselage surfaces away from the
engine bays, air intakes and hot exhaust pipes.
Oil Cooler Fan and Tail Rotor Drive Adaptor shaft seals - Any oil seepage passing the Oil
Cooler Fan and Tail Rotor Drive Adaptor shaft seals pass to the aft of the MGB and ensure any
seepage is emptied into one of the Upper Deck Water drains. Any collected oil is then expelled
overboard via the lower fuselage.
MGB Oil Filler Collector/Oil Filler Cap - A drain is provided for the collection of any oil spillage
from the MGB servicing task. The MGB Oil Filler Collector, (surrounding the Oil Filler Cap)
drains into the drain pipe which is then routed to one of the upper deck water drains. Any
collected oil is then expelled overboard from the lower fuselage.This drain pipe is a rubber hose
press fitted onto the collector cup and secured by a hose clip.
Fan Exhaust Duct - The composite Exhaust Duct is secured to the fan outlet and contains a
water drain at the lowest point to drain out any captured rain water from either the duct outlet or
the oil cooler inlet. The duct drain is in the shape of a sump at the lowest point. which then
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expels the water into the top deck water drains.
The drain pipes above the deck interface are made from titanium, whereas the drain pipes
below the upper deck connection are manufactured from anodised aluminium.
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3.9 Oil Lubrication System

3.9.1 Oil Lubrication System Overview
The oil system consists of two oil pumps, pressure regulating and check valves and an oil cooler
assembly (filter with bypass, oil/air heat exchanger and a mixed flow fan).
Oil ducts are cored in the MGB housings to distribute the oil around the MGB. The oil ducts
supply the oil to a number of directional jets, each aimed at gear wheels and bearings and each
fitted with an internal filter screen.
For preflight inspection and maintenance between flights, an oil level sight glass and low‐level
switch give an indication of the MGB oil level. With the MGB running, sensors generate signals
used to give condition information on the oil system.
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3.9.2 Oil Pumps
There are two positive displacement pumps which are driven by the MGB to provide pressurised
oil around the MGB. They are mounted on pads slightly lower but on each side of the tail take-
off unit.
The oil is drawn from the sump. The output from each pump passes through a Pressure
Regulating Valve which maintains a maximum outlet pressure of 9.35 Bar (135.6 psi) at 60 l/min
by bypassing excess oil back to the sump
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3.9.3 Oil Filter
The oil filter is part of the oil cooler assembly and is fitted to the gearbox upper casing and the
cooler matrix. The whole oil filter assembly is made up from the following components:
 A 10 micron disposable filter element sitting within the oil filter housing (the housing is a
machined housing that is part of the oil cooler mounting flange machining)
 A check valve fitted to the oil filter housing to prevent drainage of system oil when either the
filter head or the filter element is removed from the oil filter housing
 A filter head including the following devices:
o A mechanical bypass valve to the allow the oil to bypass the filter in the event the filter
element is clogged (cracking pressure is a differential between inlet and outlet of 1.70
± 0.20 Bar and resets at 1.40 Bar)
o An analogue electrical differential pressure transducer
o A drain plug that allows oil drainage from the oil filter head before maintenance.
All of the oil output from the two MGB oil pumps is brought into a single lubrication circuit and
passes through the oil filter and distributed on to the oil cooler.
When the filter is clogged, the oil bypass valve opens to allow filter bypass and a pop-up rises
as an external indication visible during maintenance inspection. The oil flows through the
cylindrical disposable filter element from the outside to the inside, and from there flows out of
the oil filter housing.
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3.9.4 Oil Jets
Oil ducts are cored in the MGB housings to distribute the oil around the MGB. The oil ducts
supply the oil to a number of directional jets, each aimed at gear wheel and bearings features
and each fitted with an internal filter screen. Oil jets of different sizes are used to target the
gears and bearings with the correct position and flow of oil. The jets contain filters that can be
removed, inspected, cleaned and refitted from the outside of the MGB.
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3.9.5 MGB Bearings
The main bearings within the MGB are held within the following six areas:
 Input stage engine 1 - three roller bearings, two ball bearings
 Input stage engine 2 - three roller bearings, two ball bearings
 Second stage pinion engine 1 - one triplex ball bearing, two roller bearings and one ball
bearing
 Second stage pinion engine 2 - one triplex ball bearing, two roller bearings and one ball
bearing
 Tail take-off - one roller bearing, one ball bearing
 MR mast - one roller bearing, one ball bearing.
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3.10 MGB Oil Cooler Assembly

3.10.1 MGB Oil Cooler Assembly Overview
The MGB oil cooling system incorporates the following main components:
 A cooling fan assembly (including the cooling fan and its own driveshaft)
 An oil cooler assembly (including both the oil cooler and the thermostatic valve)
 A connecting cooling duct to collect the air flow from oil cooler to the cooling fan.
The MGB oil cooler provides the support for a filtering system (anti-spill valve, filter cartridge
and filter head with differential pressure monitoring) and monitoring system sensors
(temperature/pressure sensors and switches).
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3.10.2 Oil Cooler
The oil cooler is equipped with an extended thermal exchange surface to improve, as much as
possible, the heat rejection rate with minimised overall dimensions and weight. The oil cooler is
an aluminium alloy countercross flow type compact heat exchanger which is designed for a
single pass of the cooling air and double pass of the hot oil.
The oil cooler is equipped with a thermal/pressure bypass valve (disposal type). The
thermal/pressure bypass valve is capable to rapidly increase the oil temperature up to the
operating rangeby modifying the oil flow through the cooler (opening or closing the bypass duct
under certain inlet oil temperature or differential pressure conditions).
Normal Operation
Lube oil circulates from the hot inlet through the oil filter seat and then spreads along the core
matrix by means of a collector. The outlet flow is then collected from the matrix to a chamber
where the sensors are positioned to measure oil temperature and pressure for monitoring
system.
Pressure Relief Valve Operation

Oil flows through the matrix core and air is forced past the matrix to provide cooling to the oil.
Below a threshold temperature and above a threshold differential pressure, the thermostatic
pressure relief valve will cause the oil to bypass the cooler matrix. Bypassing the cooler below
the threshold temperature allows the oil to get to temperature as quickly as possible after start-
up. If the cooler matrix becomes blocked and the difference between the inlet and outlet
pressure exceeds the threshold then the cooler is bypassed to maintain the oil supply to the
gearbox.
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3.10.3 Oil Cooler Fan and Duct
The oil cooling fan is a mixed flow (centrifugal and axial) cooling fan and is driven from the MGB
via a splined adapter and quill shaft. To prevent damage to the MGB, in the case of fan seizure,
there is a shear section of the driveshaft.
The interconnecting duct is installed to duct the outlet air from the fan to pass through the oil
cooler matrix and cool the oil flowing through the matrix. Two struts are fitted between the oil
cooler and the oil cooler fan.
There are two support struts are fitted between the oil cooler and the oil cooler fan.
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3.10.4 Oil Cooler Exhaust Duct
A composite Fan Exhaust Duct, attached to the oil cooler fan exhaust flange, directs the warm
air from the oil cooler overboard.
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4 Main Rotor Drive System Controls and Indicators

4.1 System Controls and Indicators (1)
The MGB incorporates a set of devices to monitor its functions and conditions, and provides an
indication of their status to either the operating or maintenance crew. These items are hard
mounted (except for the power module) to the MGB case. The indicating subsystem is also
critical in supporting the CAT A operating requirement for 30 minutes of safe operation after
flight crew are aware of the system failure or loss of oil.
The functions of the MGB indication system are:
 Provide visual indication of the MGB oil level
 Provide monitoring of the MGB oil pressure
 Provide monitoring of the MGB oil temperature
 Provide monitoring of the MGB oil filter function
 Provide low MGB oil level warning
 Provide NR indication to other aircraft systems (Electronic Engine Control Units

(EECU)/avionic)
 Provide chip detection/burning capability.
The transmission systems are monitored with chip detectors, oil level, oil pressure and oil
temperature indicators as well as Crew Alerting System (CAS) warning and caution messages
to inform the pilot of the operating condition of the system.
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4.1.1 Primary Components
The primary controls and indicators of the oil lubricating system are:
 MGB front face
o Mast bearing Magnetic Chip Detectors (MCD)
o Nr sensor
o Low-level oil sensor
o Visual oil indicator
o Oil drain
 Input module
o Input bearing temperature sensor
o Input module pressure switch
 Rear face lower
o Nr sensor
o Sump MCD
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 Rear face upper
o Oil temperature sensor
o Oil temperature switch
o Differential pressure transducer (impending bypass)
o Oil pressure sensor.
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4.1.2 Visual Oil Level Indicator
The visual oil level indicator is found on the front of the MGB on the left side and shows the
maximum and minimum oil levels permitted in the MGB. Oil level readings should only be taken
within 20 minutes of aircraft shutdown. Readings taken outside this time period may be
inaccurate as the oil within the gearbox will have cooled and would therefore show a lower level
than when the oil is up to temperature.
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4.1.3 Input Module Indicators
Input Module Oil Pressure Switch

There are two independent oil pressure switches which provide discrete signals when the
pressure drops below 2.4 bar within the oil lubrication galleries in the input modules. Due to the
distance from the main pumps and the associated pressure drop, this pressure is equivalent to
a pressure sensor value of 3.1 bar. Low pressure warnings are suppressed on start-up until the
Nr exceeds 75%.
Indication
From a single signal, a caution of either 1 MGB OIL PRESS or 2 MGB OIL PRESS appears
when a single switch provides a discrete low pressure signal. The MGB OIL PRESS warning
caption is illuminated if both give the same discrete signal.
Input Module Bearing Temperature Sensors

The MGB bearing temperature sensors are thermocouples which directly measure the
temperature of the main input bearings supporting the input shaft of each engine within the
MGB input modules.
Indication
Caution 1/2 BRG TEMP .
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4.1.4 Oil Pressure Sensor
An oil pressure sensor measures the oil pressure in the chamber supplied by the oil cooler
outlet before the oil is distributed around the MGB. The sensor provides a signal to generate the
oil pressure indication on the PFD and the main rotor drive system page of the MFD. Pressures
in the normal range are indicated in green. Above and below the green range is an amber
range. Below that is a red range for low pressure requiring immediate action by the flight crew.
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4.1.5 Oil Temperature Switch
The oil temperature switch senses the temperature of the oil as it leaves the oil cooler. As the oil
temperature rises above 115 °C a discrete signal is generated which triggers a MGB OIL
TEMP warning caption. As the temperature drops below 103 °C, the switch resets which stops
the discrete signal and the warning caption stops.
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4.1.6 Oil Temperature Sensor
The oil temperature sensor measures the oil temperature in the chamber supplied by the oil
cooler outlet, before the oil is distributed around the MGB. The analogue output is used to
generate the oil temperature measurement indication on the MRDS page of the MFD. In the
normal temperature range the indication is green, amber is out of range and requires monitoring
of all MGB condition indications and a temperature in the red requires pilot action.
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4.1.7 Magnetic Chip Detectors
There are three MCD within the MGB. There are two separate MCD in the MGB sump to
monitor sump oil that has been pumped around the MGB and drained down, and the third one is
in the collector, for the main mast bearing to monitor the oil supply draining from the bearing. All
three MCD are of the “fuzz burner” type, that is when there is an indication, the pilot can operate
the fuzz burner to burn off any very small particles using the XSMN page of the ECDU. This
process can be used up to three times for intermediate/continuous indications during a flight,
after which further pilot action is required and will include a power reduction. If the MGB OIL
PRESS warning is illuminated before the MCD warning then the MGB fuzz burners must not be
used.
The chip detectors work by detecting the arrival of ferrous particles that indicate wear or
possible impending failure of the rotating components between the sensing probes. Since a
multiple particle build-up can give the same indication as a single large particle, the MCD
incorporates a capacitor circuit that discharges a low energy pulse through the conductive
debris bridge, causing enough local heating in the gap to open or disturb the debris material in a
manner similar to the blowing of a fuse. If the discharge current reopens the circuit, the burn off
event is recorded and the chip detector system is returned to the monitoring mode.
If the debris is too large to burn off, it is considered significant and the caution remains
illuminated.
Error codes are generated by the MCD in case of failure of the MCD. Each MCD also contains a
self-check capability to detect a fault within its chip detection system. The MCD are jointly
controlled and powered by a chip detector power module which provides the power for the fuzz
burner application for each of the MCD and also contains the self-check capability contained
within the MCD. The MCD housings are self-sealing so the MCD can be removed during
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maintenance servicing without the loss of MGB oil. MCD are removed for inspections for
condition and for the chips after an MCD caution.
Indication
Discrete signals from the individual MCD will lead to associated cautions of MGB CHIP MAST
or MGB CHIP SUMP CHIP MAST FAIL CHIP SUMP FAIL or CHIP DET UNIT .
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4.1.8 Chip Detector Power Module
The chip detector power module is located in the cabin roof space under the MGB area.
The purpose of the power unit chip detector box is to:
 Sense the detected ferrous debris introduced into the lubricating oil of the transmission
system by wear or failure of gears, bearings and other oil wetted parts
 Monitor the status of the five channels to determine if a short condition (CHIP) is being
detected, if there is an open condition (FAULT) or if it is a normal condition
 Burn the small particles, the burning pulse is delivered in sequence to the sensors having
the chip
 Self-test the internal circuitry and chip sensors automatically
 Test the chip sensors manually through an external switch on the detector box.
The test consists of a continuity test resistor of 30 kΩ that is provided inside each sensor across
pins A and B as close as possible to the detector gap. This resistor allows the testing and
troubleshooting to check the continuity of the cabling, connector and wire receptacle of each
individual sensor without the need to access it.
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4.2 System Controls and Indicators (2)

4.2.1 Oil Filter Differential Pressure Transducer
The oil filter differential pressure transducer measures the difference in pressure between the
filter inlet and outlet, therefore detecting the pressure drop across the filter element. As the
element becomes blocked by particles, the differential pressure will increase. This output is
analysed by the Aircraft and Mission Management Computer (AMMC) in conjunction with the
system oil temperature and, when the differential pressure is greater than 1.25 bar and the
temperature is above 60 °C, the MGB OIL FILTER indication is generated on the PFD but
suppressed in flight.
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4.2.2 MGB Low Oil Level Switch
The low-level switch is on the front lower face of the MGB main module and provides a discrete
signal when the MGB oil level is low. The switch detects the differing density of the material
between its two probes which change when the oil is replaced by air as the oil level drops. This
discrete signal is suppressed when Nr exceeds 5%.
When the aircraft is on ground, maintenance personnel can visually check the oil level through
the oil level gauge. There is no level indication in flight and the crew must rely on other
indications of oil system condition such as oil pressure and temperature, bearing temperatures
and MCD if the oil level drops sufficiently to cause problems.
The low oil level detection system is managed and tested via the Electrical Control and Display
Unit (ECDU), by accessing the MENU page, TEST subpage then issuing the command TEST
XMSN OIL level test. The test lasts seven seconds but the cautions are only displayed on the
PFD during the last two seconds. The (XMS OIL – TEST) also checks the low oil sensors in the
intermediate and tail gearboxes.
Note: This test does not check for low oil level, it just confirms that the sensor outputs generate
the correct Primary Flight Display (PFD) caution messages.
Indication
Caution MGB OIL LOW .
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4.2.3 Nr Sensors
There are two Nr sensors which are fitted to the MGB, one on the forward face next to the No. 4
hydraulic pump, the other on the left side of the tail take-off adapter.
Each of the three phases of the sensor produces an alternating signal when triggered by a
phonic wheel attached to the tail rotor drive. (The gearbox tail rotor drive and MR drive are
directly connected, there is a fixed ratio between the two rotational values.) The passage of the
gear teeth across the probe produces, as near as possible, a sinusoidal output whose
frequency is 2190.58 Hz @ 100% Nr with one phase from each sensor going to each AMMC.
The remaining phase can be used by the pilot as a direct reading on the PFD when the CAS
declares that its inputs are inconsistent.
Indication
Warning captions ROTOR HIGH ROTOR LOW and audio warnings are triggered
automatically when the caption is generated. Caution NR is generated when a difference of
>3% between signals is detected.
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4.2.4 Cockpit Displays
The Cockpit Display System (CDS) provides various indications and controls for the MR drive.
On the PFD there are indications for CAS messages and the temperature and pressure of the
MGB oil lubrication system.
On the MFD there are indications for lubrication system pressure and temperature and Nr data.
The ECDU provides a dedicated page for the transmission displaying the chip burn function and
oil level test.
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4.2.5 Main Rotor Drive Warnings
Warning Remarks
Rotor RPM above limit

ROTOR HIGH
+ audio tone and voice warning
Rotor RPM below limit

ROTOR LOW
+ audio tone and voice warning
Oil pressure below limits at one or both engine

MGB OIL PRESS MGB inputs and in MGB oil system (less than 3.1
+ voice warning bar)
MGB oil temperature above limit (greater than 115

MGB OIL TEMP °C)
+voice warning
The table shows the Warnings provided on the CAS for the main rotor drive system. They also
give an audiable warning when activated.
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4.2.6 Main Rotor Drive Cautions
Caution Remarks
Associated MGB engine input bearing over temperature.

1(2) BRG TEMP
Transmission TQ limit exceeded.

XMSN OVTQ Either engine:
 Above 116% at IAS less than 90 KIAS or
 Above 112% at IAS greater than 90 KIAS

or
 For single engine above OEI 30 second

rating (164%)
Associated engine - MGB input oil pressure low, possible

1(2) MGB OIL PRESS blockage in oil duct to engine - MGB input.
(pressure below 3.1 bar)
MGB oil level low (caution only active with aircraft shut down
MGB OIL LOW and NR below 5%).
Activate CHIP BURNER (MISC control panel) - it is

MGB CHIP SUMP permitted to activate the CHIP BURNER up to three times to
clear a chip.
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4.2.7 Main Rotor Drive Cautions
Caution Remarks
Activate CHIP BURNER. It is permitted to activate the CHIP

MGB CHIP MAST BURNER up to three times to clear a chip.
Associated gearbox chip sensor failed.

CHIP MAST FAIL
Associated gearbox chip sensor failed.

CHIP SUMP FAIL
Chip detect system malfunction.

CHIP DET UNIT
Chip detect test system malfunction.

CHIP DET TEST
Many of the malfunctions described in this section are indicated by the illumination of the amber
caution captions on the CAS window and the flashing amber Master Caution Light (MCL). When
active the caution is displayed as black text on an amber background. The caution can be
acknowledged by pressing the MCL or CAS RST button on the collective grip. It then changes
to amber text on a black background and the MCL is deactivated.
The caution message remains until the cause of the warning is corrected.
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5 Operation of the Main Rotor Drive System

5.1 Oil Lubrication System Operation
Two identical main pumps suck the oil from the integrated wet sump via a full flow screened
chip detector providing continuous monitoring of all the circulating oil. The pumps are rated at
approximately 71 litres/minute each at 7 bar and provided with removable shear sections to
allow free running in case of pump lock-up. Downstream of each pump is a check valve. The
purpose of this valve, one for each branch of the lube system, is to isolate the defective branch
in case of certain lube system failures.
After the check valve is a pressure regulating valve. The purpose of this valve, one for each
branch of the lube system, is to maintain stable system pressure and reduce pressure
fluctuations. After the check valves and pressure relief valves, the two branches combine into a
single system. The oil flow is cleaned by a 10 micron filter assembly which is installed inside the
oil cooler header. The filter is provided with a differential pressure switch for impending bypass
indication and a bypass valve set at 1.75 bar to avoid oil flow blockage in case of complete oil
filter fouling. The impending bypass indicator is provided with a low temperature lockout device
to avoid false indications during cold start.
After having been filtered, the oil directs to the oil cooler. The oil cooler comprises a compact
air/oil heat exchanger of the cross/counter flow type and a temperature/pressure bypass valve,
all integrated into a common lightweight housing, which provides also for the installation of the
filter assembly. The arrangement of the cooling system is such that outside fresh air is drawn
trough an air intake located on the cowling behind the MRH, passes through the heat exchanger
and then is taken by the fan and exhausted outside of the MGB compartment via a dedicated
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duct. This solution avoids discharging warm air inside the MGB compartment which would
increase the average temperature and also avoids, in case of cooler leakage or fan seal failure,
the spillage of lubricating oil inside the MGB compartment with the associated fire hazard.
After the cooler, the oil is delivered to all the locations of the MGB which require force feed
lubrication, via oil ducts directly and integrally cored into the MGB castings. The oil is delivered
to lubrication points by appropriate oil jets. Monitoring devices are installed before the oil jets to
control oil pressure and temperatures.
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5.1.2 Oil Lubrication Malfunctions
The transmission is monitored by oil pressure and oil temperature sensors and switches, chip
detectors and CAS messages. One or more of these indications will be displayed if a
mechanical transmission malfunction is present. However, whether these indications are
present or not, crew sensory perceptions such as abnormal mechanical noise, heavy vibration
levels or odour of hot metal fumes play an important part in diagnosis of impending transmission
system malfunctions and assist the pilot in determining what actions are required.
In general:
 A single malfunction indication dictates land as soon as practicable.
 A double malfunction indication dictates land as soon as possible.
 A multiple malfunction indication dictates (including abnormal noise and/or vibration) land
immediately.
The most common transmission malfunctions are:
 Lubrication system malfunction (for example oil pump, ducts, nozzles)
 Transmission component malfunction (for example gears, bearings)
 Accessory component malfunction (for example hydraulic pumps, electrical generators,

coolers).
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Any combination of these malfunctions is likely to display one or more CAS messages. The
procedures for dealing with these messages can be found in the Rotorcraft Flight Manual
(RFM).
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5.1.3 Emergency Oil System
The most critical area for the running condition without oil is the input bearings, so the AW189
MGB has an additional oil reservoir on the input module. This reservoir (one for each input
module) is fixed to the input case in a redundant way. During normal MGB running, an oil jet fills
the reservoir and the oil is discharged down in the MGB through an overflow and an oil jet.
In case of the loss of oil in the lubrication system, the oil in the reservoir drops through the oil jet
in the dispenser via gravity without passing through the oil cooler system. This oil lubricates the
input pinion bearings only and, as it is centrifugally spread, it gives the small quantity necessary
to lubricate and keep the bearing temperature low . The reservoir is a closed loop with the MGB
so there is no breather added and, for this reason, the circuit is not affected by any external
condition (for example pressure).
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6 Maintenance Data
6.1.1 Leading Particulars Oil System
Item Detail
Oil Quantity 20 litres
Oil Pump Speed 7015 rpm
PRV 135.6 psi
Oil Filter Switch Actuation 18.1 ± 2.0 psi
Filter Bypass Opening 31.9 ± 2.2 psi
System Pressure and Flow Rate (after filter) 113.2 psi/95 litres per min
Oil Pressure Sensor Reference Pressure 58 psi
Oil Temperature Switch Actuation 110 ± 3 °C
Oil Temperature Sensor +90 °C
Oil Pressure Switch Actuation 34.8 ± 2.0 psi
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6.1.2 Power Ratings MGB Input
Rating Power (hp) A.E.O. O.E.I.
M.C.P. Unlimited 2500 N/A
30 minutes 30 minutes 2907 N/A
Maximum Transient 5 seconds 3075 N/A
M.C.P. Unlimited N/A 1687
Contingency 2 minutes 2 minutes N/A 1939
Contingency 30 seconds 30 seconds N/A 2055
Input torque M.C.P. 415.5 Nm (1250 hp @

21420 rpm )
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6.1.3 Power Ratings - Tail Output
Rating Power (hp)
Maximum Continuous Unlimited 357
T/R Contingency 2.5 minutes 449
T/R Transient 6 seconds 785
Limit (ISOT –40°C @ 105% NR) 3 seconds 1184
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6.1.4 Rotational Speed Limitations
Speed Limitations Nominal Speed (%) Overspeed (%)
Power On 102 105

(minimum-maximum) (100 – 104)
Power Off N/A 110
Ground Idle A.E.O 73 N/A
Ground Idle O.E.I. 55 N/A
The following tables provide a summary of the Power Ratings and Rotational Speeds of the
main rotor drive system based on the following:-.
 Engine Shaft speed – normal operating [rpm] 21420
 MR Mast Speed – normal operating [rpm] 290.5
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6.1.5 Main Gearbox Speeds
Description Speed (RPM)
First stage pinions engine 1 and 2 21420
First stage gears engine 1 and 2 6778
Second stage pinions engine 1 and 2 6778
Collector gear - sun gear 1327
Planet gear 844
Main Rotor Shaft 290.45
No. 1 and 2 hydraulic pump / Generator drive 6778

pinions
No. 1 and 2 hydraulic pump gears 8928
No. 1and 2 Generator drive gears (kit) 11808
No. 1and 2 lubrication pump drive gears 7155
No. 4 hydraulic pump drive gear 7576
TRDL drive pinion and Cooling fan gears 4441
Cooling fan drive pinion 19152
Intermediate gearbox pinion 4441
Intermediate gearbox gear 3389
Tail rotor gearbox pinion 3389
Tail rotor gearbox gear – T/R mast 1407
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7 Purpose of the Rotor Brake System

7.1 Purpose of the Rotor Brake
7.1.1 Purpose of the Rotor Brake
The Rotor Brake System (RBS) provides the means to stop the MR of the aircraft upon engine
shutdown and also to hold the rotors stopped for a period of up to 8 hours when left in a parked
condition.
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7.2 Rotor Brake System Architecture

7.2.1 Installation
The main components of the rotor brake are:
 Rotor Brake Control Lever (RBCL) and the Rotor Brake Pressure Indicator (RBPI) installed
in the cockpit on the overhead console
 Rotor Brake Control Module (RBCM) connected by a mechanical linkage to the control
lever and housing a Shutoff Valve (SOV), pressure switch, pressure transducer and
hydraulic connections
 Rotor Brake Reservoir Assembly (RBRA) on the right-hand side of the aircraft, attached to
the No. 2 power control module, with a pipeline to the RBCM
 Rotor Brake Assembly (RBA) installed on the MGB along with the rotor brake disc and the
Rotor Brake Actuator Assembly (RBAA).
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The RBS is interfaced to the following other subsystems and components.
Cockpit Overhead Control Panel

The RBCL and the RBPI are positioned on the overhead control panel inside the cockpit.
Upper Deck Structure

The RBCM is installed on the upper deck through four attachment points and the rotor brake
reservoir is installed on (but not part of) the No. 2 hydraulic power control module. Hydraulic
lines are routed along the upper deck and secured to it through pipe attachment standard parts.
Electrical Interface
The RBS is designed to operate with full performances using the electrical power supplies
Driving System Interfaces

The RBA calliper support is linked to the rear part of the MGB.
Tail Rotor Take-off Drive Interfaces

The RBA disc is bolted on the tail rotor take-off drive by six high strength bolts. This drive
provides a specific flange to accommodate the items for bolting the disc with the driving system.
Engine Interface
The RBS control logic foresees to use the engines control switch position to allow RBS
operation (RBCM SOV operation and calliper movement) when both engines are in OFF
condition.
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Landing Gear
Weight On Wheels (WOW).
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8 Components and Location of the Rotor Brake System

8.1 Rotor Brake System Components
8.1.1 Rotor Brake Control Lever
The RBCL is centrally positioned on the overhead console in the cockpit so that it can be
operated easily by either the pilot or the co-pilot. It is positively linked to the RBCM by a push-
pull rod, and consists of a control handle and attached lever, a spring-loaded trigger
mechanism, two covers which provide the cockpit attachment points, a microswitch which is
used to detect rotor braking or brake release commands, and the associated electrical
connector. The spring-loaded trigger mechanism allows the control lever to be unlocked and
moved between the two available mechanical detents (OFF and BRAKE).
Movement of the lever from the OFF to the BRAKE detent results in the supply of pressurised
hydraulic fluid from the RBCM to the RBA for the dynamic braking sequence. Continuous
backward and forward pumping motions provide the required pressure for the park braking
sequence, whilst movement of the lever back to the OFF detent releases all pressure from the
system.
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8.1.2 Rotor Brake Control Module
The RBCM is installed on the upper deck of the aircraft and it is mechanically linked to the
RBCL. Its functions are to provide the RBA with pressurised hydraulic power supplies from the
RBRA when the RBA is in the braking position, and the RBCL is moved from the OFF detent.
The RBCM contains a dual stage pump with an attached lever assembly (connected to the
RBCL), a hydraulic accumulator, a circuit pressure and interlock pressure switch (integrated into
a single unit), a pressure transducer, SOV, outlet valve and the various hydraulic ports (suction,
pressure and bleed).
The dual stage hydraulic pump generates the required pressure and fluid displacement. The
first stage pump provides the movement of the RBA piston up to the disc contact with the
pressure generated at 8.3 bar (end of stroke). The second stage pump provides the necessary
braking pressure to the RBA pistons. The pressure generated is 30 bar at BRAKE position with
a new disc and new pucks and about 20 bar when the pucks and disc are worn.
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8.1.3 Rotor Brake Reservoir Assembly
On the right-hand side of the aircraft, attached to the No. 2 power control module, is the rotor
brake reservoir which provides the oil displacement required during the brake application. The
RBRA is used to store the fluid with a maximum capacity of 87 cm3 and a minimum of 24 cm3
and to compensate for fluid thermal expansion, small external leakage and to provide the
pressure head to the RBCM and RBA at ground level.
The RBRA has the following parts:
 Fluid tank to store the fluid
 Transparent area to check the fluid level (with a MAX-MIN level indication corresponding to
87 cm3 and 24 cm3 capacity)
 Filling port to refill the circuit
 Breather port open to atmosphere to vent the rotor brake circuit
 Hydraulic port.
There is a filter inside the reservoir which is used to prevent external leakage from the cap.
Two bolts and two washers attach the rotor brake reservoir to the No. 2 power control module.
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8.1.4 Rotor Brake Assembly
The RBA is installed on the main gearbox casing and transforms the hydraulic pressure,
delivered by the RBCM, into braking force. The RBA produces braking action when the lined
opposing pistons are actuated hydraulically. These clamps act on a rotating disc bolted to the
tail rotor drive shaft take-off flange at the MGB. The RBA is sized to generate the braking torque
and to dissipate the heat generated by the braking work.
The RBA consists of a fork shaped caliper assembly, a hinge pin and a clevis. The caliper,
hinge pin and clevis are splined together and locked in position by set crews and cotter pins.
The calliper is supported by the external casing of the MGB, whilst the clevis is attached to the
RBAA.
The calliper assembly provides the housing and function for the following main components:
 Two brake pads are each installed on their own dedicated guide tube to provide the
required braking torque. When the caliper is moved to the raised position by the RBAA, one
brake pad is located on either side of the rotating RBD.
 There are four hydraulically actuated pistons, two for each brake pad, which force the pads
into contact with the rotating RBD.
 Four microswitches used for position monitoring purposes, two for each brake pad.
 Four microswitch actuation assemblies, one for each brake pad microswitch.
 Four retraction devices, two for each brake pad, which function to bring the pads back
against the caliper housing during the release cycle.
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 A common hydraulic connection for all four pistons, and a single electrical connector for the
microswitches.
 Two bleed valves that allow ground maintenance personnel to remove entrapped air, and
two wear indicators (one for each brake pad) to permit the condition of the pads to be
checked during ground maintenance.
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8.1.5 Rotor Brake Disc
The rotor brake disc is mounted on the tail rotor driveshaft take-off flange by six equally spaced
bolts therefore, during normal aircraft operations the rotor brake disc is constantly rotating.
When the RBA is pressurised, and the brake pads are brought into contact with the disc, speed
reduction and stopping of the rotors is transmitted from this shaft through the MGB.
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8.1.6 Rotor Brake Actuator Assembly
The electromechanical RBAA is used to push or pull the RBA clevis and raise or lower the RBA
caliper into the braking or stowed positions respectively. One end of the RBM housing is
attached to the external cover of the MGB, whilst the rod end of the ACME type screw is
attached to the clevis bolted onto the RBA clevis. Bearings are installed at both extremities to
provide articulation of the unit during the pushing and pulling strokes. The RBM, which
essentially consists of a 28 Vdc electric motor driving the ACME type screw through a reduction
gear, operates automatically to raise the RBA caliper to the braking position when the aircraft is
on the ground and the following conditions are met:
 The WOW signal is provided.
 Both engine switches are set to the OFF position.
 The RBA brake pads reset signals are provided.
 The RBA caliper DOWN signal is received prior to the start of the raising cycle.
When the unit is not powered, that is following completion of the extension/retraction strokes, it
is locked in the last position by an electromagnetic power off brake, whilst the ACME screw
guarantees the irreversibility of the actuator.
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8.1.7 Rotor Brake Control Box
The rotor brake control box, installed on the ceiling of the cabin adjacent to the cockpit, contains
the relay circuitry to manage the RBS functions with respect to the signals coming from the rotor
brake control panel, the RBA and the aircraft interfaces. It simply consists of a light alloy body
containing a printed circuit board and electrical connectors.
These signals are provided by the relevant item and then processed through the logic circuitry
of the rotor brake control box:
 Landing gear WOW condition
 RBA caliper UP/DOWN condition
 Engines mode switches in the OFF position
 RBS pressure condition
 RBCL position
 RBA pads reset condition
 RBAA position (end stroke switches).
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8.1.8 Pipelines
The Rotor Brake Reservoir Assembly (RBRA) is installed in close proximity to the RBCM on the
upper deck of the aircraft and a titanium rigid hydraulic pipeline connects the two components.
Additional titanium rigid pipes are routed along the upper deck from the RBCM towards the
RBA, where a flexible hose provides the final attachment to the RBA where differential
movement exists and frequent disconnection is required. This hose assembly is a PTFE, high
temperature, medium pressure item which has fire-resistant outer sleeves.
All the rigid pipes are attached to the upper deck by standard pipe attachment components, for
example loop type clamps, nuts, bolts, washers and spacers. A separation duct (firewall) is
provided around the RBA to ensure isolation from the MGB and oil cooler exhaust duct. The
hydraulic lines have been sized to keep pressure drops to an acceptable level to provide
satisfactory equipment performance and to prevent water hammer effects when valves are
opened and closed.
To reduce external leakage and weight and to improve reliability and maintainability, permanent
tube end fittings and joints are used as much as possible. Flareless externally swaged fittings
(PERMASWAGE) are used.
Tubing is electrically bonded to the aircraft structure and tube supports and clamps are used to
maintain static clearances, to prevent motion and vibration and to prevent damage of the tube
resulting from structural deflection.
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9 Rotor Brake System Controls and Indicators

9.1 Rotor Brake Indications
The RBS provides two indications to the crew on the PFD:
 ROTOR BRK ON advisory
 ROTOR BRK FAIL caution.
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9.1.2 Rotor Brake Pressure Indicator
The RBPI is installed on the ceiling of the cockpit and provides the following indications:
 Two green 'Caliper Up' and 'Caliper Down' LED lights that illuminate according to the
position of the RBA caliper. These indications are provided during both ground and flight
operations.
 A digital display with a range between 0 and 100 bar to provide an indication of the fluid
pressure supplied to the RBA. This indication is presented during both ground and flight
operations.
 Two green Low Pressure and High Pressure indication lights are located on either side and
below the digital display. These lights illuminate when the circuit pressure to the RBA is
less than 20 bar or it is in excess of 50 bar respectively.
 An LED TEST push button that can be used to verify the correct operation of the indication
lights.
 These lights can only illuminate when the caliper is in the raised (braking) position,
therefore two scenarios are possible:
During normal operating conditions, the LOW PRESS light will illuminate when the aircraft
is on the ground and the caliper is in the automatically raised (braking) position (even if the
RBCL is not set to the braking position).
In the event of a system failure resulting in the caliper not returning to the reset (down)
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position, then the LOW PRESS or HIGH PRESS lights could be illuminated should the
circuit pressure conditions previously discussed exist.
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10 Operation of the Rotor Brake System

10.1 Rotor Brake Normal Operation
10.1.1 Rotor Brake Operation Overview
As previously stated, rotor braking operations are only permitted when the aircraft is on the
ground, the engine switches are set to the OFF positions, and the rotor speed (Nr) is 40% or
less. To allow rotor braking actions to be performed, the RBA calliper is automatically raised to
the braking position when the following conditions exist:
 The WOW signal is provided.
 Both engine switches are set to the OFF position.
 The RBA brake pads reset signals are provided.
 The RBA caliper DOWN signal is received prior to the start of the raising cycle.
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10.1.2 In Flight
Whilst the aircraft is in flight the RBCL is in the OFF position therefore no hydraulic pressure is
furnished. The caliper is in the down position and the indicator CLPR DOWN is illuminated
(green light) on the RBPI. The RBCM circuit SOV remains open (energised) and in this
condition the rotor brake line is connected to the reservoir/atmosphere with the outlet valve in
the open position.
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10.1.3 On the Ground
On the Ground with One or Both Engines in FLIGHT or in GI Condition

Once the aircraft has landed the WOW is ON and one or both engines are in the Flight or GI
position (73% Nr both, 55% Nr one engine). The RBCL is in OFF position with no hydraulic
pressure in the system and the caliper is in down position. The SOV is still in the open
(energised) position with the indicator CLPR DOWN illuminated on the RBPI.
On the Ground after Both Engines Shutdown

The WOW is still ON but both engines are now OFF along with the RBCL and no hydraulic
pressure is in the system. The caliper is raised automatically through the WOW interface and
the SOV is now closed (de-energised) and the rotor brake line is connected to the reservoir. The
RBPI changes the status of the indicators display with the CLPR DOWN and CLPR UP
indications in flashing mode during the transition phase. Once the caliper has transitioned into
the up position, the indication light CLPR UP is illuminated and the CLPR DOWN indication is
extinguished.The LOW PRESS indication light on the RBPI is also illuminated.
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10.1.4 On the Ground (Braking)
On Ground Braking Action with Both Engines OFF

The rotor braking is carried out by the pilot pushing forward the RBCL and as soon as the RBCL
is moved from the OFF to the BRAKE position the RBS is operated as follows.
The mechanical outlet valve is closed allowing pressure to the system and the pucks are
pushed against the rotating disc to generate the braking action and the accumulator is partially
filled up (incomplete charge). The LOW PRESS indication on the RBPI is switched off and the
digital display shows the pressure value applied to the brake. The ROTOR BRAKE ON
advisory indication is illuminated on the PFD.
Note: If the RBCL is moved from the OFF position with one or both engines in flight the
ROTOR BRAKE FAIL caution indication is illuminated on the PFD.
The normal pressure generated by full stroke of the lever is 30 bar (with new pads and disk).
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10.1.5 Parking Operation
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10.1.6 On the Ground (Parking)
The parking condition (accumulator fully charged) is performed through an RBCL pumping
action (backward and forward motion) in the pumping area until the hydraulic pressure in the
circuit is > 40 bar and the RBCM accumulator is fully charged. Once this is achieved the LOW
PRESS indication on the RBPI is switched off and the digital display shows the pressure value
applied to the brake. The ROTOR BRAKE ON advisory indication is illuminated on the PFD.
In this condition the RBCM accumulator provides hydraulic power to maintain the rotors stopped
for a minimum of 8 hours and is designed to be frequently used for parking cycles. The
minimum brake pressure for parking is 26 bar and when the pressure reduces below 20 bar, the
LOW PRESS caption of the RBPI is illuminated and the pressure in the circuit can be restored
by additional pumping action.
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10.1.7 On the Ground (Brake Release)
When the RBCL is moved back to the OFF position, the pressure is released in the circuit to the
RBA, and the springs acting on the guide tube assist in bringing the pads back to the reset
position. This forces the pistons to return the hydraulic fluid back into the oil ducts and the
movement of the plate opens the contacts of the brake pad microswitches and the ROTOR
BRAKE ON advisory indication will be extinguished. As previously noted, in the event that the
contacts of any one microswitch remains in the closed position (for whatever reason), the
advisory indication will continue to be generated.
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10.1.8 Rotor Brake Limitations
Limitation Detail
Normal Braking During normal braking the rotor brake has to be applied at 40% Nr or lower
Rapid Turn Around No limitation for consecutive rotor brake applications
Parking Starting pressure must be > 40 bar to achieve a minimum of 8 hours
Rotor Quick Start Rotor brake parking application is not possible with any engine in GI position
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10.1.9 Rotor Brake Electrical Schematic
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10.2 Rotor Brake Failure Operation

The ROTOR BRAKE FAIL caution indication is generated on the PFD when one of the
following conditions happen:
 The pads are activated (not in reset position) and there is no pressure (pressure switch
signal) applied to the brake
 When, with both engines OFF and after ten (10) seconds from the shut-down of the last
engine, the CALIPER is not in UP position (the caliper may be in DOWN position or in any
position between DOWN and UP)
 When, with one or both engines in GI/FLIGHT condition and after ten (10) seconds the
CALIPER is not in DOWN position (the caliper may be in UP position or in any position
between UP and DOWN)
 When one or both engines are started in GI/FLIGHT condition with the RBCL not in OFF
position
 When the brake is not pressurized but the Control Lever is not in OFF position.
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11 Maintenance Data
11.1 Maintenance Information and Data (Rotor Brake)
11.1.1 Environmental Conditions
The Rotor Brake System ( RBS) pipelines and equipment have been designed in order not to
suffer any damage, deterioration or degradation of performance when subjected to any
environmental or any natural combination of environments within the aircraft operational
envelope.
The RBS and equipment are able to operate without performance degradation at the following
ambient temperatures:
• Cockpit (-40 °C to 90°C) – RBCL, RBPI and RBCB
• Upper deck MGB area (-40°C to 105 °C) - RBCM, RBRA
• Upper deck / Engine Ejectors Area (-40 °C to 110 °C)- RBA, RBD and RBAA.
Normal operation is allowed for a thermal impact resulting from a fast altitude variation.
Variations may reach 10°C/min throughout the normal operating range. No degradation is
accepted for inoperative equipment up to 15220 m (50,000 ft). All the equipment are protected
through bonding to the helicopter structure by the use of specific bonding points, prepared
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areas and bonding stripes.This insures good performance and prevent any fast electrostatic
discharge during or after flight in high static charging flight condition that could generate
interference to the helicopter or electrical shock to people.
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11.2.1 Functional Characteristics
Function
Braking Time from 40% Nr Engines Off and RBCL at BRAKE 15 secs (approx) new
position 19 secs (approx) worn
Rotor Brake Disc Speed At 40% Nr 1741.6 rpm
Parking Torque at Rotor With 40 bar applied to the brake 400 Nm

Brake Shaft Minimum after 8 hours and with 26 300 Nm
bar applied
Dynamic Torque at Rotor New components 299 Nm

Brake Shaft Worn components 175 Nm
Dynamic Braking Pressure With new pads 30 bar

With worn pads 20 bar
Parking Pressure At the beginning of the PARK phase > 40 bar
Over Pressure Minimum park pressure 26 bar

Relief valve setting 62 bar
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Training Course
64 - Tail Rotor

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-64
64 - Tail Rotor
Table of Contents
Tail Rotor System Lesson ..................................................................................................................................1
1 Purpose of the Tail Rotor System............................................................................................................1
1.1 Purpose of the Tail Rotor System...................................................................................................1
1.1.1 Purpose of the Tail Rotor System...............................................................................................1
2 Architecture of the Tail Rotor System ......................................................................................................2
2.1 Architecture of the Tail Rotor System .............................................................................................2
2.1.2 Tail Rotor Head Installation ........................................................................................................3
2.1.3 Tail Rotor Blades Installation ......................................................................................................4
2.1.4 Rotating Controls ........................................................................................................................5
2.2 System Interface .............................................................................................................................6
3 Components of the Tail Rotor System.....................................................................................................7
3.1 Components of the Tail Rotor System - Blades .............................................................................7
3.1.1 Tail Rotor Blade Introduction ......................................................................................................7
3.1.2 Tail Rotor Blade Introduction ......................................................................................................7
3.1.3 Tail Rotor Blade Assembly .........................................................................................................9
3.1.4 Blade Spar ................................................................................................................................11
3.1.5 Handle ......................................................................................................................................12
3.1.6 Erosion Shield...........................................................................................................................13
3.1.7 Weight Pot ................................................................................................................................14
3.1.8 Elastomeric Bearing .................................................................................................................15
3.1.9 Elastomeric Bearing Operation.................................................................................................16
3.1.10 Pitch Control Arm ...............................................................................................................17
3.1.11 Skins...................................................................................................................................18
3.1.12 Dummy Heater Mat ............................................................................................................19
3.1.13 Blade Tip ............................................................................................................................20
3.1.14 Strap Support .....................................................................................................................21
3.1.15 Blade Pins ..........................................................................................................................22
3.1.16 Damper Attachment ...........................................................................................................23
3.1.17 Pads ...................................................................................................................................24
3.2 Components of the Tail Rotor System - Rotor Head ....................................................................25
3.2.1 Introduction ...............................................................................................................................25
3.2.2 Tail Rotor Hub...........................................................................................................................26
3.2.3 Dampers ...................................................................................................................................27
3.2.4 Top Conical Ring ......................................................................................................................28
3.2.5 Bottom Conical Ring .................................................................................................................29
3.2.6 Ring Nut/Pressure Plate ...........................................................................................................30
3.2.7 Locking Flange .........................................................................................................................31
3.2.8 Hub Damper Bracket ................................................................................................................32
3.3 Components of the Tail Rotor System - Rotating Controls ..........................................................33
3.3.1 Introduction ...............................................................................................................................33
3.3.2 Spider and Slider Assembly .....................................................................................................34
3.3.3 Duplex Bearing .........................................................................................................................35
3.3.4 Slider Bushing...........................................................................................................................36
3.3.5 Rotating Scissors ......................................................................................................................37
3.3.6 Pitch Link Assembly .................................................................................................................38

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64 - Tail Rotor
Tail Rotor System Lesson

1 Purpose of the Tail Rotor System
1.1 Purpose of the Tail Rotor System
1.1.1 Purpose of the Tail Rotor System
The purpose of the Tail Rotor (TR) system is to produce an aerodynamic force (TR thrust) to
counteract the torque reaction produced by the main rotor during flight. The amount of TR thrust
produced can be controlled and varied by changing the pitch of the blades collectively through
the flight control system and the TR controls.
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2 Architecture of the Tail Rotor System

2.1 Architecture of the Tail Rotor System
The TR system is a four blade articulated rotor with a diameter of 2.9 metres. The system is
composed of the following subsystems:
 Tail Rotor Head (TRH)
 Tail Rotor Blades (TRB)
 TR controls.
Each element of the TR system is designed to minimise the possibility of incorrect assembly
that could result in the malfunction of the system.
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2.1.2 Tail Rotor Head Installation
The TRH is installed in much the same way as the main rotor head, only it is mounted directly
onto the Tail Gearbox (TGB) mast.
The main components associated with the TRH are:
 Hub
 Four TR dampers
 Four hub damper brackets.
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2.1.3 Tail Rotor Blades Installation
The TRB installation is composed of:
 Four TRB assemblies
 Four blade pins
 Four TR elastomeric bearings
 Four blade damper attachments
 All the bolts and hardware for all connections.
The TRB are attached to the TRH installation via the elastomeric bearings. The blade lead-lag,
flap and pitch change movements are permitted by the elastomeric bearing, which also has the
function of transmitting the loads of the blade to the hub.
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2.1.4 Rotating Controls
The TR controls installation consists of a control rod internal to the mast which is connected on
one side to the servo actuator and on the other side to a four-arm pitch change lever (spider).
The spider is connected to the blades by four pitch links fitted with elastomeric rod end bearings
and the pitch control arm is bonded directly to the blade.
Two rotating scissors are linked to the hub and to the spider in order to provide the rotational
motion to the controls.
A duplex ball bearing allows the relative motion between the spider and the control rod.
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2.2 System Interface

The TR interfaces with the following systems:
 Tail Rotor Drive (TRD) system
 Rotors flight control
 Health and Usage Monitoring System (HUMS)
 Transmission.
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3 Components of the Tail Rotor System

3.1 Components of the Tail Rotor System - Blades
3.1.1 Tail Rotor Blade Introduction
3.1.2 Tail Rotor Blade Introduction

 The AW189 has a four-blade fully articulated tail rotor installation
 The blade lead/lag, flap and pitch change movements are permitted by a spherical
elastomeric bearing which transmits the loads of the blade to the hub
 An elastomeric damper connects the blade to the hub and provides a lead/lag damping
moment
 The flapping motions of the blade are limited by two flap stops
 The blade pitch range (collective only) is imposed by a servo-actuator through a control rod
acting on the spider
 The primary lightning protection is provided by large bonding leads running from the blade
through to the TGB and onwards into the aircraft structure
 The tail rotor diameter is 2.90m and it rotates at 1407rpm.
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The AW189 has a four-blade fully articulated tail rotor installation. The blade lead/lag, flap and
pitch change movements are permitted by a spherical elastomeric bearing, which also has the
function of transmitting the loads of the blade to the hub. An elastomeric damper connects the
blade to the hub and provides a lead/lag damping moment in addition to limiting the blade lead-
lag motions and the flapping motions of the blade are limited by two flap stops.
The blade pitch range (collective only) is imposed by a servo-actuator through a control rod
acting on the spider. The primary lightning protection is provided by large bonding leads, with a
conduction path running from the blade through to the TGB and onwards into the aircraft
structure.
The tail rotor diameter is 2.90m and it rotates at 1407rpm.
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3.1.3 Tail Rotor Blade Assembly
The blades are of a composite material construction with the leading edge protected by an
erosion shield. The root end lug region primarily consists of two split tape unidirectional glass
fibre straps (top and bottom) which are wound to form a U-shaped lug.
The skin of the blade wraps around the profile of the spar and tip, and extends back to form the
trailing edge. The skin is made of glass fibre plies with a honeycomb material used to fill the
void between the upper and lower surfaces at the rear of the spar to provide through thickness
stiffness and each blade consists of three aerodynamic profiles distributed along the span of the
blade.
The four TRB assemblies are constructed from various components and materials, these are:
 Spar
 Skins
 Erosion shield
 Dummy heater mat
 Blade tip
 Strap support
 Weight pot
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 Handle
 Pitch control arm
 Blade pins
 Elastomeric bearing
 Damper attachment
 Pads
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3.1.4 Blade Spar
The blade spar is D-shaped and filled with a carbon, glass composition. The core of the spar is
made from a Rohacell foam moulding.
Outboard of the strap support (from STA415 to STA1279), a ±45° carbon fibre cross-ply (termed
the inner wrap) is fixed to the internal surface of the straps.
On the external surface of the straps (from STA221 to STA1285) is a ±45° carbon fibre cross-
ply (termed the intermediate wrap) followed by six layers of carbon fibre fabric at 0° (from
STA261 to STA1285, termed the stiffener) and two ±45° glass fibre cross-plies (from STA228 to
STA1315, termed the outer wraps).
The ±45° wraps of the spar overlap around the mouth of the C-section to close it off, therefore
creating the back wall of the spar to form a D-section.
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3.1.5 Handle
The handle region of the blade consists of two split tape unidirectional glass fibre straps (top
and bottom) which are wound to form a U-shaped lug, separated by a piece of Epoxy Moulding
Compound (EMC) filler.
Following the profile of the lug, seven layers of ±45° cross-ply glass fibre (anti-torsion wraps)
are wrapped around the straps and filler.
To provide a shear connection with the strap support, some of the internal layers of the handle
wraps are dropped off prior to the interface with the strap support. This allows for the
intermediate and outer wraps of the spar to overlap into the handle.
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3.1.6 Erosion Shield
The erosion shield is a single piece of thin C-shaped electro-formed nickel which is bonded to
the outer surface of the dummy heater mat to provide protection against erosion.
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3.1.7 Weight Pot
The tip end masses fit into a drilled out cavity in the spar at STA1235.5. The pocket is drilled
through the upper spar wall into a solid EMC block which makes up the wall of the weight mass
pocket. The EMC block is adhered to the inner rear wall and upper and lower surfaces of the
spar as well as being encapsulated by the foam core.
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3.1.8 Elastomeric Bearing
The TR elastomeric bearing provides the connection between the blade handle and the hub in
order to transfer the blade shear loads to the hub, and allow lead-lag, and pitch change
movements of the blades. The elastomeric bearings are located on the inside of blade handle
by a shaped, mounting flange (inner member) which is held in place by the blade bolt.
The virtual hinges of the elastomeric bearings have an offset of 0.185 m from the hub centre.
The elastomeric bearing assembly is fixed to the inside surface of the U-shaped lug by three
radially aligned bolts which clamp the handle between the bearing housing and the pitch control
arm. The bolt holes are drilled through the ±45° torsion wraps and root filler.
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3.1.9 Elastomeric Bearing Operation
During normal operation of the elastomeric bearings the elastomeric layers will allow the bearing
to distort in the required planes. If an elastomeric layer becomes debonded the layer will slip
and cause the bearing to fail.
Maintenance of the elastomeric bearings is restricted to inspection and replacement. When an

elastomeric bearing is manufactured, the manufacturer builds witness lines that are moulded
into the structure of the bearing. During inspection the witness lines should be examined for
breaks. The witness lines will distort under load, however, there should be no steps or breaks in
the witness lines.
Wear within the bearings will often show as a powdery deposit around the bearings or cracks in
the black polymer material. The external surface of the bearing should be examined for wear. If
any damage is found during the inspection of an elastomeric bearing then reference should be
made to the acceptable damage table within the maintenance manual.
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3.1.10 Pitch Control Arm
The pitch-control arms are made from aluminium alloy and are adhered to the external surface
of the U-shaped lug.
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3.1.11 Skins
The trailing edge skin of the blade is made of glass fibre cross-plies of 0° and ±45°. Honeycomb
material is used to fill the void between the upper and lower surfaces of the trailing edge to
provide through thickness, stiffness.
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3.1.12 Dummy Heater Mat
The dummy heater mat is bonded to the outer surface of the of the spar leading edge. It
consists of:
 Three layers of Form 7781 woven glass fabric
 One layer of Form 120 woven glass fabric.
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3.1.13 Blade Tip
The Rohacell foam moulding continues beyond the spar to form the core of the blade tip.
Two ±45° glass fibre cross-plies (from STA1295 to STA1450, termed the tip wraps) are wrapped
around the tip moulding.
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3.1.14 Strap Support
The wound straps continue along the span of the blade to form the C-shaped upper and lower
components of the spar, which maintain a constant thickness from STA435 to STA1285.
An EMC component is used to support and channel the straps in the transition region between
STA261 and the start of the constant thickness portion (termed the strap support). Additionally,
an EMC root rib acts to close the blade in the trailing edge.
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3.1.15 Blade Pins
A blade pin connects each blade to the hub via the elastomeric bearing.
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3.1.16 Damper Attachment
Two holes are located at STA295 for connecting the damper attachment to the blade with two
roving fibre glass bushings installed in these holes. A damper bolt provides the connection with
the damper.
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3.1.17 Pads
TRB flap movement is limited by pads which limit blade movement during non-operation. The
flapping motions of the blade are limited by two flap stops at ±10° (upper and lower). At each
hub arm, where the elastomeric bearings attach, two pads are fitted, one on each arm together
with a shim, and bolted between the hub arm and the elastomeric bearing boss. Matching pads
are also fitted at each blade root and are bolted together with the damper attachment. The
upper and lower pads, made from fibre glass fabric provide the desired thickness for the
connection of the damper attachment.
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3.2 Components of the Tail Rotor System - Rotor Head

3.2.1 Introduction
The TRH installation includes all the components and fittings that hold the TRH in its position on
the tail rotor shaft. These components are:
 TR hub
 Dampers and damper brackets
 Collectively known as the Hub Installation Assembly are:
o Top and bottom conical rings
o Ring nut and pressure plate
o Locking flange.
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3.2.2 Tail Rotor Hub
The TR hub is made from a titanium plate and provides a means to transfer both the torque
from the mast to the blades, and the shear forces and moments that arise from blade loading to
the mast.
It is attached to the mast by means of a central spline. The hub bears up against the lower
conical ring and is located on the outboard side by the upper conical ring.
The whole assembly is secured in place by a locknut and four bolts on the outboard side. The
loads are transferred to the hub via the elastomeric bearing.
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3.2.3 Dampers
The TR damper is a fluid elastic shock absorber which uses a combination of elastomeric shims
and fluid transfer to provide lead-lag damping which is limited to +2°/-5°. Each damper is
attached to the blade and the hub via a pair of brackets. A bracket attaches between the arms
of the hub, and clevis lugs on the bracket allow the bolt attachment of one end of the damper.
At the root of the blade is installed the damper attachment that provides the bolt attachment of
the other end of the damper. In construction the damper comprises a central shaft assembly
within a tubular body.
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3.2.4 Top Conical Ring
The top conical ring is installed between the mast and the outboard side of the hub and is made
of stainless steel alloy. The internal surface of the conical ring is cylindrical, its external surface
is conical. Installed around the mast, the conical ring engages its housing on the top of the
centre hole of the hub. The top edge of the conical ring has a flange with four lugs, each lug has
a hole with a thread for the installation of an extractor.
The top conical ring attaches the hub to the outboard end of the mast by eight bolts. The conical
ring reacts to the rotor thrust, the control moments and the blade centrifugal forces which cause
shear loads which are transmitted to the mast through the conical ring.
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3.2.5 Bottom Conical Ring
The bottom conical ring is installed between the mast and the bottom side of the hub and is
made of stainless steel alloy. The internal surface of the bottom conical ring is conical and its
external surface cylindrical.
Installed around the mast, the ring engages its housing on the bottom of the centre hole of the
hub. The bottom conical ring holds the hub in position on the bottom of the mast and it is
structurally less critical than the top conical ring, because no rotor thrust is applied on it.
The bottom conical ring also transmits the shear loads from the blades and the hub to the mast.
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3.2.6 Ring Nut/Pressure Plate
The hub bears up against the lower conical ring and is located on the outboard side by the
upper conical ring. The lower ring is split into two parts.
Retention of the assembly occurs when the pressure washer and locknut are fitted, the lock ring
engaged in keyways in the mast to prevent rotation and pressure bolts are fitted through the
lock ring and locknut. These pressure bolts apply pressure to the pressure washer, which in turn
loads the conical rings and secures the lock ring and locknut together.
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64 - Tail Rotor
3.2.7 Locking Flange
The locking flange, the locknut and the washer hold the top conical ring in its position. Four bolts
and nuts attach the locking flange to the locknut. The bolts and the nuts are locked in pairs with
wire.
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64 - Tail Rotor
3.2.8 Hub Damper Bracket
An aluminium alloy bracket provides the means of attachment between each arm of the hub and
the corresponding damper.
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64 - Tail Rotor
3.3 Components of the Tail Rotor System - Rotating Controls

3.3.1 Introduction
The rotating controls consist of a control rod internal to the mast, connected on one side to the
servo and on the other side to the spider. The spider is connected to the blades by four pitch
links fitted with elastomeric rod end bearings. The pitch control arm is bonded directly to the
blade.
Two rotating scissors are linked to the hub and to the spider in order to provide the rotational
motion to the controls.
A duplex ball bearing allows the relative motion between the spider and the control rod.
The rotating controls translate the output from the Tail Rotor Servo-Actuator into uniform pitch
changes across the rotor disc. Pitch changes are introduced by extending or retracting the
spider assembly in relation to the hub, which in turn acts on the 4 pitch link assemblies.The
blade pitch range is -10°/+25°.
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64 - Tail Rotor
3.3.2 Spider and Slider Assembly
Spider
The rotating outer race of the duplex ball bearing is secured to the rotating spider. As the
internal control rod moves axially, the spider moves and therefore so do the pitch links to impart
a pitch change to the TRB. The spider is heated and the slider frozen to provide an interference
fit on assembly. The spider, in conjunction with the slider, allows control input transfer from the
TR servo actuator to the TR pitch links.
Slider
At one end it is driven by the TR mast and at the other provides attachment and security for the
spider and duplex ball bearing. The slider also provides attachment lugs for the rotating
scissors. The slider is made from Corrosion Resistant Steel (CRES).
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64 - Tail Rotor
3.3.3 Duplex Bearing
The spider and slider assembly is held in place by the duplex bearing which lets the control rod
of the TR servo actuator turn. The bearing inner race is secured to the nonrotating internal
control rod by a nut and washer. The outer race fits into the rotating slider and spider by a
bolted joint (includes locking flange).
The bearing enables connection of the rotating and nonrotating components and moves with the
attached components. The duplex bearing is attached to the control rod of the servo actuator by
a nut and washer.
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64 - Tail Rotor
3.3.4 Slider Bushing
The slider bushing holds the cylindrical body of the slider at the centre of the TRH. The slider
bushing is installed in the shaft of the TGB and has a groove at which the TR boot is attached.
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64 - Tail Rotor
3.3.5 Rotating Scissors
The scissors transfer the rotating motion of the hub about the mast axis to the spider and slider
assembly, while a bushing allows variation in the extension of the slider in response to pilot
input.
The scissors are constructed from an aluminium alloy and each half scissor includes a body and
two lugs.
The body has a hole with a flanged bushing that lets the installation of the parts to connect the
two scissor halves together.
The two lugs have a hole with a flanged bushing which allows the installation of the parts that
attach the scissors to the hub, and to the spider and slider assembly.
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3.3.6 Pitch Link Assembly
The pitch links are installed between the arms of the spider and the pitch control arms on the
blade handle and allow yaw axis input to be transferred into a TRB pitch change, and represent
the return load path for the blade induced torsional moment. As the spider is moved, it transmits
collective pitch changes to the TR pitch links. The TR pitch links are adjustable in length and the
length is set by rigging procedures.
The TR pitch link comprises a sleeve and two steel rod ends containing elastomeric bearings
and are used to reduce maintenance requirements.
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Training Course
65 - Tail Rotor Drive

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-65
Table of Contents
Tail Rotor Drive System Lesson .........................................................................................................................1
1 Purpose of the Tail Rotor Drive System ..................................................................................................1
1.1 Tail Rotor Drive Purpose ................................................................................................................1
1.1.1 Purpose of the Tail Rotor Drive System .....................................................................................1
2 System Architecture.................................................................................................................................2
2.1 Tail Rotor Drive System Architecture .............................................................................................2
2.1.1 Tail Rotor Drive System Interface...............................................................................................2
2.1.2 Tail Rotor Drive System Architecture .........................................................................................3
3 Tail Rotor Drive System ...........................................................................................................................4
3.1 Drive System Overview ..................................................................................................................4
3.1.1 Overview .....................................................................................................................................4
3.2 Driveshafts and Assemblies ...........................................................................................................5
3.2.1 Tail Take-off Adapter ..................................................................................................................5
3.2.2 No. 1 Driveshaft ..........................................................................................................................6
3.2.3 No. 2 Driveshaft ..........................................................................................................................7
3.2.4 No. 3 Driveshaft ..........................................................................................................................8
3.2.5 No. 4 Driveshaft ..........................................................................................................................9
3.2.6 Flexible Couplings ....................................................................................................................10
3.2.7 Bearing Housing Assembly ......................................................................................................11
3.2.8 Bearing Support Housing .........................................................................................................12
3.2.9 Splined Coupling Assembly ......................................................................................................13
3.2.10 Shaft Damper Assemblies .................................................................................................14
3.3 Intermediate Gearbox (1) .............................................................................................................15
3.3.1 Intermediate Gearbox Introduction ...........................................................................................15
3.3.2 Housings ...................................................................................................................................16
3.3.3 Attachments ..............................................................................................................................17
3.3.4 Input Flange Coupling ..............................................................................................................18
3.3.5 Input Pinion Gear ......................................................................................................................19
3.3.6 Input Bearings...........................................................................................................................20
3.4 Intermediate Gearbox (2) .............................................................................................................21
3.4.1 Output Flange Coupling............................................................................................................21
3.4.2 Output Pinion Gear ...................................................................................................................22
3.4.3 Output Bearings ........................................................................................................................23
3.4.4 Lubrication ................................................................................................................................24
3.4.5 Chip Detector/Borescope Plugs ...............................................................................................26
3.5 Tail Gearbox (1) ............................................................................................................................27
3.5.1 Tail Gearbox Introduction .........................................................................................................27
3.5.2 Housings ...................................................................................................................................28
3.5.3 Attachments ..............................................................................................................................29
3.5.4 Input Flange Coupling ..............................................................................................................30
3.5.5 Input Pinion Gear ......................................................................................................................31
3.5.6 Input Bearings...........................................................................................................................32
3.6 Tail Gearbox (2) ............................................................................................................................33
3.6.1 Output Pinion Gear ...................................................................................................................33
3.6.2 Output Bearings ........................................................................................................................34
3.6.3 Tail Rotor Mast .........................................................................................................................35
3.6.4 Lubrication ................................................................................................................................36
3.6.5 Chip Detector/Borescope Plugs ...............................................................................................37
4 Controls and Indicators ..........................................................................................................................38
4.1 Sensors.........................................................................................................................................38
4.1.1 Oil Temperature Sensor ...........................................................................................................38
4.1.2 Oil Level Sensor .......................................................................................................................39
4.2 Chip Detectors ..............................................................................................................................40
4.2.1 Intermediate and Tail Gearboxes .............................................................................................40
4.2.2 Chip Detector Power Module....................................................................................................41

AW189-AF001-SN-I-65
4.3 Cockpit Indications ....................................................................................................................... 42

4.3.1 Cockpit Indications - Primary Flight Display ............................................................................ 42
4.3.2 Cockpit Indications - Multifunction Display .............................................................................. 43
4.3.3 Cockpit Indications - Crew Alerting System ............................................................................. 44
4.4 Ground Use.................................................................................................................................. 45
4.4.1 Oil Sight Glass ......................................................................................................................... 45
5 System Operation ................................................................................................................................. 46
5.1 Normal Operation......................................................................................................................... 46
5.2 Oil Low ......................................................................................................................................... 47
5.2.1 Intermediate/Tail Gearbox - Low Oil Cautions ......................................................................... 47
5.3 Chip Detection ............................................................................................................................. 48
5.3.1 Chip Detection - Normal Cautions ........................................................................................... 48
5.3.2 Chip Detection - Fail Cautions ................................................................................................. 49
5.4 Oil Temp ...................................................................................................................................... 50
5.4.1 Oil Temperature Cautions ........................................................................................................ 50

AW189-AF001-SN-I-65
Tail Rotor Drive System Lesson

1 Purpose of the Tail Rotor Drive System
1.1 Tail Rotor Drive Purpose
1.1.1 Purpose of the Tail Rotor Drive System
The purpose of the Tail Rotor Drive (TRD) system is to transmit the rotational drive from the
Main Gearbox (MGB) to the Tail Rotor (TR).
The Intermediate Gearbox (IGB) and the Tail Gearbox (TGB) transmit the drive to the TR whilst
also changing the drive angle. The gearboxes reduce the rotational speeds between their
respective input and output shafts. Each gearbox has a self-contained splash lubrication and
condition monitoring system.
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2 System Architecture
2.1 Tail Rotor Drive System Architecture
2.1.1 Tail Rotor Drive System Interface
The TRD system interfaces with the following aircraft systems:
 Main rotor drive
 Electrical power
 Indicating and recording
 Airframe structure
 Tail Rotor.
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2.1.2 Tail Rotor Drive System Architecture
The TR drive system consists of the following major assemblies:
 Tail Rotor Gearbox (TGB)
 Intermediate Gearbox (IGB)
 Driveshafts x 4
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3 Tail Rotor Drive System

3.1 Drive System Overview
3.1.1 Overview
The TR drive system comprises the equipment that make the mechanical connections and
transmit the torque drive from the MGB TR drive output coupling to the TGB output coupling.
The components of the TR drive system are as follows:
 No. 1 driveshaft
 IGB
 TGB.
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3.2 Driveshafts and Assemblies

3.2.1 Tail Take-off Adapter
The tail take-off adapter, manufactured from Corrosion Resistant Steel (CRES), is attached to
the rear of the MGB tail take-off pinion and drives the TRDS at 4441 rpm.
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3.2.2 No. 1 Driveshaft
The No. 1 driveshaft is a supercritical shaft constructed of a titanium flow formed material for fire
resistance and is electron beam welded.
The forward end of the No. 1 driveshaft connects through a TRDS flexible coupling assembly to
the MGB tail take-off flange and passes rearwards between the two engine exhaust ducts. The
rear end of the driveshaft connects to the No. 2 driveshaft through the forward bearing housing
assembly then a flexible coupling assembly. The forward bearing housing assembly brackets
are made from stainless steel.
A TRDS damper assembly is fitted to the airframe structure midway along then No. 1 driveshaft
in order to limit shaft deflection if required during run-up and run-down of the TR drive. The
driveshaft damper assembly is composed of Teflon and graphite and also decreases the
vibrations transmitted to the airframe.
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The No. 2 driveshaft and end fittings, which are welded together, are made from anodised
aluminium alloy and have a paint finish inside and out. At the rear end, this shaft connects
through the rear bearing housing assembly and a flexible coupling to the forward end of the No.
3 driveshaft.
A second damper assembly is fitted midway along the No. 2 driveshaft.
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The rear end of the No. 3 driveshaft is connected to the IGB input flanged coupling through a
flexible coupling. The No. 3 driveshaft is of the same general construction as the No. 2
driveshaft.
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The two ends of the No. 4 driveshaft connect to the IGB output flanged coupling and the TGB
input flanged coupling through a flexible coupling. The No. 4 driveshafts are of the same
general construction as the No. 2 driveshaft.
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3.2.6 Flexible Couplings
The flexible coupling assemblies provide a connection between the driveshafts, gearboxes and
bearing support housings, allowing the transmission of power under steady and cyclic torques.
The construction of the flexible coupling assembly provides a degree of flexibility to compensate
for the angular and axial misalignment derived from installation tolerances, structural deflections
and thermal expansion of the TR drive line.
Six flexible coupling assemblies are fitted on the TRDS. There are four flexible couplings fitted
to the shafts between the MGB and the IGB and a further two mounted on the shaft flanges
connecting the IGB to the TGB.
The flexible coupling assembly comprises of two titanium alloy end fittings separated by two
flexible titanium alloy discs. Torque is transmitted through contoured diaphragm type flexible
discs whose planes are normal to the torque axis. Angular and axial misalignments are obtained
by material flexure within elastic limits. Two diaphragms are used in series and each diaphragm
shares a portion of the total coupling misalignment.
Bending in a diaphragm takes place in the contoured area between the rim and the hub. The
use of a special profile results in efficient material usage in which shear stresses are low and
the cyclic bending stresses are distributed and reduced to practical limits for unlimited life.
One coupling connects the forward end of the No. 1 driveshaft to the MGB take-off adapter, the
rear of the shaft connects to the bearing housing which is connected to another coupling
attached to the forward end of the No. 2 driveshaft.
The No. 3 and 4 driveshafts have two flexible coupling assemblies fitted at either end of the
shafts.
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3.2.7 Bearing Housing Assembly
Two bearing housing assemblies are installed on the TRDS (forward and rear) providing support
for the driveshafts with minimal rotational friction. The forward bearing assembly fits between
the rear end of the No. 1 driveshaft and the flexible coupling secured to the forward end of the
No. 2 driveshaft. The rear bearing assembly fits between the No. 2 driveshaft and the flexible
coupling at the forward end of the No. 3 driveshaft.
Both housing assemblies are bolted to the tail boom with shims that help TRDS alignment. Each
bearing assembly comprises of:
 Forward and rear splined shafts
 Aluminium bearing support housing
 Aluminium support mounting bracket and fasteners
 Shurlok nut.
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3.2.8 Bearing Support Housing
The bearing support housing contains the main spherical flanged ceramic bearing for driveshaft
rotation. This bearing also has an external spherical bearing surface to allow for angular
misalignment that results from shaft or tail movement.
The outer race of the ball bearing has a spherical outer circumference that can join with a
similar spherical surface formed within the support housing. The outer race of the ball bearing is
prevented from rotating within the support housing by an anti-rotation bolt. This bolt engages
with a screw thread in the housing plate, with the pin end portion engaging in a hole in the
bearing outer race. The bolt is wire locked.
The bearing support housing also contains the lubrication fitting for the replenishment of the
outer race external spherical bearing surface grease.
Located at the bottom end of the bearing support housing are three small self-lubricating
spherical bearings, these also allow for angular misalignment resulting from shaft or tail
movement. The bearing support housing is bolted to the bearing support mounting bracket
through these spherical bearings.
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3.2.9 Splined Coupling Assembly
The splined coupling assembly forms the connection between the two driveshafts and is
mounted within the main bearing. It is formed from three main parts:
 Forward splined shaft
 Aft splined shaft
 Shurlok nut.
A shoulder is formed in the middle of the forward splined shaft. With the bearing fitted and
bolted into the bearing support housing, the bearing is installed with its inner race against the
shoulder on the forward splined shaft. The aft splined shaft is assembled onto the forward
splined shaft with its tube end in direct contact with the bearing inner race.
The inner race of the bearing is clamped by screwing the Shurlock retaining nut onto the end of
the forward splined shaft.
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3.2.10 Shaft Damper Assemblies
During run-up and run-down of the longer No. 1 and No. 2 driveshafts, momentary resonance
can occur as the shafts approach and go through the first critical bending speed, leading to run
out. Two damper assemblies are installed to counteract this effect and provide restraint for the
shafts critical rotational speeds.
The damper assemblies are installed and aligned by shims midway along the No. 1 and No. 2
driveshafts and comprise of a damper ring, a split balance ring and wear sleeve assembly, a
damper bracket, a damper plate, fasteners and two damper spring sleeves.
The wear sleeve and split balance ring are formed from aluminium with a Corrosion Resistant
Steel (CRES) filled inner groove. The sleeve is assembled onto the driveshaft and forms a
bearing surface for shaft rotation during contact. There is normally a gap between the split
balance ring and the damper ring.
The Polytetraflouroethylene (PTFE) damper ring has two extending lugs at the bottom, with
enlarged holes and has a larger internal diameter than that of the shaft sleeve external
diameter. Bolts secure the stainless steel damper plate in two positions to the aluminium
damper bracket, through two spring-loaded sleeves through enlarged holes in the damper ring.
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3.3 Intermediate Gearbox (1)

3.3.1 Intermediate Gearbox Introduction
The IGB is a bevel gearbox that changes the angle of the horizontal driveshafts to an upward
sloping direction (49°) to the TGB and reduces the input driveshaft speed from 4441 RPM to an
output speed of 3389 RPM.
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3.3.2 Housings
The IGB housings are manufactured from aluminium and magnesium alloy and are comprised
of a centre housing, and an input and output housing that provide support for the two bevel
gears.
The centre housing has a flanged lower face with four studs that provides for the mounting of
the IGB onto the aircraft.
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3.3.3 Attachments
The IGB is installed on the lower tail fin structure between the No. 3 and No. 4 driveshafts. It is
secured to the tail boom by four attaching bolts.
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3.3.4 Input Flange Coupling
The input flange coupling transfers drive to the input pinion gear. This flange, coupling together
with a second coupling in the output gear, provides the connection between driveshafts and
gearbox. The flange couplings are located in the gears with floating splines.
The input and output bevel gears are manufactured from carburising steel and the bearings are
manufactured from M50 steel.
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3.3.5 Input Pinion Gear
The input and output pinions are spiral bevel gears supported by bearings.
The input pinion is driven by the input flange coupling adapter and in conjunction with the
second flange coupling adapter in the output gear provides the connection between the
driveshafts and gearbox.
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3.3.6 Input Bearings
The input gear is supported by a ball and roller flange bearing combination.
The front end is supported by the roller bearing and the rear is supported by the duplex ball
bearing.
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3.4 Intermediate Gearbox (2)

3.4.1 Output Flange Coupling
The output flange coupling is secured to the output pinion gear shaft and transmits the drive to
the No. 4 driveshaft. The output flange coupling also provides the connection between
driveshafts and gearbox and is located in the gears with floating splines.
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3.4.2 Output Pinion Gear
The output pinion gear is driven by the input pinion gear and in conjunction with the flange
coupling adapter transmits drive to the No. 4 driveshaft.
The pinion gear continues the connection between the driveshafts and gearboxes.
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3.4.3 Output Bearings
The main support and location for the IGB output gear is provided by a roller bearing at the
forward end (secured to the centre housing) and a ball bearing at the aft end (secured to the
output housing).
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3.4.4 Lubrication
The IGB gearbox incorporates devices to monitor for low oil level conditions, oil operating
temperatures and debris particles. The gears and bearings are lubricated by the splash
lubrication method.
A PTFE lip seal is incorporated in each of the input and output shaft housings and all three
housings are sealed, providing containment of the IGB oil. Shims are used in the joints between
the centre housing and both the input and output housing to provide the correct gear
engagement (ensured by gear pattern checks during assembly and test).
A filling port provides for the gravity replenishment of gearbox oil and an oil level sight glass
indicator provides a visual indication of the IGB oil quantity. Oil drain fittings are incorporated at
the PTFE seal locations permitting an overboard vent of any oil that escapes from the dynamic
seals. Oil can also be drained by removing the Magnetic Chip Detector (MCD).
The lubrication components of the IGB are:
 Oil filler provided for servicing and located on upper Right-hand Side (RHS) of the gearbox.
 Oil level indicator allows for manual checking of the oil and is located at the lower RHS of
the gearbox.
 Oil temperature sensor which senses the temperature of the lubricating oil and provides a
signal proportional to the temperature. The sensor is located below the oil level indicator at
the lower RHS of the gearbox.
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 Oil low-level sensor provides a signal when the oil level in the sump is below a
predetermined minimum level and is located to the rear of the gearbox.
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3.4.5 Chip Detector/Borescope Plugs
The MCD is positioned on the RHS of the IGB. It is a means of monitoring the gearbox and
checking for degradation of the geartrain. The MCD is also removed to drain the gearbox oil
system.
The IGB has two borescope hole provisions that allows the inspection of the drive system during
maintenance.
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3.5 Tail Gearbox (1)

3.5.1 Tail Gearbox Introduction
The Tail Rotor Gearbox (TGB) is a bevel gearbox that changes the angle of the No. 4 driveshaft
to an output direction of 101° to the TR system and reduces the driveshaft speed from 3389
RPM to an output speed of 1407 RPM.
The TGB is comprised of a main cast housing which is provided with a boss for the linkage
attachment and a flange for the attachment of the servo pitch actuator.
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3.5.2 Housings
The TGB housing is manufactured from aluminium and magnesium alloy and is comprised of a
centre housing, and an input and output housing.
The centre housing has a flanged lower face with four studs that provides for mounting the TGB
onto the aircraft. The centre housing mounting flange also provides for the installation of the
input housing that contains the input pinion assembly.
The output housing locates and supports the output bevel gear (mast) via a duplex ball bearing
and a roller bearing. A screw threaded boss is located in the top of the output housing allowing
the attachment of a lifting eye.
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3.5.3 Attachments
The TGB is installed on the top of the fin and is securely attached to the vertical stabiliser by a
machined bracket and four bolts.
Anti-torque loads are transmitted through the TGB into the tail boom.
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3.5.4 Input Flange Coupling
The No. 4 driveshaft is connected via a flexible coupling to the TGB input coupling. The input
flanged coupling is spline engaged to the input pinion. This input pinion forms part of the input
pinion assembly.
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3.5.5 Input Pinion Gear
The input pinion is driven by the input flange coupling adapter and in conjunction with the
second flange coupling adapter in the output gear provide the connection between the
driveshafts and gearbox
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3.5.6 Input Bearings
The TGB input and output pinions are spiral bevel gears supported by bearings.
The input pinion assembly is supported by a duplex ball bearing, secured in the input housing
and a roller bearing, secured in the centre housing. The bearings are manufactured from M50
steel.
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3.6 Tail Gearbox (2)

3.6.1 Output Pinion Gear
The TR mast is an integral part of the output gear. The TGB output pinion gear is a spiral bevel
gear set supported by bearings.
The gear is driven by the TGB input gear and, in conjunction with the flange TR mast and
coupling adapter transmits drive to the TR hub.
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3.6.2 Output Bearings
The output housing locates and supports the output bevel gear (mast) via a duplex ball bearing
and a roller bearing. The bearings are manufactured from M50 steel.
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3.6.3 Tail Rotor Mast
The cone cast housing contains the TR mast, which is an integral part of the output gear. The
TR mast is supported by one roller and two preloaded ball bearings.
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3.6.4 Lubrication
The TGB gearbox incorporates devices to monitor for low oil level conditions, oil operating
temperatures and debris particles. The TGB is splash lubricated and filled by a dedicated filler
cap.The gears and bearings are lubricated by the splash lubrication method, with the heat
generated being transferred through the TGB case walls which are cooled by the external air
flow.
A PTFE lip seal is incorporated at each interface of the rotating and static elements and all
housings joints are sealed, providing containment of the TGB oil (input, output and actuator). Oil
drain fittings are incorporated at the PTFE seal locations permitting an overboard vent of any oil
that escapes from the dynamic seals. A breather is mounted at the highest point on the TGB
and allows for thermal expansion of the entrapped air from pressurising the case. For
maintenance purposes, oil is drained by removing the MCD.
The lubrication components of the TGB are:
 Oil filler provided for servicing. Located on top of the TGB.
 Oil level indicator allows for manual checking of the oil and is located on the Left-hand Side
(LHS)of the TGB.
 Oil temperature sensor which senses the temperature of the lubricating oil and provides a
signal proportional to the temperature. The sensor is located at the rear and bottom of the
TGB.
 Oil low-level sensor provides a signal when the oil level in the sump is below a
predetermined minimum level. The sensor is located on the LHS of the TGB.
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3.6.5 Chip Detector/Borescope Plugs
The MCD is positioned on the starboard side of the TGB. It is a means of monitoring the
gearbox and checking for degradation of the gear train. The MCD is removed to drain the
gearbox oil system.
The TGB has two borescope hole provisions that allow the inspection of the drive system during
maintenance activities.
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4 Controls and Indicators

4.1 Sensors
4.1.1 Oil Temperature Sensor
The indicating system gives the pilot information about the oil temperature of the IGB and the
TGB. Both gearboxes have a sensor installed at the bottom of the gear housing that monitors
the oil temperature.
Oil temperature sensor is of an analogue type and its output is displayed on the Primary Flight
Display (PFD) under the labels of either IGB or TGB. In the normal temperature range the
indication is green, amber is out of range and requires monitoring of all IGB/TGB condition
indications and a temperature in the red requires pilot action.
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4.1.2 Oil Level Sensor
Both the IGB and TGB static low oil level sensors check the level of oil in the transmission
system.
The sensor only operates when the aircraft is on the ground (Weight On Wheels (WOW) switch
interaction) and the rotor speed Nr is below 5%.
The system is managed and tested via the Electrical Control and Display Unit (ECDU), by
accessing the MENU page, TEST subpage then issuing the command XMS OIL LVL TEST. The
test lasts seven seconds but the cautions are only displayed on the Multifunction Display (MFD)
during the last two seconds.
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4.2 Chip Detectors

4.2.1 Intermediate and Tail Gearboxes
The MCD for the IGB and TGB is part of the overall transmission chip detector system.
When captured the chips will complete an electrical circuit which in turn activates a Crew
Alerting System (CAS) message. The subsystem incorporates a chip burner that, providing the
chip is small, can burn the particle clearing the CAS message.
When the IGB CHIP and TGB CHIP caution messages are displayed in the CAS window of
the PFD, the pilot can try to burn the ferrous particle(s) pushing the CHIP BURN switch located
on the XMSN page on the ECDU.
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4.2.2 Chip Detector Power Module
The MCD are jointly controlled and powered by a chip detector power module, this module
provides the power for the “fuzz burner” application for each of the MCD and also contains the
self-check capability contained within the MCD.
Please refer to CH63 Main Rotor Drive System for more detailed information.
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4.3 Cockpit Indications

4.3.1 Cockpit Indications - Primary Flight Display
A digital temperature readout is displayed on the PFD secondary vehicle indication area and
provides the pilots with the oil temperature of the IGB and TGB.
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4.3.2 Cockpit Indications - Multifunction Display
The MFD display information that informs the pilot of the operating condition of the system.
The IGB and TGB oil temperature scale is represented by a dedicated legend “IGB/TGB °C”, a
digital readout for each system (IGB/TGB) and an analogue scale with two “T” shaped pointers
on the each side. The oil temperature readouts provide numeric indications of the IGB and TGB
oil temperature value with a displayed resolution of 1 °C.
When oil temperature Non Computed Data (NCD) is received, the corresponding pointer and
readout is replaced by white dashes.
When oil temperature input is invalid or missing, the corresponding pointer is removed and
readout replaced by amber dashes.
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4.3.3 Cockpit Indications - Crew Alerting System
The PFD has a dedicated CAS window that displays IGB and TGB CAS caution messages.
There are 10 cautions associated with the TR drive system, these are displayed as either
acknowledged or not acknowledged messages:
 When a caution appears and has not been acknowledged it will be displayed as black font
over an amber background, for example: IGB LOW .
 When the caution is acknowledged, the caution will then change to display as amber font
over a black background, for example: IGB LOW .
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4.4 Ground Use

4.4.1 Oil Sight Glass
The IGB and TGB provide a visual oil level indicator that is available to maintenance personnel
for manually checking the oil level, without the use of tools when the aircraft is on ground. The
indicator is comprised of a clear window that shows the physical level of the oil when stationary
against a maximum value. To ensure that the indication is accurate the aircraft needs to be on
level ground.
When indicating FULL the IGB contains 1.13 litres of transmission lubricating oil. The quantity of
oil in the gearbox is acceptable when the visible oil level is on the FULL line on the sight glass.
When indicating FULL the TGB contains 1.87 litres of transmission lubricating oil. The quantity
of oil in the gearbox is acceptable when the visible oil level is on the FULL line on the sight
glass.
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5 System Operation
5.1 Normal Operation
With the main rotor speed (Nr) set to 102%, the tail take-off flange rotates at a speed of 4441
RPM in an anticlockwise direction when viewed from the rear.
The drive is transmitted at a constant speed to the IGB, by the No. 1 to No. 3 TRDS. At the IGB,
the direction of rotation remains the same, but the output speed is reduced to 3389 RPM and
the angle is changed to 49º to meet the input coupling flange of the TGB via the No. 4 TRDS.
At the TGB, three changes to the drive occur:
 The angle of drive is changed through 101º.
 The RPM is further reduced to 1407 RPM.
 The direction of rotation is changed clockwise when viewed from the left side of the aircraft.
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5.2 Oil Low

5.2.1 Intermediate/Tail Gearbox - Low Oil Cautions
IGB oil level low (caution only active with aircraft shutdown
IGB OIL LOW and Nr below 5%)
Same as IGB
TGB OIL LOW
The low oil level sensor provides a discrete signal when the IGB/TGB oil level is low. The switch
detects the differing density of the material between its two probes which change when the oil is
replaced by air as the oil level drops. This discrete signal is suppressed when Nr exceeds 5%.
The IGB OIL LOW and TGB OIL LOW caution messages inform the pilots when the oil level
in the IGB/TGB is low, oil should be replenished before flight.
When the aircraft is on ground, maintenance personnel can visually check the oil level through
the oil level gauges if required to confirm the CAS message.
There is no low oil level indication in flight and the crew must rely on other indications of oil
system condition such as oil temperature and MCD if the oil level drops sufficiently to cause
problems.
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5.3 Chip Detection

5.3.1 Chip Detection - Normal Cautions
Chip detected in IGB

IGB CHIP
Same as IGB
TGB CHIP
An MCD, comprising of a magnetic element separated from its mounting casing by an electrical
insulation material, is installed in the IGB and TGB. The magnetic element attracts ferrous
particles in suspension in the oil. An accumulation of light material or larger chips bridges the
insulation and completes the caution indication circuit.
IGB CHIP and TGB CHIP cautions, displayed on the PFD, are accompanied by a CAS
message for the relevant gearbox.
The chip detector is of the burn off type, where in the event of a caution indication, the crew may
attempt to burn off an accumulation of light ferrous particles that can occur as a result of normal
wear. If the burn off is successful the caution indication will extinguish, however, if the debris is
of significant size the caution indication will remain and a precautionary landing will be initiated.
The MCD housings are self-sealing so the MCD can be removed during maintenance servicing
without the loss of gearbox oil. MCD are removed for inspection for condition and for chips after
an MCD caution.
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5.3.2 Chip Detection - Fail Cautions
IGB chip sensor failed

IGB CHIP FAIL
TGB chip sensor failed

TGB CHIP FAIL
CHIP detector unit failed

CHIP DET UNIT
The chip detector power module and the gearbox chip detector circuits are monitored for failure.
Each MCD contains a self-check capability to detect a fault within its chip detection system, with
error codes generated by the MCD when a failure is detected.
In the event of a power module failure or an open circuit detector being detected, a caution
indication IGB CHIP FAIL , TGB CHIP FAIL or CHIP DET UNIT is displayed on the PFD by
a CAS message.
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5.4 Oil Temp

5.4.1 Oil Temperature Cautions
IGB oil temperature above limit (greater than 110 °C)

IGB OIL TEMP
Same as IGB
TGB OIL TEMP
The Aircraft and Mission Management Computer (AMMC) will initiate a caution indication on the
PFD with a CAS accompanying message – IGB OIL TEMP or TGB OIL TEMP when the
temperature increases above 110 °C. The caution indication will be reset when the oil
temperature decreases to 108 °C.
The temperature sensor is critical in providing information to the flight crew of the initiation of the
30 minute life following a total loss of oil from either of the IGB/TGB.
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Training Course
67 - Rotors Flight Control

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-67
Table of Contents
Rotors Flight Control System Lesson .................................................................................................................1
1 Purpose of the Rotors Flight Control System ..........................................................................................1
1.1 Flight Control System .....................................................................................................................1
1.1.1 General Purpose.........................................................................................................................1
2 Architecture of the Rotors Flight Control System ....................................................................................2
2.1 Interface and Architecture ..............................................................................................................2
2.1.1 Main and Tail Rotor Flight Control Interface ...............................................................................2
2.1.2 Main and Tail Rotor Flight Control Architecture .........................................................................3
3 Components and Location of the Rotors Flight Control System .............................................................4
3.1 Main Rotor Control - Collective.......................................................................................................4
3.1.1 Collective Installation ..................................................................................................................4
3.1.2 Pilot and Co-pilot Collective Stick ...............................................................................................5
3.1.3 Collective Fixed Friction .............................................................................................................9
3.1.4 Collective Spring Balance.........................................................................................................10
3.1.5 Collective Adjustable Friction ...................................................................................................11
3.1.6 Collective Trim Actuator ...........................................................................................................12
3.1.7 LVDTs .......................................................................................................................................13
3.2 Main Rotor Control - Cyclic...........................................................................................................14
3.2.1 Cyclic Installation ......................................................................................................................14
3.2.2 Pilot and Co-pilot Cyclic Stick ...................................................................................................15
3.2.3 Cyclic Fixed Friction .................................................................................................................17
3.2.4 Cyclic Spring Balance ...............................................................................................................18
3.2.5 Cyclic Linear Actuators .............................................................................................................19
3.2.6 Cyclic Trim Actuators ................................................................................................................20
3.3 Mixing Control ...............................................................................................................................21
3.3.1 Mixing Unit Installation ..............................................................................................................21
3.3.2 Mixing Unit Assy .......................................................................................................................22
3.4 Main Rotor Servoactuator (MRA) .................................................................................................23
3.4.1 Main Rotor Actuator Installation ...............................................................................................23
3.4.2 Main Rotor Actuator ..................................................................................................................24
3.5 Tail Rotor Control .........................................................................................................................25
3.5.1 Tail Rotor Control Installation ...................................................................................................25
3.5.2 Pilot and Co-pilot Pedal Assy ...................................................................................................26
3.5.3 Pedal Fixed Friction ..................................................................................................................27
3.5.4 Pedal Spring Balance ...............................................................................................................28
3.5.5 Pedal Trim Actuator ..................................................................................................................29
3.6 Tail Rotor Servoactuator (TRA) ....................................................................................................30
3.6.1 Tail Rotor Actuator Installation .................................................................................................30
3.6.2 Tail Rotor Actuator ....................................................................................................................31
3.6.3 Tail Rotor SCAS Actuator .........................................................................................................32
4 Rotors Flight Control System Controls and Indicators ..........................................................................33
4.1 Controls and Indications ...............................................................................................................33
4.1.1 Flight Controls - Controls ..........................................................................................................33
4.1.2 Flight Controls - Indications ......................................................................................................34
5 Operation of the Rotors Flight Control System ......................................................................................35
5.1 Mixing Unit Operation ...................................................................................................................35
5.1.1 Mixing Unit Operation ...............................................................................................................35
5.2 Main Rotor Actuator (MRA) ..........................................................................................................36
5.2.1 MRA Emergency Mode - Hydraulic System 1(2) Loss of Pressure .........................................39
5.2.2 MRA Emergency Operation - Valve Jam .................................................................................40
5.3 Tail Rotor Actuator (TRA) .............................................................................................................43
5.3.1 Normal Operation .....................................................................................................................43
5.3.2 TRA Emergency mode - Hydraulic ...........................................................................................44
5.3.3 TRA Emergency Operation - Valve Jam ..................................................................................45

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Rotors Flight Control System Lesson

1 Purpose of the Rotors Flight Control System
1.1 Flight Control System
1.1.1 General Purpose
The rotor flight controls allow the aircrew to control the flight attitude, altitude and direction of the
helicopter.
The control is transmitted through mechanical linkages such as traditional rods and levers.
It produces aerodynamic effects on the helicopter's rotors. There is no separate Control Panel
and the system status indication is purely through feedback in the control mechanisms.
The main characteristics of AW189 FFC are:
 conventional cyclic, collective and yaw controls
 power boosters on the chains made by servo actuators
 mechanical mixing between cyclic and collective controls.
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2 Architecture of the Rotors Flight Control System

2.1 Interface and Architecture
2.1.1 Main and Tail Rotor Flight Control Interface
The Flight Control System is interfaced with:
 AFCS (described in the chapter 22)
 Air crew
 Main rotor system (described in the chapter 62)
 Tail rotor system (described in the chapter 64)
 Hydraulic n°1 and 2 (described in the chapter 29).
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2.1.2 Main and Tail Rotor Flight Control Architecture
The Flight Control System is composed by:
 Cyclic
 Cyclic linear and trim actuators
 Collective
 Mixing Unit
 Main Rotor Actuator
 Pedals
 Pedals and Collective Trim actuators
 Tail Rotor Actuator and linear actuator.
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3 Components and Location of the Rotors Flight Control System

3.1 Main Rotor Control - Collective
3.1.1 Collective Installation
The pilot and co-pilot control sticks are connected to a torsion tube located behind the cockpit
seats. The torsion tube is made of carbon fiber. It is supported at each end by a mounting
bracket.
The brackets include a bearing in order to reduce the friction to a minimum. The left end of the
torsion tube extends through its support.
An aluminium lever arm is spline connected and clamped to the tube. From the lever arm, an
adjustable aluminium rod extends vertically to the roof inside the co-pilot door pillar.
It connects to another aluminium lever arm. This lever arm is spline connected to the second
torsion tube. This other torsion tube is made of carbon fiber. It is connected to the mixing unit.
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3.1.2 Pilot and Co-pilot Collective Stick
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The collective lever is installed on the left side of the pilot (PLT) seat. It is connected through a
carbon fibre torsion tube to the co-pilot (CPLT) collective lever. A grip includes function switches
and Auto Pilot (AP) commands. The collective lever is installed on the left side of the CPLT
seat. A grip holds function switches and Auto Pilot commands (less than the PLT collective).
The collective control sticks are made of aluminium. The co-pilot stick is installed using a ring
nut and a quick-release pin universal joint.
The control grip houses a number of switches/selectors:
 RPM switch (pilot only)
 Hoist control selector (pilot only)
 Flotation switch
 Hoist cut switch
 Fire Bucket switch
 Coll/yaw beep trim selector
 Force Trim Release switch
 CAS reset switch
 GA/TU switch
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 Cat A switch
 Landing light switch (pilot only)
 Landing light selector
 MOT switch
 AEO LIM selector.
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3.1.3 Collective Fixed Friction
A friction clamp (fixed friction) is installed at the left end of the torsion tube.
The Fixed Friction device is factory set. It is designed to give a consistent feel between control
chains and aircraft.
Its aim is to avoid lose operation of the collective, otherwise wear of the bearings can increase.
It also compensates any bearing friction variations.
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3.1.4 Collective Spring Balance
The Balancing Spring reacts against the unbalanced weights that operate on the control
mechanism, i.e., the weight of the vertical Connecting Rods, etc. They are set during aircraft
manufacturing and are not adjustable by the flight crew.
The Collective Control Balance Spring is located under the Cockpit Floor adjacent to the Pilots
Control Stick.
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3.1.5 Collective Adjustable Friction
The Adjustable Friction provides a control knob for the Pilot. It is located at the right end of the
collective torque tube.
It allows a personnel choice on the friction levels within the controls. The friction can be set on a
scale from high enough to maintain the position of the lever without pilot input, down to very low
to give the fastest feedback to the pilot.
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3.1.6 Collective Trim Actuator
The collective trim actuator is installed in parallel with the collective torque tube. It is located in
the floor structure under the co-pilot seat. It is also attached to the bottom end of the co-pilot
collective stick.
The actuator interfaces with the AFCS. The trim actuator has the same control travel authority
as the stick control but with a low-limited rate of control for safety purpose. This is in case of a
malfunction occurs. Within the Trim Actuator, there is a Shear Pin which provides continued
FFC operation in the event of a seizure in the Actuator movement.
The trim actuator can be overridden by a pilot command via a spring-clutch. It receives electrical
signals from the AFCS in order to change the position of collective control.
The trim actuator includes:
 a feel spring which provides a feed-back feel load to the pilot when actuated
 a magnetic friction used to provide an anchor point of the control and to connect/disconnect
the feel spring
 position sensors to provide a feed-back position signal of the control to the AFCS
 a detent microswitch used to inhibit AFCS control in case of pilot input
 an electrical motor converts the ACFS electrical signals to mechanical output on the control
 a damper used to reduce vibration on the control due to engagement/disengagement of the

anchor point using the feel spring.
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3.1.7 LVDTs
Two Linear Variable Differential Transformer (LVDT) are installed at the left end of the
Collective torsion tube.
They provide the position of the Collective lever to the engines.
They are used to provide the power anticipation to the engine.
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3.2 Main Rotor Control - Cyclic

3.2.1 Cyclic Installation
The cyclic control is a mechanical, dual linkage system. The cyclic control is a conventional
metallic rod and bellcrank type. This is actuated by the cyclic control sticks. The cyclic linkage
gives the pitch and roll commands to the main rotor pitch change mechanism through the mixing
unit.
The mechanical linkage gives also a connection to the pitch and roll trim actuators. The
commands can be made by the crew or provided by the AFCS.
The two cyclic inputs are transmitted to the mixing unit. Then the mixing unit sends the output to
the three main rotor actuators. The torsion tube is made of carbon fiber.
The sticks are connected to the floor using an attachment plate. It contains a spherical bearing
connected with a cross shaped, stainless steel fitting. The lower part of the cross extends below
the floor and is fastened to the torsion tube through its clevis fitting. The pilot attachment plate
contains a shaped flange used to limit pitch and roll movements.
At the right end of the torsion tube, the lower cross arm connects to the longitudinal and lateral
control rods. At the upper bellcrank installation there is a composite linkage connection.
It transmits the longitudinal and lateral control to the mixing unit. Interposed between the
composite linkage and the mixing unit are the AFCS series actuators. Limit stops are present in
the upper bellcrank to limit the longitudinal and lateral cyclic pitch to the limits of its envelope.
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3.2.2 Pilot and Co-pilot Cyclic Stick
The pilot and co-pilot stick are identical. They make a common input to the mixing unit. The
cyclic control sticks are made of aluminium tube with a control gip on their top. They are
installed forward the PLT and CPLT seat. They are interconnected through a carbon fibre
torsion tube located under the flight deck floor.
The cyclic sticks are fitted on the flight deck floor by an attachment plate. This attachment plate
contains a spherical bearing connected with a cross shaped, stainless steel fitting. The lower
part of the cross extends below the floor and is fastened to the torsion tube through its clevis
fitting.
The pilot attachment plate contains a shaped flange used to limit a combination of pitch and roll
movements. At the right end of the torsion tube the lower cross arm connects to the longitudinal
and lateral control rods.
The co-pilot stick is installed using a ring nut and a quick-release pin.
The grip of the cyclic sticks houses the function switches and Auto Pilot commands such as:
 AP OFF push button
 ATT push button
 FTR push button
 WIPER push button
 CARGO REL push button with a guard
 WLVL push button
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 PTT push button
 TRIM 5 way selector
 CCJ 5 way selector
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3.2.3 Cyclic Fixed Friction
The cyclic control mechanism contains Fixed Friction devices. They are mounted on the lower
cyclic bellcrank.
The Fixed Friction devices are factory set.
They are designed to give a consistent feel between control chains and aircraft, compensating
any bearing friction variations.
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3.2.4 Cyclic Spring Balance
The Balancing Springs react against the unbalanced weights that operate on the control
mechanism, i.e., the weight of the vertical Connecting Rods, etc.
They are set during aircraft manufacture and are not adjustable by the flight crew.
The Cyclic Control Balance Springs are located in the structure floor under the pilot seat,
adjacent to the Pilots Control Stick.
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3.2.5 Cyclic Linear Actuators
The Pitch and Roll Linear Actuators are 2 channels Actuators. Signal inputs from the auto‐pilot
(part of the AFCS) cause rapid control response from the Actuator.
The pitch and roll Linear Actuators are fitted between the upper cyclic Bellcrank and the Mixing
Unit. They are below the control rods. For pitch and roll, the output goes to the Mixing Unit.
For each Linear Actuator, an Anchor Spring is provided so that it causes a neutral input to the
control chain following a mechanical failure of the associated Actuator. The Anchor Springs are
secured to a frame and are secured to the lower control rod.
As the Linear Actuator acts as a solid link of adjustable length, then a mechanical failure of the
link means that the control chain loses a fixed pivot point, thus removing positional control of the
input into the Servo‐Actuators. If a Linear Actuator mechanical seizes to form a solid item, this
does not affect the “link” length and, therefore, the reference pivot point and aircraft manual
control is maintained.
Both of the Rods are made of aluminium. The Rods End Bearings are sealed and made of
stainless steel. These are fitted to the ends of the shafts to provide attachment and allow limited
angular misalignment.
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3.2.6 Cyclic Trim Actuators
The cyclic trim actuators are installed in parallel with the cyclic stick. It is located in the floor
structure under the co-pilot seat.
The actuators interface with the AFCS. The trim actuators have the same control travel authority
as the stick control but with a low-limited rate of control for safety purpose. This is in case of a
malfunction occurs. Within the Trim Actuators, there is a Shear Pin which provides continued
FFC operation in the event of a seizure in the Actuator movement.
The trim actuator can be overridden by a pilot command via a spring-clutch. It receives electrical
signals from the AFCS in order to change the position of collective control.
The trim actuators include:
 a feel spring which provides a feed-back feel load to the pilot when actuated
 a magnetic friction used to provide an anchor point of the control and to connect/disconnect
the feel spring
 a position sensor to provide a feed-back position signal of the control to the AFCS
 a detent microswitch used to inhibit AFCS control in case of pilot input
 an electrical motor converts the ACFS electrical signals to mechanical output on the control
 a damper used to reduce vibration on the control due to engagement/ disengagement of

the anchor point using the feel spring.
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3.3 Mixing Control

3.3.1 Mixing Unit Installation
The Mixing Unit located on the cabin under roof combines the output from the cyclic and
collective control. The output from the Mixing Unit then provides the individual inputs to the
three Main Rotor Actuators (MRA’s), which in turn provides pitch control to the Main Rotor
Blades.
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3.3.2 Mixing Unit Assy
The Mixing Unit comprises of a number of Levers, Bearings and Slides which maintain the
stability of the Fixed Flying Controls and the correct position of the MRA inputs.
The mixing control system receives the push-pull inputs from the cyclic control system and
rotating inputs from the collective control system. The inputs are transmitted to the lateral mixing
lever, the longitudinal mixing lever and the slide assembly of the Mixing Unit. The Mixing Unit
puts together these movements and sends one output to the input lever of each Servo Actuator
of the main rotor. The movements of the input levers cause the extension or the retraction of the
Servo Actuators pistons. The pistons, then, tilt the swashplate in order to change the pitch of the
Main Rotor Blades.
The Mixing Unit also contains the adjustable Stops to limit the overall control movement to the
MRA’s. There is one adjustable and one fixed Stop in the Collective direction on the output side
of the Mixing Unit, and 2 adjustable Stops on the Cyclic FWD & AFT input Lever.
The output from the mixing unit to the servo actuators consists of three control rod linkages that
use a pivot lever and bell cranks to convey the movement.
The output from the mixing unit to the servo actuators consists of three control rod linkages that
use a pivot lever and bell cranks to convey the movement. The area above the deck is
considered as a fire zone. The rods (adjustable) are made of steel while the arms of the bell
cranks exposed are made of titanium.
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3.4 Main Rotor Servoactuator (MRA)

3.4.1 Main Rotor Actuator Installation
There are three identical Main Rotor (MRA) servo Actuators: LEFT, RIGHT and FORWARD
(LH, RH and FWD). The upper eye end piston is connected to the fixed swashplate. The lower
eye end of the cylinder is connected through a support to the MGB.
The MRAs are controlled by mechanical input commands from the pilot’s control sticks (cyclic
and collective).
As the MRA is located in a fire zone on the main gearbox it is designed to be fire resistant.
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3.4.2 Main Rotor Actuator
The main rotor servo actuator is a fixed body actuator and comprises two separate cylinder
assemblies. They are bolted together at the actuator centre, and tandem pistons.
The cylinder and piston are manufactured in stainless steel. The piston is chromed in order to
improve wear properties.
Each cylinder assembly has an integral flow distributor that contains a dual concentric valve
which provides the normal servo control and an anti-jamming device. The flow distributor
assembly is controlled through an input lever which receives the input from pilot's flight controls
and through a feedback link which is connected to the output piston.
The anti-jamming device consists of an inner and outer sleeve that is held in place under the
action of a spring. In the event of a valve spool jam, the force required at the input lever to
operate the main valve exceeds a preset value. It compresses the spring and allows the two
sleeves to move in order to control the hydraulic fluid within the cylinder chambers.
The actuator is designed to operate normally with two hydraulic systems which are completely
separated within the actuator.
The part where the two cylinders are joined is vented to atmosphere in order to ensure that
leakage, passing the rod seals, does not cause an inter-system mixing of the fluid.
In case of failure of one system, the level of performance with only one hydraulic system
operating ensures no degradation of the helicopter handling qualities.
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3.5 Tail Rotor Control

3.5.1 Tail Rotor Control Installation
The main Yaw input is done by the pilot or co‐pilot through the Yaw Pedal Assembly.
The yaw control varies the pitch of the Tail Rotor Blades within a specified range in a uniform
way across the Tail Rotor disk. These changes increase or decrease the thrust generated by
the Tail Rotor and therefore the torque reaction providing directional control for the H/C.
The changes of thrust are done through a conventional metallic rod and bellcrank linkage.
Bearings in the levers and support reduce the friction forces. Yaw limit stops are incorporated at
the support assembly installed at the rear of the Intermediate Gearbox. These stops limit the tail
rotor pitch to the predetermined range of movement.
There is no mechanical link between Collective and Yaw control. The Tail Rotor control is
completely independent from the Main Rotor.
The mechanical linkage is also controlled by a yaw trim actuator.
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3.5.2 Pilot and Co-pilot Pedal Assy
The pilot and co‐pilot each have a Yaw Pedal Assembly. The Yaw Pedal set has two functions:
the yaw control and the wheel brake control. On the ground, pushing both pedals forwards
together applies the wheel brakes.
The Trim switch for Yaw Control uses a micro switch under each pedal. This trim is active when
there is no input from the pilot. Once the switch is turned on (i.e. when a force is applied to the
pedal), the trim stops to work giving a full control authority to the pilot.
The pilot and co‐pilot can also individually move the control pedals forward and aft to adjust for
varying leg length.
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3.5.3 Pedal Fixed Friction
The Yaw control mechanism contains only a Fixed Friction device. This is mounted on the first
Yaw bellcrank.
The Fixed Friction device is factory set. It is designed to give a consistent feel between control
chains and aircraft, compensating any bearing friction variations.
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3.5.4 Pedal Spring Balance
The Balancing Spring reacts against the unbalanced weights that operate on the control
mechanism, i.e., the weight of any vertical Connecting Rods, etc. They are set during aircraft
manufacture and are not adjustable by the flight crew.
The Yaw Control Balance Spring is located under the Cockpit Floor adjacent to the Pilots Yaw
Pedal Assembly.
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3.5.5 Pedal Trim Actuator
When the AFCS is engaged and trim selected on, the Trim Actuators can also provide the crew
with “force feel”, which applies an even force as required by the crew across the control range.
Within the Trim Actuator there is a Shear Pin which provides continued FFC operation in the
event of a seizure in the Actuator movement. Alternatively, if the drive coming from the Actuator
fails, this does not restrict the control pedal movement, thus allowing aircraft manual control to
be maintained.
The Yaw Trim Actuator Connection Rod attaches to the bottom end of the co‐pilot Yaw Pedals,
located in the floor structure under the co-pilot seat.
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3.6 Tail Rotor Servoactuator (TRA)

3.6.1 Tail Rotor Actuator Installation
The tail rotor actuator is mounted on the 90° tail rotor gear box through a mounting flange. It
provides the power boost to transmit flight control movements to the tail rotor pitch beam.
The tail rotor servo actuator is a fixed body actuator comprising two separate cylinder
assemblies. Those assemblies are bolted together at the centre actuator and tandem pistons.
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3.6.2 Tail Rotor Actuator
The TRA is a “fixed body” type composed by: two mechanically coupled independent cylinders
(force adding in tandem), input and feedback linkage assemblies. The actuator is designed to
operate normally with two hydraulic systems which are completely separated within the
actuator. In case of failure of one system, the level of performance with only one hydraulic
system operating ensures no degradation of the helicopter handling qualities.
The TRA is controlled by mechanical input commands from the pilot’s control pedals and by
electrical / mechanical SCAS input commands from the helicopter FCC.
The linkage mechanism closes an internal feedback loop by mechanically performing the
difference between the input command (either from the pilot or by a small electro-hydraulic
servo-actuator) and the servo-actuator output position. The hydraulic pressures acts on the
actuators pistons in order to develop the force necessary to move the pitch control mechanism
of the tail rotor. A replaceable 75-micron absolute screen (the filter can also be fitted below each
pressure inlet union) protects each actuator inlet pressure port. Two Main Control Valves (MCV)
consist of a dual concentric spool sliding inside a sleeve fixed to the manifold.
The flow distributor assembly is controlled through an input lever. It receives the input from
pilot's flight controls and through a feedback link which is connected to the input lever and
hence to the output piston. One piston end extends with a control rod which is connected to the
rotating control spider; the other piston end is connected with the input lever.
In the event of a valve spool jam the force required at the input lever to operate the main valve
exceeds a preset value thus compressing the spring. It allows the two sleeves to move to
control the hydraulic fluid within the cylinder chambers. The part where the two cylinders are
joined is vented to atmosphere to ensure that leakage past the rod seals does not cause inter-
system mixing of the fluid. In the event of a jammed control valve, the cylinder chambers are
connected to the hydraulic system in a way that prevents a hydraulic lock.
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3.6.3 Tail Rotor SCAS Actuator
The tail rotor actuator is provided with Stability Control Augmentation System (SCAS)
component installed only in one body of the actuator. The SCAS is installed in the section fed
by hydraulic circuit 2.
The SCAS has an authority of ±20% of the servo-actuator half stroke. It receives the electrical
input signals from the Flight Control Computer (FCC).
The SCAS is composed by:
 an electro-hydraulic solenoid valve (EHSV)
 a solenoid valve (SOV)
 an actuator, mechanically linked to the main servo valve
 two LVDTs, mounted within a common housing installed on the SCAS actuator.
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4 Rotors Flight Control System Controls and Indicators

4.1 Controls and Indications
4.1.1 Flight Controls - Controls
The mechanical controls of the flight control are the cyclic stick, collective stick and the pedals.
They are mechanically connected to controls. The trim operation, its related pushbuttons and
switches are explained in the chapter 22.
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4.1.2 Flight Controls - Indications
Associated hydraulic servo actuator in bypass.

1 (2) SERVO
 NOTE:
o When the flight controls are operated

and a main spool valve in any servo
actuator is jammed in centre or a main
spool in any servo actuator is jammed
out of the centre regardless of flight
controls operation (the caution is also
provided when the pressure in the
hydraulic circuit is below 138 bar)
 WARNING:
o DO NOT SWITCH SOV TO CLOSE

ON THE UNAFFECTED SYSTEM
SINCE THIS WILL CAUSE LOSS OF
CONTROL IN THE AFFECTED
SERVO ACTUATOR
Main rotor actuator:

 The indication system of the rotor flight controls is supplied by a pressure switch installed
on each main rotor actuator control-valve. If the control spool of an actuator control-valve
jams or moves abnormally, the pressure switch will send an input to the indicating system.
It will generate a caution and a 1/2 SERVO message depending on which system is jam.
Tail rotor actuator:

 Two Pressure Switches provide an electrical signal in case of no pressure condition or
anomalous behaviour of the control valves. In the same way of the main rotor actuators, in
jam condition the pressure switches will generate 1/2 SERVO message and a caution.
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5 Operation of the Rotors Flight Control System

5.1 Mixing Unit Operation
5.1.1 Mixing Unit Operation
The rotational input from the torsion tube will produce a longitudinal movement of the movable
support as the support pivots on its links.
The cyclic inputs into the mixing unit are made of two “T” shaped lever pivots. Longitudinal
control is made with a larger “T” shaped lever. Lateral control is made with a small “T” shaped
lever (that is hinged on the left arm of the larger “T” lever). The large “T” lever is mounted on the
movable support that provides the collective commands, using a pivot bolt attachment.
With this arrangement the levers can be moved independently in order to make a cyclic input
changes. At the same time they can be displaced when the movable support is moved by a
collective input.
The mixing unit also incorporates a mechanical stop to limit the longitudinal pitch control. It has
a function of collective displacement. The full forward longitudinal cyclic control is achieved only
if collective control, through the movable support, is not at minimum.
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5.2 Main Rotor Actuator (MRA)
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The input lever transmits the pilot's input through a linkage and lay shaft to the flow distributor
assembly in each half of the actuator. The displacement of the input lever results in movement
of the servo valves from the neutral position routing the high pressure hydraulic fluid into the
appropriate cylinder chamber. The resulting piston motion drags a dual load path feedback link
to rotate the input lever and reset the valve command. The movement of the input lever results
in the piston moving in the opposite direction.
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5.2.1 MRA Emergency Mode - Hydraulic System 1(2) Loss of Pressure
The MRAs are also designed to operate satisfactorily following the failure of a single hydraulic
system. The servo valve ports in the failed half of the actuator are controlled in the normal way
allowing fluid to be forced from the dead cylinder by the active half.
This condition is monitored on the CAS window (in addition to pressure indication) by the
microswitch installed on the flow distributor. It provides the caution message 1(2) SERVO .
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5.2.2 MRA Emergency Operation - Valve Jam
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An Anti-Jamming function is incorporated into the main control valves. It allows a continuing
operation of the actuator in the event of a valve spool jam.
The device consists of a sleeve held in place under the action of a spring. If the force required at
the pilot’s input lever to operate the main valve exceeds a certain amount, the sleeve moves.
The movement of the by-pass sleeve also operates a pressure-switch that provides a cockpit
indication of a main valve jam.
If the main spool valve is jammed in the centre position (ports in the inner sleeve closed), the
sleeve moves in order to distribute the fluid to and from the cylinder in the normal way in
response to input commands. This condition is defined as “actuator active”.
If the spool valve is jammed away from the centre position, the sleeve moves to connect
together both control ports, to and from the cylinder, to the return line. This is a bypass condition
and the piston is moved by the remaining active half of the actuator.
In both case, there is a microswitch connected to the pressure line. This microswitch displays
the caution message 1 (2) SERVO in the CAS window.
A maintenance check has to be performed every periodically on the anti-jam device in order to
ensure that the function is working correctly. It is also to check no dormant failures in the
components. The maintenance check consists of applying a pressure to the actuator and
operating the anti jam valve by inserting a special tool and observing the cockpit indication of
valve jam.
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5.3 Tail Rotor Actuator (TRA)

The input lever transmits the pilot's input through a linkage and lay shaft to the flow distributor
assembly in each half of the actuator. The displacement of the input lever results in movement
of the servo valves from the neutral position routing the high pressure hydraulic fluid into the
appropriate cylinder chamber. The resulting piston motion drags a dual load path feedback link
to rotate the input lever and reset the valve command.
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5.3.2 TRA Emergency mode - Hydraulic
The tail rotor actuator is designed to operate satisfactorily following the failure of a single
hydraulic system.
The servo valve ports in the failed half of the actuator is controlled in the normal way allowing
the fluid to be forced from the dead cylinder by the active half.
This condition is monitored on the CAS window (in addition to pressure indication) by the
microswitch installed on the main control valve. It provides the caution message 1 (2) SERVO .
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5.3.3 TRA Emergency Operation - Valve Jam
An Anti-Jamming function is incorporated into the main control valves. It allows continuing the
operation of the actuator in the event of a valve inner spool jam. The device consists of an outer
spool held in place under the action of a spring.
Depending on the inner spool jammed position the outer spool allows the dual concentric valve
to operate.
If the inner spool is jammed in the centre position the outer spool moves to port fluid to and from
the cylinder in the normal way in response to input commands.
If the inner spool is jammed away from centre the outer spool moves to connect both control
ports together and to return.
Thereby, allowing the piston to be moved by the remaining active half of the actuator. The
movement of the outer spool also operates a pressure-switch that provides a cockpit indication
of a main valve jam. This microswitch provides the caution message 1 (2) SERVO .
The MCV pressure switch changes its status at the following values:
 OPEN→CLOSE 160 bar (2321 psi)
 CLOSE→OPEN 150 bar (1885 psi)
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Training Course
70 - Engine Standard Practice

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-70
Table of Contents
Standard Practice Lesson ..................................................................................................................................1
1 Standards and Practices .........................................................................................................................1
1.1 Standard Practice Engines - General guidelines............................................................................1
1.1.1 General Introduction ...................................................................................................................1
1.1.2 Safety Procedures ......................................................................................................................3
1.1.3 General Visual Inspections .........................................................................................................4
1.1.4 Cleaning......................................................................................................................................5
1.2 Standard Practice Engines - General Maintenance .......................................................................7
1.2.1 Maintenance General .................................................................................................................7

AW189-AF001-SN-I-70

AW189-AF001-SN-I-70
Standard Practice Lesson

1 Standards and Practices
1.1 Standard Practice Engines - General guidelines
1.1.1 General Introduction
This chapter is not exhaustive and provides warnings, cautions and notes only. Its purpose is to
provide an overview of the standard practices applicable to all engine chapters (Chapters 71
thru 80).
The AW189 IETP gives you a reference to the warnings, cautions and maintenance notes for
the aircraft. You must read them before you start a procedure or when the procedure tells you.
The definition of warnings and cautions are:
 Warnings are inserted only where the consequences of not following the instruction can
result in the loss of the aircraft, death or injury to personnel.
 Cautions are inserted only where the consequences of not following the instruction can
result in damage to the aircraft or equipment.
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Dangerous materials
Every time you use a dangerous material make sure you know the related safety precautions
and first aid instructions. For more data refer to:
 The label of the material container
 The manufacturer safety data sheet
 The local safety regulations
 The Material Data Information
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1.1.2 Safety Procedures
You must do the safety checks you see in the maintenance procedures. The safety checks
make sure that the aircraft is in a safe condition for maintenance and ground operations. If you
do not do the checks, there is a high risk of injury or possibly death to you and other personnel.
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1.1.3 General Visual Inspections
This procedure applies to all aircraft systems and is intended as a general guide only. Refer to
the IETP for a more extensive definition.
 When you do a visual inspection, use (where necessary) a magnifying glass, a mirror and
use an additional light source to make sure that there is sufficient light to do the inspection
 Examine each component for mechanical damage (nicks, dents or scratches) and
corrosion. No cracks are permitted
 Refer to the applicable repair limit illustrations to make an estimate of the damage
 If you find mechanical damage or corrosion that are in the given limits, repair the damaged
area
 Accept the component if the dimensions, the extension and the position of each repaired
area is in the limits given in the applicable illustration
 If you find mechanical damage or corrosion that are not in the given limits, reject the
component
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1.1.4 Cleaning
WARNING
 Solvents are dangerous materials. Before you do any procedures, make sure that you know
all the safety precautions and first aid instructions for the solvents you are using.
 You must use rubber gloves when you move the components during cleaning.
WARNING
 Make sure that you obey all applicable precautions when you use compressed air.
CAUTION
 After cleaning, do not touch the metal components with your bare hands. Put on clean, lint-
free cotton gloves before you touch the metal components. Contamination from your bare hands
will cause corrosion of the metal components.
CAUTION
 Do not use any ultrasound when you clean any bearings as this can cause damage to the
bearings.
NOTE
 To do certain procedures, an applicable vapour degreasing machine should be used.
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 Always follow the recommended procedures in the IETP to prevent component damage or
contamination
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1.2 Standard Practice Engines - General Maintenance

1.2.1 Maintenance General
The engine maintenance program is developed under the guidelines of the Air Transport
Association (ATA) and by the manufacturer's recommendations.
The engine must be operated and maintained in accordance with the approved GEAE-
published instructions, and in accordance with the life limit requirements given within the
documentation set.
The scheduled maintenance tasks and frequencies given in documentation can be adjusted by
the operator. Changes depend upon the experience of the operator, and the condition of the
maintenance record. Changes must be in accordance with the appropriate local airworthiness
authority practices and with their approval.
Maintenance requirements will cover, but not limited to;
 Scheduled Inspections
 One Time Inspections
 Special Procedures following incidents
 Environmental condition checks
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Training Course
71 - Power Plant

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-71
71 - Power Plant
Table of Contents
Power Plant Lesson............................................................................................................................................1
1 Purpose of the Power Plant System ........................................................................................................1
1.1 Purpose of the Power Plant ............................................................................................................1
1.1.1 Introduction .................................................................................................................................1
1.2 Describe the General Layout of the Power Plant ...........................................................................3
1.2.1 Engine Configuration ..................................................................................................................3
1.2.2 Services ......................................................................................................................................4
1.3 Describe the Engine Bays ..............................................................................................................5
1.3.1 Engine Bays................................................................................................................................5
1.3.2 Lightning Protection Unit (LPU) ..................................................................................................6
1.4 Describe the Engine Intakes...........................................................................................................7
1.4.1 Engine Air Intakes ......................................................................................................................7
1.5 Describe the Engine Mountings......................................................................................................8
1.5.1 Engine Front Mountings .............................................................................................................8
1.5.2 Engine Rear Mountings ..............................................................................................................9
1.6 Describe the Engine Drains ..........................................................................................................10
1.6.1 Engine Bay Drains ....................................................................................................................10
1.7 Describe the Airframe Provisioned Drains ...................................................................................11
1.7.1 Airframe Provisioned Drains .....................................................................................................11
1.8 Describe the Compressor Wash System .....................................................................................12
1.8.1 Engine Compressor Washing ...................................................................................................12
1.8.2 Engine Wash Pipework and Access Panel ..............................................................................13
2 Power Plant Engine Control ..................................................................................................................14
2.1 Describe the Engine Control System ...........................................................................................14
2.1.1 Engine Control System Introduction .........................................................................................14

AW189-AF001-SN-I-71
71 - Power Plant

AW189-AF001-SN-I-71
71 - Power Plant
Power Plant Lesson

1 Purpose of the Power Plant System
1.1 Purpose of the Power Plant
1.1.1 Introduction
The AW189 helicopter has two General Electric CT7-2E1 turboshaft engines which drive both
the main rotor and the anti-torque rotor, through the aircraft transmission system. The purpose
of the power plant system is to integrate the engines into the aircraft. There are two aspects to
this function:
 Engine installation
 Engine control and monitoring (covered in a later module).
Engine installation comprises all the mechanical components necessary to integrate the engine
into the aircraft structure. This includes:
 Engine mounts
 Intakes and exhausts
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 Engine driveshafts
 Engine services (for example fuel and air supplies, drains).
Engine control and monitoring comprises all the components necessary to control the engine
and to monitor its outputs. This includes:
 Engine controls in the cockpit
 Inputs from the aircraft's flight controls
 Electronic Engine Control Unit (EECU)
 Cockpit Display System (CDS) functions
 Aircraft Management & Mission System (AMMS) functions.
The above systems will be covered in more detail in later modules.
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1.2 Describe the General Layout of the Power Plant

1.2.1 Engine Configuration
The two main engines are above the aircraft cabin roof. No. 1 engine is to the left, No. 2 is to the
right.
The Auxiliary Power Unit (APU) is in the centre of the two main engines.
The two main engines and the APU are installed in bays, separated from each other and from
the aircraft structure by firewalls. Access is provided for the engine intakes and exhausts and for
engine services.
Each engine bay is covered by a cowling which provides maintenance access. The cowlings for
No. 1 and No. 2 engines are hinged at the bottom and when open provide working platforms.
The APU is covered by an upper hinged cowling and a rear fairing which slides aft to give
access.
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1.2.2 Services
There are a number of services which are supplied by the airframe to the engine as part of the
power plant. These include:
 Fuel supply
 Electrical power
 Engine control
 Drains
 Compressor wash.
The two main engines supply the following to the airframe:
 Power drive to the transmission
 Air (customer bleed).
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1.3 Describe the Engine Bays

1.3.1 Engine Bays
Each engine is in a bay which consists of a set of titanium firewalls and a metallic cowling with a
titanium inner protective skin. The APU bay firewalls are made of titanium and the complete
installation including joints, fittings and seals are all fireproof.
Each engine and APU bay is equipped with an independent engine fire warning system. The fire
warning system provides a cockpit signal when flames or excessive bay temperatures are
detected.
The engine cowlings consist of two doors over ECU 1 and 2, which also act as a working
platform, and a sliding rear fairing to allow access to the rear of the engines. The APU has one
independent hinged door on the top and a rear sliding fairing.
Each cowling has air scoops, which serve as intakes for engine bay cooling air and also act as
access points for external fire fighting.
The edges of each engine bay floor are curved to allow fluid leaks and spillages to flow down
dedicated drains. This prevents leaked fluids from running down the fuselage sides.
The engine bay floors are equipped with a number of drains which are configured to prevent the
accumulation of fluids. In addition the engine bay floor is fitted with a number of connection
points which attach to the airframe provisioned engine drain pipes.
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1.3.2 Lightning Protection Unit (LPU)
As the airframe structure of the AW189 is partially composite, the threat levels of lightning
induced effects is increased. The Lightning Protection Unit (LPU) provides auxiliary transient
protection to ensure the FADEC components survive residual lightning effects.
The LPU is mounted on the inboard side of the inner firewall for each engine below the APU
floor, it allows the normal input and output signals required for engine control and aircraft
communication to pass through. All cables between the FADEC and the airframe are routed
through the LPU.
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1.4 Describe the Engine Intakes

1.4.1 Engine Air Intakes
The air is provided to each engine by means of a dedicated air inlet.
The forward inlet is a two-piece, vertically split composite structure which is installed around the
engine torque tube assembly. The forward inlet is installed forward of the front firewalls and
outside the engine bay fire zone.
The rear inlet ring comprises a vertically split, two-piece metallic fireproof ring. This mounts
directly to the engine and interfaces with a fireproof seal mounted on the front firewall.
Each inlet incorporates a drain at the bottom in order to prevent the accumulation of fluids.
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1.5 Describe the Engine Mountings

1.5.1 Engine Front Mountings
The engine mounting system is designed to allow for the relative movement between the
engines and the Main Gearbox (MGB) during rotor engagement.
Each engine is connected to the aircraft airframe by means of a five attachment point isostatic
structure, one at the front and four at the rear.
The front mounting of each main engine consists of a torque tube which is bolted to the output
face of the engine. The forward end of the torque tube is, in turn, attached through a gimbal
ring, called the crosshead, to the input housing of the MGB. The torque tube carries horizontal
and torsional loads, but very little of the engine's weight.
Through the centre of each torque tube runs the high-speed driveshaft which carries the engine
output drive to the transmission. The high-speed driveshaft has a flexible section which allows
for the relative movement.
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1.5.2 Engine Rear Mountings
The rear engine mounting system provides support through a system of link assemblies which
interface with the engine casing via four dedicated lugs.
The link arrangement allows for both axial and radial thermal expansion of the engine. All the
links are machined from titanium and are therefore fireproof by design.
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1.6 Describe the Engine Drains

1.6.1 Engine Bay Drains
The engine bay floors are equipped with a number of drains which are configured to prevent the
accumulation of fluids. In addition the engine bay floor is fitted with a number of connection
points which attach to the airframe provisioned engine drain pipes.
The engine bay floor drains and the airframe provisioned engine drain pipes are taken from the
engine bay and routed internally through the aircraft structure to the underside of the aircraft.
Here, any fluids are expelled overboard from the lower fuselage surfaces that are away from the
engine bays, air intakes and hot exhaust pipes. The wet drain (D-4) from the engine is routed
directly back into the main fuel tanks.
All drains close to the fire zone that carry flammable fluids within the fire zone are made in
stainless steel and are fireproof.
The drain pipes are of sufficiently large internal diameter, with a smallest diameter of 11.4 mm,
to avoid obstructions in the event of the ingress of large solid particles.
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1.7 Describe the Airframe Provisioned Drains

1.7.1 Airframe Provisioned Drains
The airframe provisioned engine drain pipes are taken from the engine bay and routed internally
through the aircraft structure to the underside of the aircraft where they assemble in a cluster.
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1.8 Describe the Compressor Wash System

1.8.1 Engine Compressor Washing
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1.8.2 Engine Wash Pipework and Access Panel
The CT7-2E1 includes an integrated compressor wash system. The engine washing port is
located at the 6 o’clock position on the engine inlet frame.
A pipe connects the engine wash port to the outside of the helicopter on the left and right sides
just below the engine bay floor level. A quick release access panel covers the pipe ground
connection points.
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2 Power Plant Engine Control

2.1 Describe the Engine Control System
2.1.1 Engine Control System Introduction
The CT7-2E1 control system is a modern dual- channel Full Authority Digital Electronic Control
(FADEC) system. The FADEC system includes two major components, an EECU and a Fuel
Metering Unit (FMU). The EECU modulates fuel flow and schedules the compressor variable
geometry and start bleed-air. The following controllers are provided to protect engine and
aircraft limits:
 Power turbine RPM (Np) (free power turbine RPM (Nf))
 Load sharing
 Maximum gas generator RPM (Ng)
 Minimum Ng
 Maximum gas generator acceleration
 Minimum gas generator deceleration
 Maximum Interturbine Temperature (ITT)
 Minimum fuel flow (to facilitate starting)
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 Maximum fuel flow
 Maximum engine torque limiting.
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Training Course
72 - Engine

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-72
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Table of Contents
Engine Module Lesson .......................................................................................................................................1
1 Engine Module Introduction .....................................................................................................................1
1.1 Engine System Purpose .................................................................................................................1
1.1.1 Engine Introduction .....................................................................................................................1
1.1.2 Engine Power Ratings ................................................................................................................2
1.1.3 Engine Philosophy ......................................................................................................................4
1.2 Engine General Architecture ..........................................................................................................5
1.2.1 General Introduction ...................................................................................................................5
1.2.2 Rotating Section Identification ....................................................................................................7
1.2.3 Engine Bearing Designation .......................................................................................................9
1.2.4 Engine Characteristics ..............................................................................................................10
1.2.5 Engine Hazards ........................................................................................................................11
1.2.6 Boroscope Ports .......................................................................................................................12
1.2.7 Boroscope Port Locations ........................................................................................................13
1.3 Basic Engine Architecture ............................................................................................................13
1.3.1 Basic Engine .............................................................................................................................13
1.3.2 Cold Section Module ................................................................................................................15
1.3.3 Hot Section Module ..................................................................................................................16
1.3.4 Power Turbine Module .............................................................................................................17
1.3.5 Accessory Section Module .......................................................................................................18
2 Engine Module Components .................................................................................................................19
2.1 Describe the Cold Section Components ......................................................................................19
2.1.1 Inlet Section ..............................................................................................................................19
2.1.2 Swirl Frame...............................................................................................................................20
2.1.3 Main Frame...............................................................................................................................21
2.1.4 Output Shaft..............................................................................................................................23
2.1.5 Output Shaft Detail ...................................................................................................................24
2.1.6 Front Frame ..............................................................................................................................25
2.1.7 Scroll Case ...............................................................................................................................26
2.1.8 T2 Sensor Housing ...................................................................................................................27
2.2 Describe the Cold Section Compressor Module Components .....................................................28
2.2.1 Compressor Section .................................................................................................................28
2.2.2 Rotor Assembly ........................................................................................................................29
2.2.3 Stator Assembly........................................................................................................................30
2.2.4 Diffuser and Midframe Assembly..............................................................................................31
2.3 Describe the Hot Section Components ........................................................................................32
2.3.1 Combustion Liner......................................................................................................................32
2.3.2 Stage 1 Turbine Nozzle ............................................................................................................33
2.3.3 Gas Generator Turbine .............................................................................................................34
2.4 Describe the Power Turbine Section Components ......................................................................35
2.4.1 Power Turbine Assembly..........................................................................................................35
2.4.2 Power Turbine Driveshaft Assembly ........................................................................................36
2.4.3 Exhaust Frame Assembly.........................................................................................................37
2.5 Describe the Accessory Section Components .............................................................................38
2.5.1 Engine Accessory Gearbox ......................................................................................................38
3 Engine Module Control ..........................................................................................................................39
3.1 Describe the Engine Control Components ...................................................................................39
3.1.1 Electronic Engine Control Unit ..................................................................................................39
3.2 Describe the Engine System Control Purpose .............................................................................40
3.2.1 Electrical Control Introduction ...................................................................................................40
4 Engine Module Operation ......................................................................................................................41
4.1 Describe the Engine Overspeed and Shutdown System .............................................................41
4.1.1 Overspeed/Shutdown System ..................................................................................................41

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Engine Module Lesson

1 Engine Module Introduction
1.1 Engine System Purpose
1.1.1 Engine Introduction
The CT7-2E1 engine is a compact, lightweight gas turbine engine with a sea level power output
up to the 2,100 horsepower range.
The engine features a modular construction throughout and is a front drive turboshaft with a
single spool gas generator section, a low fuel pressure flow through annular combustion
chamber and a freewheeling power turbine.
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1.1.2 Engine Power Ratings

The CT7-2E1 engine is capable of the following thermal performance when installed in the
AW189 aircraft under International Standard Atmosphere (ISA) sea level conditions.
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Power Rating Limit Power Output
Rating
AEO (All Engines Operating) Max continuous 1870 SHP (1391 kW)
AEO take-off 5 minute limit 1983 SHP (1476 kW)
OEI (One Engine Inoperative) Max continuous 1983 SHP (1476 kW)
OEI contingency limit 2.0 minute limit 2104 SHP (1569 kW)
OEI contingency limit 30 second limit 2104 SHP (1569 KW)
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1.1.3 Engine Philosophy

The CT7 series of engines were designed to embody experience gained during operations in
South East Asia. The five major areas addressed were:
 Foreign Object Damage (FOD) and erosion damage caused by sand and dust ingestion. An
integral Inlet Particle Separator (IPS) is provided and the compressor section and other
engine components are of robust construction.
 Engine oil loss due to damage and poor maintenance. The oil tank and many oil pathways
are integral with the engine casing and there is a high level of oil filtration.
 Fuel leaks caused by damage or accidents. The engine has its own engine driven boost
pump which can draw fuel from the airframe fuel system. Fuel lines on the engine have
shrouded connectors to prevent leaked fuel getting onto hot surfaces.
 High pilot workload. A Full Authority Digital Engine Control (FADEC) system controls
engine operation and reports engine status to the aircraft systems, allowing the pilot
"carefree" handling.
 Time consuming maintenance. The engine is modular and has a number of features which
make for ease of maintenance:
o On condition maintenance philosophy
o Minimum use of safety wire
o Spring clamps and foolproof connectors for electrical looms
o No adjustments.
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1.2 Engine General Architecture

1.2.1 General Introduction
The CT7-2E1 is a turboshaft engine with a separate gas generator and power turbine. The gas
generator consists of a five-stage axial compressor and a single-stage centrifugal compressor,
coupled to a two-stage gas generator turbine.
The power turbine is a two-stage axial type with a coaxial shaft which passes through the gas
generator to the front of the engine. At the front of the engine, the power turbine shaft drives the
output shaft assembly, which is connected to the aircraft transmission system through a high-
speed driveshaft (aircraft component).
Ambient air enters the engine through the IPS, which is designed to protect the engine from
FOD and the ingestion of sand and dust.
Air enters the IPS through the swirl frame, vanes then direct the air into a rotating or swirling
pattern to separate sand, dust and other foreign objects by centrifugal action. These heavy
particles are carried to the outer section of the main frame, through a series of scroll vanes and
into the scroll case. Suction created by an engine driven blower removes the dirty air and expels
it away from the engine via aircraft ducting.
Air that remains after particle separation is carried to the front frame deswirl vanes, which
straighten and direct the airflow to the inlet of the compressor.
The combustion section of the engine consists of an annular combustion chamber with 12 fuel
nozzles and two igniter plugs. The temperature of the gas flow is measured by a ring of seven
thermocouples in the duct between the gas generator turbine and the power turbine.
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The air is exhausted away from the aircraft by the exhaust nozzle assembly.
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1.2.2 Rotating Section Identification
The single-spool gas generator is supported by a ball bearing (No. 3) at the forward end and a
roller bearing (No. 4) in the centre.
The power turbine is supported by two bearings (No. 5 and No 6) at the rear and by the output
shaft assembly at the front.
The output shaft assembly is supported by a double thrust bearing (No. 1) and by a roller
bearing (No. 2).
There are three sealed bearing chambers in the engine, which contain the bearing races.
Bearings No. 1, 2 and 3 are contained in a single chamber called the "A-sump", which forms
part of the engine intake section.
Bearing No. 4 is in the "B-sump", which is contained within the engine combustion section.
Bearings No. 5 and 6 are in the "C-sump", which forms the centre body of the engine exhaust
frame.
All roller bearings contain spring cage roller supports which keep the bearings centred and
dampens vibration.
The engine manufacturer has designated a number of "stations" within the engine. These are
used to define engine operating parameters.
The air pressure in the combustion chamber (station 3) is designated "P3" and the temperature
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of the gases passing between the gas generator turbine and the power turbine (station 4.5) is
designated "ITT" (Interturbine Temperature).
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1.2.3 Engine Bearing Designation
Bearing Type Function

No.
No. 1 Ball (Duplex) thrust (five-piece) Absorb radial and axial loads - output shaft
No. 2 Roller (two-piece) Absorb radial loads - output shaft
No. 3 Ball (four-piece) thrust Absorb radial and axial loads - gas generator rotor
No. 4 Roller (two-piece) Absorb radial loads - gas generator rotor
No. 5 Roller (two- piece) Absorb radial loads - power turbine rotor
No. 6 Ball (four-piece) thrust Absorb radial and axial loads - power turbine rotor
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1.2.4 Engine Characteristics

Engine ratings at ISA sea level are as follows:
 Rotational speeds:
o Gas generator 44,700 rpm (100%)
o Power turbine and output shaft 20,872 rpm (102%).
The engine dimensions are as follows:
 Length 46.12 inches (1170 mm)
 Weight (dry) 516.3 lb (234.2 kg)
 Weight (wet) 534 lb (242.2 kg).
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1.2.5 Engine Hazards

There are a number of hazards associated with the CT7-2E1 engine. You must take the
appropriate precautions when working in the area of the engine bays.
Toxic Substances
You should avoid contact with the engine lubricating oil and you should not breathe the fumes
from it.
Many of the electrical insulators and seals are made from "Viton". This material decomposes in
fire to produce toxic gases and liquids. You must take particular care if there has been an
engine bay fire.
Electrical Shock
The engine electrical systems use high voltages for their operation. In particular, the ignition
system generates very high voltages and must be treated with special care during maintenance.
High Temperatures
All engine surfaces will be hot after engine operation, especially those casings toward the rear.
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1.2.6 Boroscope Ports
The gas generator compressor and turbine can be manually rotated for boroscope purposes via
axis A on the accessory gearbox.
Access is gained through dedicated ports adjacent to the customer bleed pipe at the
compressor stage and through the igniter ports on both sides. There is an additional port
located beneath the starter generator housing.
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1.2.7 Boroscope Port Locations
Port Location Inspection

No.
1 Main frame, 1 o'clock position Compressor forward
2 Compressor casing, 4 o'clock position Compressor aft
3 Igniter port, 8 o'clock position Combustion section
4 Compressor casing, 8 o'clock position Compressor aft
5 Igniter port, 4 o'clock position Combustion section
1.3 Basic Engine Architecture

1.3.1 Basic Engine
The CT7-2E1 engine consists of four modules:
 Accessory section
 Cold section
 Hot section
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 Power turbine.
The module concept allows the replacement of entire subsystems in the minimum of
maintenance time. When removing modules there are no exposed sumps, no critical
dimensions to check and no balance weights to remove or replace. There are no adjustments
required or calibration checks to be carried out. Tool requirements have been reduced.
Maintenance tasks of Line Replacement Unit (LRU) removal/installation and module
replacement can be accomplished using only 10 common tools.
No special tools are required at the maintenance levels. Locking wire has been eliminated
except where required by civil airworthiness authorities and has been replaced by self-locking
nuts and inserts. With the exception of the lube/scavenge pump all LRU that are retained with
bolts use captive bolts. When the LRU are removed the attaching bolts remain captive with the
LRU. The number of different fastener sizes used on the engine has been held to a minimum.
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1.3.2 Cold Section Module
The cold section module includes the IPS, compressor, diffuser and midframe sections.
The inlet section consists of the swirl frame, output shaft, front frame, main frame, A-sump, and
scroll case.
The compressor section consists of an axially split stator casing and a six-stage (five-stage
axial, one-stage centrifugal) compressor rotor.
The diffuser and midframe section includes the centrifugal diffuser, the diffuser casing and the
midframe casing which houses the combustion liner and the B-sump.
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1.3.3 Hot Section Module
The hot section module consists of the gas generator turbine, the stage one nozzle assembly
and the combustion liner.
The combustion liner is an axial flow annular combustor cooled with secondary airflow from the
diffuser case.
The stage one turbine nozzle contains 12 air cooled nozzle segments and directs gas flow to
the gas generator turbine.
The gas generator turbine consists of the turbine rotor assembly, and the turbine stator
assembly.
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1.3.4 Power Turbine Module
The power turbine module is comprised of the power turbine rotor, power turbine driveshaft,
power turbine case which contains the No. 3 and No. 4 nozzles, the exhaust frame and C-sump
bearing housing. It is a self-contained, two-stage, un-cooled, tip shrouded design.
Additional component parts are routed around the module, these include:
 Oil supply and scavenge pipes for the C-sump
 Np sensor
 Torque/Np overspeed sensor
 B-sump seal drain tube
 Impingement cooling cowl.
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1.3.5 Accessory Section Module
The accessory module mounts on the cold section module at the 12 o'clock position of the main
frame.
It includes the accessory drive gearbox that is driven by a bevel gear system from the
compressor rotor via a radial drive shaft. Several accessories are contained in or mounted on
the front and rear casings of the AGB.
The rear face provides drive pads for the engine starter, fuel management unit, IPS blower and
a face-ported pad for the overspeed and drain valve.
On the front face are pads for the alternator and fuel boost pump. A cavity is provided for the
lube and scavenge pump, and for the electrical chip detector. Face-ported pads are supplied for
the oil cooler, and fuel and oil filters.
Cored passages in the AGB housing distribute fuel and oil between components.
Drive pad seals for the starter, fuel management unit, and fuel boost pump, all drain into a
common cored passage in the AGB housing, and drain to an external port on the right-hand
side of the main frame.
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2 Engine Module Components

2.1 Describe the Cold Section Components
2.1.1 Inlet Section
The inlet section includes the components forward of the compressor. The components are the
swirl frame, main frame, front frame, and scroll case. These, together with the inlet duct and
blower, make up the engine IPS.
Air enters the separator through the swirl frame. Swirl vanes direct the air into a rotating or
swirling pattern to separate sand, dust and other foreign objects by centrifugal action. These
particles are carried to the outer section of the main frame, through a series of scroll vanes and
into the scroll case. The particles are pulled from the scroll case by the blower and are blown
out through an airframe supplied overboard duct. Air that remains after particle separation is
carried to the front frame deswirl vanes, which straightens and directs the airflow to the inlet of
the compressor.
The output shaft, also a part of the inlet section, is housed in the front frame. It is the drive
coupling from the engine to the aircraft.
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2.1.2 Swirl Frame
The swirl frame is a stainless steel fabricated structure which is bolted to the forward face of the
main frame. It includes 12 fixed swirl vanes which impart rotation to the airflow to effect particle
separation.
The swirl vanes are hollow to permit passage of hot air for anti-icing purposes.
The bleed port, located at the 4 o'clock position on the casing, provides engine inlet air to the
inlet temperature probe (T2 sensor) on the scroll case.
The engine wash manifold is an integral part of the swirl frame. It has a series of jets aimed at
the compressor inlet area. The wash manifold fitting is located at the 7 o'clock position on the
swirl frame.
The inner hub of the swirl frame supports the output shaft assembly and contains a bolt circle
for engine/airframe interface. The outer shell contains integral tubing that facilitates oil supply
and oil scavenge for the A-sump area as well as a drain located at the 6 o'clock position.
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2.1.3 Main Frame
The main frame is a one-piece, aluminium casting, with seven integrally cast scroll vanes. It
includes the oil tank and oil level indicators, accessory gearbox supports, and provides three
mounting pads which can be used as engine mounting points in the airframe or to mount ground
handling equipment.
Cored passages within the main frame provide for the flow of oil to and from the A-sump area
and the accessory gearbox.
The inner bore of the main frame houses the front frame and forms the outer surface of the
compressor inlet flow path.
The aft hub of the main frame is used to mount and support 18 Inlet Guide Vanes (IGV). Lever
arms are fitted to the IGV spindles, and to the actuating ring. Circumferential movement of the
actuating ring will cause a synchronised opening or closing of the inlet guide vanes. The inlet
guide vanes are anti-iced by compressor bleed-air.
A port, located just past the 1 o'clock position, accommodates the radial driveshaft used to drive
the accessory drive gearbox, which mounts to the top of the main frame.
Hot oil from the bearing sump area provides for the anti-icing of the main frame by its flow
through each of the hollow scroll vanes prior to its entry into the oil tank.
The scroll vanes also act as an air/oil cooler to supplement the engine fuel/oil cooler mounted
on the accessory drive gearbox.
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By removing a boroscope plug, located at the 1 o'clock position on the aft side of the main
frame, access is obtained for inspection of the stage 1 compressor rotor blades.
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2.1.4 Output Shaft
The output shaft assembly is housed in the front frame. It supports a mounting surface for the
No. 1 and No. 2 main bearings and transmits power from the engine to the aircraft transmission.
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2.1.5 Output Shaft Detail
The output shaft connects to the power turbine driveshaft assembly by a working splined joint.
Removal of the output shaft is not necessary to facilitate removal of the power turbine module. A
pressursed, tandem-type carbon seal is attached on the output shaft housing. This seal
provides the forward seal to the A-sump cavity.
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2.1.6 Front Frame
The front frame is enclosed within the main frame. It is an aluminium casting incorporating 18
deswirl vanes of the IPS and the inner bore also houses the output shaft assembly. The aft
inner bore of the front frame houses the bearing support for the No. 3 bearing.
There is a Power Take-off (PTO) for the accessory gearbox drive, it is mounted inside the front
frame at the 1:30 o'clock position. It consists of a bevel gear with a duplex ball bearing. The
PTO drives the accessory module through a radial driveshaft which extends through the front
frame and main frame 1:30 o'clock vanes.
The outer flange of the front frame is rebated to facilitate assembly of the swirl frame (forward)
and the main frame (rear).
A series of transfer tubes between the front frame and swirl frame allow oil to be supplied to and
scavenged from the A-sump bearings and gears.
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2.1.7 Scroll Case
The scroll case is a fibreglass shell attached to the aft side of the main frame, it is designed to
collect sand, dust, and other particles from the airflow and direct them into the particle separator
blower.
An opening at the 6 o'clock position provides cooling air for the Electronic Engine Control Unit
(EECU) and allows access for foreign object removal.
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2.1.8 T2 Sensor Housing
The scroll case also contains a holster which holds the T2 sensor of the fuel management unit,
details of which can be sought from the fuel section.
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2.2 Describe the Cold Section Compressor Module Components

2.2.1 Compressor Section
The compressor consists of two stages, the five-stage axial compressor and the one-stage
centrifugal compressor.
The five-stage axial compressor has an additional two stages: the compressor rotor and the
compressor stator. The maximum steady-state speed of the compressor is 44,700 rpm.
The compressor rotor has variable stage 1 and stage 2 vanes and three stages of fixed vanes, it
is supported by bearings at the forward and aft end of shaft.
The diffuser case, which is bolted to the aft flange of the stator case, provides a housing for the
centrifugal stage of the compressor. The centrifugal stage has an impeller with backswept exit
vanes.
Stage 5 bleed-air is taken from three ports on compressor stator assembly. One port supplies
air for the anti-icing bleed and start valve, the other two ports provide aircraft bleed-air.
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2.2.2 Rotor Assembly
The rotor assembly is composed of:
 Four forged and machined blade disks (combined disk and airfoils)
 Centrifugal impeller
 Spacer ring
 Bleed-air vortex spoiler
 Compressor tie rod.
Curvic coupling teeth are machined into the mating flanges of the blade disks and impeller, and
are sealed at assembly with polyamide rings.
The front shaft and the stage 1 blade disk are machined as one piece. A bearing journal on the
shaft mounts the No. 3 bearing inner race, No. 3 labyrinth seal, and accessory drive bevel
pinion, all secured on the shaft by a locknut. The No. 3 bearing is a ball bearing which absorbs
the axial radial loads of the rotor.
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2.2.3 Stator Assembly
The compressor casing, containing the stator vanes, is split and flanged along a vertical plane
through the engines’ axis and is cast from titanium.
The first and second stages are variable stator vanes similar to the IGV. Stages 3, 4 and 5 are
fixed vanes, made up of airfoils mounted in ring or band segments. The 90° vane segments are
assembled into T-slots in the casing, and secured against rotation by keys in the casing split
lines.
A row of bleed holes, located aft of the stage 5 vanes, allows air to fill a manifold. Three external
ports in this manifold provide air for airframe bleed (3 and 9 o'clock) and engine anti-icing and
starting bleed (7 o'clock).
Two ports, at 4 and 8 o'clock, are provided in the stator case, through these ports a boroscope
can be inserted for inspection of stage 5 blades and impeller inlet.
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2.2.4 Diffuser and Midframe Assembly
The diffuser and midframe casing assembly is a matched assembly that includes the diffuser,
diffuser case, and midframe assembly.
The diffuser reduces the speed of the centrifugal impeller airflow, causing the air pressure to
increase. The pressurised air is directed to the diffuser case. The diffuser case mounts on the
rear flange of the compressor casing and directs air to the deswirl vanes in the midframe and
then to the combustion chamber.
A port at the 6 o'clock position on the diffuser case serves as a drain for the combustion
chamber.
The midframe assembly houses the combustion liner and contains the B-sump (No. 4 bearing).
It also has ports for attaching 12 fuel injectors, and two igniter plugs.
Access is obtained for boroscoping the combustion liner, fuel injectors and stage 1 nozzle
assembly through igniter plug ports at the 4 and 8 o'clock positions of the midframe.
Additionally the midframe contains four service tubes and has three struts that support the B-
sump. A fitting at the 1 o'clock position admits oil to the B-sump via the 1 o'clock strut. The 5
o'clock strut contains the B-sump seal drain, and compressor discharge leakage pressure air
which is ducted to the turbine case for shroud cooling. The strut at 9 o'clock contains a tube for
scavenging oil out of the B-sump.
Ports at the 10 o'clock and 1 o'clock positions supply compressor discharge air (P3 air) to two
P3 sensors mounted on the accessory gearbox.
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2.3 Describe the Hot Section Components

2.3.1 Combustion Liner
The combustion liner is an annular, machined and welded ring liner, using a low pressure fuel
injection system with vortex air swirlers to mix fuel and compressor discharge air prior to
combustion.
Twelve fuel injectors are mounted in the midframe, each one preswirls the fuel before it is
introduced to the combustion liner. Each fuel injector inserts into the centre of an air swirler on
the dome of the liner. Fuel leaving the injectors is surrounded by a concentric air vortex pattern,
and therefore fuel particles are broken down to an extremely small size prior to reaching the
combustion zone. This type of fuel air mixing ensures a low smoke level in the exhaust.
For engine starting, two igniter plugs enter the liner through ferrules welded on the liner. The
igniter plugs are energised by the electrical system and are controlled by an airframe supplied
switch.
The combustor may be removed for repair or replacement along with the rest of the hot section
module without removal of the fuel injectors.
The liner contains various size drillings that allow for liner cooling from the primary air flow.
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2.3.2 Stage 1 Turbine Nozzle
The stage 1 nozzle consists of 24 cast, hollow, air-cooled vanes welded in pairs (segments).
These 12 segments are assembled to the inner support and held in place by a retaining ring
with bolts and nuts.
The nozzles can be removed as a complete assembly to give unobstructed access to the
combustion liner for routine maintenance.
The segmented design also permits individual replacement of nozzle segments for overhaul.
The nozzle assembly directs gas flow from the combustor discharge to the stage 1 rotor of the
gas generator turbine.
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72 - Engine
2.3.3 Gas Generator Turbine
The gas generator turbine drives the compressor and accessory gearbox. It is a two-stage air
cooled, high performance axial design of simple and rugged construction.
The first stage of the gas generator turbine rotor consists of a turbine disk, 34 cast air-cooled
blades and dampers, forward and rear cooling plates, and five clamping bolts and nuts. The
second stage is similar in construction but has 38 blades and dampers.
Note: The stages 1 and 2 of the gas generator turbine rotor assembly and the gas generator
stator assembly are a matched set and must remain together.
All stage 1 and 2 airfoils are internally cooled by means of compressor discharge air. The stage
1 blades are convection cooled through radial holes in the dovetail. Air passes through these
radial holes and exits out the tip of the blade therefore providing cooling.
The stage 2 turbine blade has a single circuit cooling arrangement. Most of the cooling air
enters through the leading edge pressure side. The air then exits through the trailing edge and
end tip plenum holes. The plenum holes provide cooling to the plenum walls. This more efficient
cooling allows for higher engine operating temperatures.
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72 - Engine
2.4 Describe the Power Turbine Section Components

2.4.1 Power Turbine Assembly
The power turbine module is comprised of the power turbine rotor, power turbine driveshaft,
power turbine case which contains the No. 3 and No. 4 nozzles, and the exhaust frame. It is a
self-contained, un-cooled two-stage turbine assembly with a shrouded tip design.
The power turbine rotor assembly consists of the stage 3 and 4 disks mounted on a driveshaft
system that is supported by the No. 5 and 6 bearings at the rear, and by the output shaft
assembly at the forward end.
The stage 3 and 4 disks have tip shrouded blades attached to the disk through conventional
dovetails and retained axially by locking strips inserted under the blade dovetail and bent
against the disks.
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72 - Engine
2.4.2 Power Turbine Driveshaft Assembly
The power turbine driveshaft is a hollow unit, splined at the forward end to couple with the
output shaft, and flanged close to the rear to accept the power turbine rotor disks. Assembled
within the driveshaft and pinned at the forward end is the torque sensor reference shaft.
Machined on the aft end of both shafts are torque measurement teeth, two on each shaft. Under
a no-load condition, these teeth are exactly 90° from one another. Torque loading on the
driveshaft causes the driveshaft to twist.
The reference shaft, since its only connection to the driveshaft is a pin at the forward end, will
not twist. As torque loading increases, the teeth on the driveshaft will, in two planes, draw closer
to the teeth on the reference shaft therefore creating a basis to measure engine torque.
Monopole sensors installed in the exhaust frame, contain a magnet and wire coil which will
produce an electrical pulse each time a driveshaft or reference shaft tooth passes by. These
sensors transmit the pulses to the Electronic Engine Control Unit (EECU).
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2.4.3 Exhaust Frame Assembly
The one-piece cast power turbine case provides the housing for the power turbine rotor and the
stage 3 and 4 nozzle assemblies, and supports the thermocouple assembly. The stage 3 nozzle
is a one-piece nozzle/duct assembly. The stage 4 nozzle is a one-piece casting sandwiched
between the rotor stages.
The blade tip shrouds are also housed in the casing, stage 3 has eight sectors and stage 4 has
four sectors. The shrouds are an open honeycomb construction.
The cast exhaust frame contains the C-sump and bolts to the aft flange of the power turbine
case. Four struts support the C-sump and provide housings for oil supply and scavenge lines,
and the torque and overspeed sensors. The C-sump contains the No. 5 and No. 6 main engine
bearings.
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2.5 Describe the Accessory Section Components

2.5.1 Engine Accessory Gearbox
The accessory module mounts on the cold section module at the 12 o'clock position of the main
frame. It includes the accessory drive gearbox that is driven by a bevel gear system from the
compressor rotor via a radial driveshaft.
Several accessories are contained in or mounted on the front and rear casings of the accessory
drive gearbox. The rear face provides drive pads for the engine starter, Fuel Metering Unit
(FMU), IPS blower and a face-ported pad for the overspeed and drain valve. On the front face
are pads for the alternator and fuel boost pump. A cavity is provided for the lube and scavenge
pump, and for the electrical chip detector. Face-ported pads are supplied for the oil cooler, and
fuel and oil filters. Cored passages in the accessory gearbox housing distribute fuel and oil
between components. Drive pad seals for the starter, fuel metering unit, and fuel boost pump,
all drain into a common cored passage in the accessory gearbox housing, and drain to an
external port on the right-hand side of the main frame.
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72 - Engine
3 Engine Module Control

3.1 Describe the Engine Control Components
3.1.1 Electronic Engine Control Unit
The primary component of the FADEC is the EECU, which is mounted on the bottom of the
engine.
The EECU consists of the following:
 Two identical control channels which carry out the control computing functions:
o Channel A - (blue cable)
o Channel B - (green cable)
 A power supplies module which ensures continuous electrical power supplies to the two
control channels under all conditions.
The use of two identical control channels gives full redundancy for all the control functions.
All control inputs, sensors and power supplies are duplicated, channel A receives engine inputs
through the blue electrical harness while channel B receives inputs through the green harness.
Where inputs are not duplicated the control channels share data through a cross channel
datalink.
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72 - Engine
At all times, one channel is the "master" control channel, while the other channel is in "hot
standby".
The standby channel receives all data and does all the relevant calculations, but its control
outputs are inhibited. The choice of master control channel is fully automated.
3.2 Describe the Engine System Control Purpose

3.2.1 Electrical Control Introduction
All engine functions are controlled and monitored by electrical signals which pass through
colour-coded cable harnesses between the various components.
The blue (Channel A) and green (Channel B) cable harnesses carry the duplex control and
feedback signals between the EECU / FMU and the engine systems and speed, temperature,
pressure sensors.
The electrical power required to operate all engine functions is supplied by an engine-driven
Permanent Magnet Alternator (PMA), which makes the engine independent of the aircraft's
power generation systems once the engine has accelerated above approximately 24% Ng.
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72 - Engine
4 Engine Module Operation

4.1 Describe the Engine Overspeed and Shutdown System
4.1.1 Overspeed/Shutdown System
Introduction
Primary control of the engine is through the EECU. The EECU provides an independent
overspeed/shutdown system, which shuts off fuel in response to a detected engine Ng or Np
overspeed or in response to the Stop/Idle/Fly being set to STOP. The design is such that no
single failure in the engine will allow a destructive overspeed and no single failure in the engine
will prevent the pilot from shutting down the engine.
Operation
There is a separate overspeed/shutdown system in each channel of the EECU and both
systems are active at all times. Therefore the channel not in control at any given time provides
completely independent overspeed protection for the in control channel.
Each system has a high side and a low side switch. Fuel flow will be shut off if both the high
side switch and the low side switch in a given channel are closed.
The high side switch is closed by hardware overspeed logic. The low side switch is closed by
software logic in the processor or by the hardware trigger in the opposite channel’s hardware
overspeed function. Therefore a shutdown can be done by:
 The combination of software in channel A and hardware in channel A
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 The combination of software in channel B and hardware in channel B
 The combination of hardware in channel A and hardware in channel B.
By requiring the closing of both high and low side switches, the possibility of a false shutdown is
minimised. In addition to the shutdown by using the overspeed valve, the in control channel also
shuts fuel flow by way of the metering valve in response to the engine mode switch being put in
the stop position or to a detected hot start on the ground.
The overspeed trip points are:
 Ng overspeed 108.5%
 Np overspeed 119%.
The overspeed system is non-latching and will restore fuel flow, turn on ignition and attempt to
relight the engine as soon as speed falls below the trip speed.
If the EECU detects a broken power turbine shaft during an overspeed event, the relight
function is disabled.
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Training Course
73 - Engine Fuel and Control

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-73
Table of Contents
Engine Fuel and Control Lesson ........................................................................................................................1
1 Engine Fuel and Control Module .............................................................................................................1
1.1 Describe the Engine Fuel System Purpose ....................................................................................1
1.1.1 Engine Fuel System Introduction ................................................................................................1
1.2 Describe the Engine Fuel System Architecture ..............................................................................2
1.2.1 Engine Fuel System Architecture ...............................................................................................2
1.3 Describe the Engine Fuel System Components .............................................................................4
1.3.1 Booster Pump and Pressure Switch ...........................................................................................4
1.3.2 Booster Pump (Low Pressure Pump) .........................................................................................5
1.3.3 Fuel Filter and Bypass ................................................................................................................6
1.3.4 Fuel Filter Bypass Switch ...........................................................................................................7
1.3.5 Fuel Metering Unit ......................................................................................................................8
1.3.6 Fuel Manifold ............................................................................................................................10
1.3.7 Fuel Injectors ............................................................................................................................11
1.3.8 External Fuel Pipes ..................................................................................................................12
2 Engine Fuel and Control System Operation ..........................................................................................13
2.1 Operation of the Engine Fuel Control System ..............................................................................13
2.1.1 Engine Fuel System Operation .................................................................................................13

AW189-AF001-SN-I-73

AW189-AF001-SN-I-73
Engine Fuel and Control Lesson

1 Engine Fuel and Control Module
1.1 Describe the Engine Fuel System Purpose
1.1.1 Engine Fuel System Introduction
The engine fuel system operates with the engine electrical system to provide the proper fuel
flow during all operating conditions. In the CT7-2E1, the Electronic Engine Control Unit (EECU)
and the Fuel Metering Unit (FMU) have complete control of engine power.
The fuel system is designed to provide the proper fuel flow to the engine under all operating
conditions including starting, idle, acceleration, normal flight and maximum power. The
mechanical fuel system is itself an integral part of a Full Authority Digital Electronic Control
(FADEC) computerised system which controls the engine outputs to give constant power turbine
speed under any load conditions.
In addition, the engine philosophy requires that the risk of fire should be minimised in the event
of damage. Therefore, the engine fuel system has the following features:
 Full suction feed capability provided by an engine driven boost pump
 Fuel passages incorporated into the Accessory Gearbox (AGB) casing
 Fuel pipe end connections shrouded and drained to remote locations.
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1.2 Describe the Engine Fuel System Architecture

1.2.1 Engine Fuel System Architecture
The engine fuel system components are connected to and driven by the AGB, mounted on the
top front section of the engine.
On the front face of the AGB are:
 Booster pump
 Filter
 Cooler
 Pressure switch
On the rear face of the AGB is the FMU, this controls the correct flow of fuel to the engine under
all conditions of starting and flight under the control of the EECU.
To assist in the fuel control the FMU contains various components, these include:
 High Pressure (HP) pump
 Metering valve
 Overspeed valve
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 Drain valve and vent
 Variable geometry control.
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1.3 Describe the Engine Fuel System Components

1.3.1 Booster Pump and Pressure Switch
Booster Pump
The booster pump is mechanically designed as a cantilevered pumping element on a rigid shaft
with a jet pump at the inlet. It is capable of providing suction to draw fuel from unpressurised
fuel tanks. This decreases the fire hazard in case of a damaged fuel line.
The pump is mounted on the front face of the AGB and delivers fuel through a cored passage to
the fuel filter.
At 100% Ng (44,700 rpm) the fuel boost pump operates at 10,678 rpm. Pump discharge
pressure ranges from 45-90 psi at maximum continuous speed and 20 psi minimum at ground
idle speed.
Fuel Pressure Switch

The fuel pressure switch is mounted on the left side of the front gearbox housing on the AGB.
The fuel pressure switch senses low fuel pressure. When the fuel pressure is low, the fuel boost
pump pressure switch closes supplying a signal to channel B of the EECU by way of the
GREEN cable assembly.
Fuel pressure switch closes at 8-9 psi (0.55-0.63 bar) or less.
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1.3.2 Booster Pump (Low Pressure Pump)
The pump inlet is the engine-airframe fuel interface. The pump is mechanically designed as a
cantilevered pumping element on a rigid shaft running in two oil lubricated sleeve bearings. Oil
is supplied from the engine oil system through a face port mating with the gearbox for bearing
lubrication. Oil and fuel are separated by two dynamic carbon seals with a centre vent to the
engine overboard drain manifold. Shaft splines are lubricated by oil mist which is pumped
through the splines by radial pumping holes in the pump quill shaft and the mating engine
gearbox shaft.
The pump inlet is at the airframe interface, fuel passes through the inlet tube to the axial inducer
where the pressure is increased.
From the axial inducer fuel passes to the radial impeller pump, driven by the shaft coupled with
the AGB. Fuel pressure is further increased and delivered to the outlet discharge port.
A small tapping provides a secondary fuel flow for the jet pump at the pump inlet, this provides a
constant fuel flow and creates a venturi effect which gives a suction capability.
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1.3.3 Fuel Filter and Bypass
The fuel filter is a disposable type, high capacity filter with an impending bypass switch. It is
mounted on the forward left side of the engine AGB.
The fuel filter provides a 30-micron absolute filtration for engine fuel prior to entering the HP
pump in the FMU. Engine fuel flow enters the filter through its inlet port from the engine boost
pump discharge after passing through a core in the AGB. The flow is then directed across the
30-micron pleated barrier type filter element (outside to inside direction), then out the discharge
port through another gearbox core to the FMU pump inlet.
A fuel filter bypass switch sends an electrical signal if the differential pressure across the filter
rises to a preset value. This value is lower than the differential pressure necessary to open the
filter's internal bypass valve.
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1.3.4 Fuel Filter Bypass Switch
The fuel filter bypass indicator is located on the forward side of the fuel filter housing.
When fuel pressure across the filter is too high the fuel filter bypass indicator sends a signal to
the EECU and illuminates a caution indication in the cockpit.
The fuel filter bypass indicator sends a signal to the EECU and cockpit at a fuel pressure of 8-10
psi. Actual bypass of the filter occurs at 1.2-1.5 bar (18-22 psi).
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1.3.5 Fuel Metering Unit
The FMU is mounted on the rear of the AGB and receives filtered fuel through a cored passage.
The FMU contains a HP fuel pump which pressurises the fuel for efficient burning. Other
functions within the FMU include:
 Fuel metering - the correct fuel flow is sent to the fuel manifold at all stages of engine
operation. Maximum fuel flow is limited with an adjustable stop in the metering valve. Also
gives a positional feedback for the EECU.
 Variable geometry operation - fuel pressure is used to move a piston which positions the
variable Inlet Guide Vane (IGV) and Variable Stator Vane (VSV). Gives a feedback signal
for control purposes to the EECU.
 Engine shutdown - the FMU contains the overspeed valve which is used to stop the engine
when commanded by the pilot, or in the event of an overspeed being detected. During
engine shutdown, a small amount of fuel is expelled from the engine through the FMU
drain.
 A metering valve position signal and a fuel temperature signal to allow computation of fuel
flow.
 A vapour vent function to aid in priming after installing a new fuel system component.
All these functions are controlled by the FADEC computer (EECU), which supplies electrical
command signals to the FMU internal functions. These functions in turn supply electrical
feedback signals to the EECU.
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Within the FMU is an electronic sensor which supplies an electrical signal proportional to Ng.
This signal is used as the primary Ng signal by the EECU.
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1.3.6 Fuel Manifold
The fuel manifold consists of a double sealed tube and 12 fuel injectors mounted around the
diffuser and midframe casing assembly. The tube carries fuel from the overspeed valve in the
FMU to the injectors.
The double sealed feature minimises the possibility of a fire hazard from fuel leakage at the fuel
manifold to the fuel nozzle connectors.
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1.3.7 Fuel Injectors
Twelve fuel injectors, installed in the midframe, receive fuel from the main fuel manifold and
supply it to the combustion liner swirlers. The swirlers consist of counter-rotating airflow, primary
and secondary vanes with venturi sleeves.
Fuel from the injector is fed into these sleeves, and the counter-rotating airflows create shear
layers which break up the fuel flow into a fine atomised spray.
The injector is a simplex nozzle with a single spin chamber fed by two spin holes. The swirled
fuel from the spin holes exits through orifice and discharges onto a 30° primary cone. This cone
flares outwards at the exit.
The contoured exit provides a good quality fuel spray at a very low fuel pressures in the starting
regime.
The primary cone is housed in an air shroud which has six air holes. These six holes feed air to
the annulus between the primary cone and air shroud which augments the atomisation of the
fuel. This design is simple, containing no valves, no flow dividers, no secondary orifices, and it is
purged by compressor discharge air during shutdown to prevent carbonisation.
The injector has a last chance screen with 0.009 inch diameter mesh to protect the orifice spin
slot.
Correct orientation of the injector within the midframe casing is assured through use of two
locating pins in the mounting flange. It is not necessary to remove the injectors to facilitate
combustion liner removal and replacement.
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1.3.8 External Fuel Pipes
The engine fuel system has a small number of fuel pipes which carry fuel to external
components. To reduce the chances of fuel leakage onto the hot surfaces of the engine, the
braided flexible sections are covered in a protective rubber tubing. In the event of a fuel leak
from a braided pipe the leaked fuel is contained inside the covering reducing the risk of entering
the engine bay.
The external pipes include:
 Supply from metering valve to cooler
 From the cooler to the overspeed valve
 Overspeed valve drain
 Fliter drain pipe
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2 Engine Fuel and Control System Operation

2.1 Operation of the Engine Fuel Control System
2.1.1 Engine Fuel System Operation
Fuel from the aircraft system enters the engine at the boost pump inlet. The boost pump
increases the fuel pressure and passes the fuel into passageways in the AGB. The boost pump
output pressure is monitored by the fuel pressure switch.
The fuel filter removes impurities from the fuel. If the fuel filter becomes blocked, the fuel filter
bypass switch gives an indication of impending bypass before the filter's internal bypass valve
opens. Fuel from the filter enters the FMU where the HP fuel pump increases the pressure still
further to ensure efficient combustion. The pressurised fuel then passes through a metering
valve which controls the flow of fuel to the injectors.
Pressurised, metered fuel passes through the AGB to the oil cooler and then through the
pressurising/drain valve and the overspeed valve to the fuel manifold and injectors.
Pressurised (but unmetered) fuel is also used as a servo to operate the variable geometry
system actuator. This servo fuel is returned to the main fuel flow at the HP pump inlet.
The overspeed valve shuts off the fuel supply if an overspeed is detected or during a normal
engine shutdown. If an overspeed occurs, the overspeed valve shuts off the fuel supply, leaving
the manifold full of fuel ready for automatic relight. Fuel pressure is recycled to the HP pump
inlet. When the overspeed valve operates during normal shutdown, the overspeed valve
operates as if an overspeed had occurred. However, as fuel pressure decreases, the drain
valve opens and fuel in the injectors is blown back by air pressure through the overspeed and
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AW189-AF001-SN-I-73
drain valves into an overboard drain. This is known as "purging" and prevents the build-up of
carbon in the injectors.
Air or vapour in the FMU is purged through the vapour vent into a dedicated engine drain.
The EECU provides electrical signals which control the operation of:
 The fuel metering valve
 The overspeed valve
 The variable geometry servo
 The vapour vent valve
 The anti-icing function of the anti-icing start bleed valve.
The EECU also monitors the fuel pressure switch and the fuel filter bypass switch.
All necessary outputs are passed by the EECU to the aircraft systems through digital datalinks.
Issue No 3.0 2013-07-12 Page 14


Training Course
74 - Electric and Ignition

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-74
Table of Contents
Electric and Ignition Lesson................................................................................................................................1
1 Engine Electric and Ignition Module ........................................................................................................1
1.1 Ignition System Purpose .................................................................................................................1
1.1.1 Ignition System Introduction .......................................................................................................1
1.2 Ignition System Architecture ...........................................................................................................2
1.2.1 Ignition System ...........................................................................................................................2
1.2.2 Ignition Electrics..........................................................................................................................3
1.3 Ignition System Components..........................................................................................................4
1.3.1 Igniter Exciter ..............................................................................................................................4
1.3.2 Ignitor Plug..................................................................................................................................5
1.3.3 Permanent Magnet Alternator ....................................................................................................6
Annexes
Annex A - Ignition Electrics.............................................................................................................................. A1

AW189-AF001-SN-I-74

AW189-AF001-SN-I-74
Electric and Ignition Lesson

1 Engine Electric and Ignition Module
1.1 Ignition System Purpose
1.1.1 Ignition System Introduction
The ignition system is a continuous duty, AC powered, capacitor discharge, low voltage system.
It includes two igniter plugs, two electrical ignition leads, and an ignition exciter assembly.
Power is supplied to the ignition exciter assembly by the engine's alternator as commanded by
the Electronic Engine Control Unit (EECU).
The ignition system operates with a maximum output of 7000 volts. The spark rate of each
ignition circuit is two sparks per second minimum. The energy at the igniter plugs is at least 0.45
joules per spark.
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1.2 Ignition System Architecture

1.2.1 Ignition System
The engine ignition is an AC power, capacitor discharge, low voltage system. It includes:
 The ignition exciter unit mounted on the engine right side
 Two igniter plugs installed in the midframe at the 4 and 8 o'clock positions.
The ignition exciter is powered by one winding of the Permanent Magnet Alternator (PMA), to
which it is connected by the green electrical harness.
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1.2.2 Ignition Electrics
Control of the ignition system is provided by channels A and B of the Electronic Engine Control
Unit (EECU), upon initial start the power for the EECU and therefore operation is from the
aircraft 28 Vdc supply, until such time as the engine has reached 24% Ng where there is
sufficient speed for the alternator windings to provide power to the EECU and engine alike.
Note: The igniter exciter receives power from the Permanent Magnet Alternator (PMA) only.
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1.3 Ignition System Components

1.3.1 Igniter Exciter
The ignition exciter is an engine mounted unit that accepts single-phase alternating current
power from the engine mounted alternator by the green electrical harness. It provides two
independent power outputs to redundant spark igniters for the engine combustor.
The exciter has a single charging circuit and two independent parallel capacitive discharge
circuits.
The engine alternator has four windings in total, the No. 1 winding provides the ignition exciter
assembly.
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1.3.2 Ignitor Plug
An engine set consists of two igniters located one each at the 4 o'clock and 8 o'clock positions.
The plug is designed to create a spark across the electrode gap with the given voltage.
The gap surface is a semiconductor material in the form of a homogeneous button extending
into the tip of the plug. It is, therefore, capable of coping with erosion over a long period of
operating time. Consistent with this long life objective, the centre electrode is pure tungsten and
the outer electrode is tungsten alloy. It provides a projected electrical discharge for light up of
the combustor.
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1.3.3 Permanent Magnet Alternator
The engine driven PMA is mounted on the front face of the accessory gearbox. It has four
windings within the rotor/stator assembly which supply AC electrical power through the engine
harnesses.
For the purpose of the ignition system only one of the windings is used:
 Winding No. 1 - igniter exciter assembly.
Once the engine has reached 24% Ng the PMA will provide electrics to the igniter exciter for
starting purposes, the control signals for ignition are sent from the EECU.
Issue No 3.0 2013-07-12 Page 6


Training Course
75 - Engine Air

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-75
75 - Engine Air
Table of Contents
Engine Air Lesson ..............................................................................................................................................1
1 Engine Air Module ...................................................................................................................................1
1.1 Engine Air System Purpose ............................................................................................................1
1.1.1 Air System Introduction ..............................................................................................................1
1.2 Engine Air System Architecture ......................................................................................................2
1.2.1 Air System Architecture ..............................................................................................................2
2 Air Module Components ..........................................................................................................................4
2.1 Describe the Engine Air System Components ...............................................................................4
2.1.1 Inlet Particle Separator ...............................................................................................................4
2.1.2 Inlet Particle Separator Blower ...................................................................................................5
2.1.3 Variable Geometry (VG) System ................................................................................................6
2.1.4 Anti-icing and Start Bleed Valve .................................................................................................8
2.1.5 Cooling Pipes..............................................................................................................................9
2.1.6 Air System Sensor (T2) ............................................................................................................10
2.1.7 Air System Sensors (P3) ..........................................................................................................11
2.1.8 Air System Sensors (P0) ..........................................................................................................12
3 Air Module Operation .............................................................................................................................13
3.1 Secondary Airflow Cooling ...........................................................................................................13
3.1.1 Turbine and Combustor Cooling Air .........................................................................................13
3.1.2 Seal Pressurisation ...................................................................................................................14
3.1.3 Sump Venting ...........................................................................................................................15
3.2 Operation of the Engine Air System .............................................................................................16
3.2.1 Air System Operation ...............................................................................................................16
3.2.2 Air System Monitoring ..............................................................................................................18
Annexes
Annex A - CT7-2E1 Airflow Schematic ............................................................................................................ A1

AW189-AF001-SN-I-75
75 - Engine Air

AW189-AF001-SN-I-75
75 - Engine Air
Engine Air Lesson

1 Engine Air Module
1.1 Engine Air System Purpose
1.1.1 Air System Introduction
The engine uses air as the primary airflow to enable it to operate, this is the medium for the
transfer of thermodynamic energy.
The purpose of the air system is to provide:
 Combustion
 Cooling and pressurisation
 Anti-icing
 Customer bleed (air supply to aircraft systems).
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1.2 Engine Air System Architecture

1.2.1 Air System Architecture
The architecture of the air system can be categorised into seven distinct stages.
Inlet Particle Separator (IPS)

Removes up to 85% of the dirty air and allows the clean air to enter as the primary airflow.
Five-stage Axial Flow Compressor

Compresses the air as it travels through the stages, the first two being part of the variable
geometry system which guides the air into the compressor at the correct angle for the next
stage of compression at varying engine speeds and conditions.
One-stage Centrifugal Compressor

Further compresses the air and guides it to the next stage in the correct state.
Annular Combustor
Mixes the compressed air with atomised fuel to rapidly heat and expand the airflow for the next
stage.
Two-stage Gas Generator Turbine

Draws some of the energy from the resulting airflow to drive the compressor therefore inducing
further airflow into the engine.
Two-stage Power Turbine

Draws a vast amount of the remaining energy from the airflow to drive the free power turbine
shaft which in turn drives the transmission system.
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Exhaust Nozzle
Provides a straightening affect to the remaining airflow to guide it into the exhaust ejector and
out to atmosphere.
Some of the air is used from various stages to feed secondary systems, control sensors and
components.
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2 Air Module Components

2.1 Describe the Engine Air System Components
2.1.1 Inlet Particle Separator
Contaminated air enters the separator from the intake through to the swirl frame. Swirl vanes
direct the air into a rotating or swirling pattern to separate sand, dust and other foreign objects
by centrifugal action.
These particles are carried to the outer section of the main frame, through a series of scroll
vanes commonly called the nose splitter, and into the scroll case.
The particles are pulled from the scroll case by the blower and are blown out through an
airframe supplied overboard duct.
Air that remains after particle separation is carried to the front frame deswirl vanes, which
straighten and directs the airflow to the inlet of the compressor.
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2.1.2 Inlet Particle Separator Blower
The IPS blower is attached to axis G of the accessory gearbox by a series of mounting studs. It
is driven through the centre by a splined drive that operates the blower.
Whenever the accessory gearbox is turning, the dirty air and any particles are pulled from the
scroll case by the suction created from the blower.
Air then flows up through the inlet duct, past the impeller to guide it and through a set of
straightening vanes around the outside of the blower.
Dirty air then enters the blown air stream at the blower exit and blown out through an airframe
supplied overboard duct.
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2.1.3 Variable Geometry (VG) System
The variable geometry system of the CT7-2E1 high performance compressor permits optimum
performance over a wide range of operating conditions. Use of Variable Stator Vane (VSV)
angles ensures rapid stall-free accelerations and optimises fuel consumption at partial power
conditions.
The variable geometry system components include:
 Inlet Guide Vanes (IGV) in the front frame
 Stage 1 and 2 VSV
 Three sets of lever arms attached to the individual vanes and the three actuating rings.
The variable geometry components are moved by a piston actuator within the Fuel Metering
Unit (FMU) and synchronised by a crankshaft. The actuator is positioned by a servo system
(fuel pressure) within the FMU.
The compressor or gas generator speed (Ng), compressor inlet temperature (T2) and physical
position of the variable geometry actuator provide feedback to the Electronic Engine Control
Unit (EECU) which responds by re-altering the FMU demand.
At maximum power, the variable stators are actuated to their most open position to admit the
greatest airflow to the engine. At this time, the starting bleed valve is fully closed, so that all the
compressor discharge air is delivered to the combustor and turbine sections.
When less than maximum power is required, and the compressor speed (Ng) is less than 100%,
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the pumping characteristics of the individual compressor stages are changed.
The air pumping capacity is higher in the forward stages of the axial compressor than the aft
stages. To remedy this condition, the variable geometry system closes the variable stators in
the forward portion of the compressor.
Similarly, changes in T2 affect the compressor by closing the VSV with increasing T2, and
opening the vanes with decreasing T2.
At compressor speeds below 87%, the FMU actuating system also positions the starting bleed
valve in the open position.
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2.1.4 Anti-icing and Start Bleed Valve
The Anti-icing and Start Bleed Valve (AISBV) is mounted on the left side of the engine. It has
two functions that are accomplished in a single component:
 The starting bleed valve is a modulating valve actuated by a connecting link to the variable
geometry crankshaft. Starting bleed modulation is controlled as a function of Ng and T2 by
bleeding stage 5 air to offload the compressor through the anti-icing ducts.
 The anti-icing mode is selected with a cockpit switch. The assembly opens as a bleed valve
at low Ng, and closes when Ng is above 87%. However, if anti-icing is selected, the valve
remains partially open above that speed. It uses stage 5 bleed-air to provide a hot airflow to
the IPS and the IGV.
The two functions are distinct. The start bleed is controlled automatically by the EECU via FMU
and the mechanical linkage to the variable geometry system, which is physically connected to
the AISBV, the anti-ice is controlled directly by a pilot command.
Anti-icing System
Anti-icing is accomplished by a combination of hot axial compressor discharge air and heat
rejection from the air/oil cooler integral to the main frame. The hot air anti-icing system is
controlled by an external electrical signal which triggers a solenoid operated air valve.
When electrical power is applied to the valve solenoid, anti-icing is turned off. With electrical
power interrupted off, the valve opens and reverts to the anti-icing mode.
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2.1.5 Cooling Pipes
Secondary airflow is used to cool the C-sump by means of a single pipe on the right-hand side
of the engine at the 4 o'clock position, it also provides air to pressurise the engine labyrinth
seals.
A P3 air tapping is also provided via a single pipe to provide cooling air to the turbine blade
shroud.
At the base of the B-sump there is a leakage pipe from the B-sump pressurisation that is fed
into the C-sump cover.
Around the outside of the turbine casing is a secondary cooling shroud that contains access
holes on top with bucket type containers underneath.
Cooling of the turbine casing is achieved from the engine bay air being induced through the
shroud and distributed by the buckets (venturi effect).
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2.1.6 Air System Sensor (T2)
On the rear face of the IPS scroll case is the housing for the (T2) temperature sensor. The
sensor monitors the temperature of the air passing through the IPS and passes the data as an
electrical signal to the EECU for fuel scheduling calculations and correct operation of the
variable geometry system.
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2.1.7 Air System Sensors (P3)
There are two air pressure sensors mounted on the right side of the engine accessory gearbox,
inboard of the starter motor mounting pad and adjacent to axis A.
The sensors detect the air pressure in the combustion section of the engine (P3) and pass the
data as electrical signals to the EECU for fuel calculation and control purposes.
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2.1.8 Air System Sensors (P0)
A single (P0) sensor is mounted on the left of the accessory gearbox near the IPS blower. It
detects the air pressure within the engine bay and passes the data as an electrical signal to the
EECU.
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3 Air Module Operation

3.1 Secondary Airflow Cooling
3.1.1 Turbine and Combustor Cooling Air
Diffuser discharge air cools the stage 1 nozzle and shrouds.
Stage 2 nozzle segments and shrouds are cooled with compressor impeller tip bleed-air. This
air is routed through three internal tubes in the midframe casing.
Cooling plates on the gas generator turbine rotor assembly direct cooling air through the rotor
blades. Inner balance piston leakage air flows under the turbine disks. The air cools and dilutes
hot gas from the turbine flowpath. The airflow re-enters the flowpath through the baffle seal at
the stage 3 turbine inlet.
Stage 4 shrouds are cooled by compressor discharge seal leakage air piped externally from the
midframe.
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3.1.2 Seal Pressurisation
Air for pressurising the A-sump and B-sump seals is bled from stage 4 on the compressor rotor.
Bleed-air enters the rotor through curvic coupling teeth aft of the stage 4 rotor blades. Once
inside the rotor, the flow divides, flowing both forward and aft. Some air flows forward through
the rotor and some flows aft through the rotor.
Air flows forward in the compressor rotor to the A-sump aft labyrinth seals. It enters the space
between the seals through holes in the stage 1 blade disk. A small amount of air from this space
pressurises the No. 1 carbon seal and the oil mist nozzle. Some air enters the A-sump through
the No. 1 carbon seal, and some returns to the compressor inlet through the No. 3 labyrinth
seal.
The air that flows aft goes to the B-sump forward labyrinth seals. It enters the forward space
between the seals through holes in the compressor rear shaft. The air then flows to the aft
space between the seals through an internal passage. A small amount of air flows into the B-
sump to prevent oil loss. The remaining air cools the sump and keeps hot leakage air from
entering.
Air leaks out of the forward space between the seals to join compressor discharge seal leakage
air. This air flows out through the strut at the 5 o'clock position on the midframe and then aft to
the turbine case, where it cools the stage 4 shrouds. Stage 4 bleed-air also pressurises the No.
5 carbon seal and the power turbine balance piston seal in the C-sump. It is piped externally
from the 5 o'clock position on the compressor stator to the 4:30 o'clock position on the exhaust
frame. This pressure causes a forward force on the rotor area to reduce some of the thrust load
on the No. 6 bearing.
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3.1.3 Sump Venting
Air from the sumps is vented through holes in the gas generator and power turbine shafts. The
air leaves the engine through a common outlet in the C-sump cover. This venting process
(called the centre vent) provides a way to separate oil from the vent air by the rotary motion of
the high-speed shafts.
A-sump air flows aft between the compressor forward shaft and the power turbine driveshaft.
From there it flows through holes in the power turbine driveshaft and then forward into the
torque reference shaft. This path captures oil vapour and pumps it back into the C-sump. From
there the air flows aft and vents out through the C-sump cover.
B-sump air flows through holes in the compressor discharge seal and enters the intershaft
space through large holes in the compressor rear shaft. This flowpath lowers air pressure and
increases the force of the centrifugal field. Air venting from the B-sump flows forward in the
intershaft space to pressurise the intershaft seal at the A-sump. Some of this venting air flow
flows aft in the intershaft space and joins the leakage flow from the inner balance piston seal.
C-sump air vents forward through the aft end of the power turbine drive shaft. Then it flows into
a standpipe connected to the C-sump cover. A small dam in the torque reference shaft traps
any oil remaining in the vent air. The trapped oil returns to the C-sump through small weep
holes. Oil mist-free air from an opening in the C-sump cover blows overboard into the engine
exhaust.
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3.2 Operation of the Engine Air System

3.2.1 Air System Operation
Primary Airflow
The primary airflow is controlled by the IGV and VSV so that the airflow arrives at each
compressor stage at the optimum angle for all compressor speeds. The IGV and VSV are part
of the variable geometry system, which is controlled by the EECU depending on Ng and T2.
At compressor speeds below 87%, the FMU actuating system also positions the starting bleed
valve in the open position.
Secondary Airflows
Stage 4 bleed-air is taken through one external tube to the C-sump. This air cools the C-sump
outer case and pressurises the labyrinth seals at the forward end. This air also forms a "balance
piston" between the power turbine rear and the front of the C-sump case which reduces the
loading on the power turbine thrust bearings.
Stage 4 bleed-air is taken through an internal passage to the B-sump. This air cools the B-sump
case and pressurises the labyrinth seals at either end. If any oil leaks past the seals (for
example if the oil system check valve is stuck open), it collects in the case below the sump, from
where an escape of air carries it through a tube to a hole at the bottom of the engine exhaust
case.
Stage 5 bleed-air is used for the customer bleed (airframe functions) and for anti-icing air supply
through the AISBV to the inlet frame vanes and the IGV.
Inside the engine, stage 4 air is used to pressurise the A-sump front seal.
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Fully pressurised compressor air (P3) cools the surfaces of the combustor liner, the stage 1
nozzles and both gas generator turbine stages. Some of this air passes into a space between
the B-sump rear face and the gas generator turbine stage 1, where it forms a balance piston
which reduces the loading on the gas generator thrust bearing.
Some air coming from the centrifugal compressor escapes from the primary airflow. Some of
this "impeller tip leakage" air passes through three tubes along the inner surface of the mid
frame to cool the second stage nozzles. The remainder of this air flows through a seal forward
of the B-sump into a chamber. From this chamber the air passes through a tube along the
underside of the engine to the power turbine to cool the blade shrouds.
Air which enters the A, B and C-sumps through the seals is vented to atmosphere through the
centre of the driveshafts. The high rotational speeds prevent oil droplets entering the vent. At
the rear of the C-sump, the air passes through an air/oil separator before it leaves the engine
through the C-sump rear cover. The air/oil separator catches any remaining oil droplets and
allows the caught oil to drain back into the C-sump.
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3.2.2 Air System Monitoring
Operation of the engine air system is monitored by air temperature and pressure sensors.
Two P3 sensors are located on the accessory gearbox, they sense air pressure from two
individual tappings located on the top of the engine midframe. Each sensor provides
compressor discharge air pressure information to the individual EECU control channels.
The single P0 sensor located on the accessory gearbox, monitors engine bay ambient pressure
(altitude) and provides a back-up control signal to EECU should it loose altitude data from the
aircraft systems.
A T2 sensor located on the back of the IPS scroll case monitors the temperature for the air
entering the engine, it then delivers that information to the EECU control channels, therefore
fuel scheduling is adjusted to compensate for inlet air temperature.
AISBV Operation
The AISBV dumps stage 5 bleed-air through the anti-ice ducting when the engine is operating at
low Ng (below 87%). This offloads the compressor and reduces engine airflow instability.
As Ng increases, the EECU sends a command signal to the FMU which closes the IGV and
VSV which because of a mechanical linkage closes the bleed valve in the AISBV, preserving
stage 5 air for engine power and cabin conditioning.
Should the pilot select anti-icing on from the cockpit controls, the AISBV partially opens to allow
hot stage 5 air into the inlet frame and the IGV/VSV to prevent icing.
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Training Course
76 - Engine Control

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-76
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Table of Contents
Engine Control Lesson .......................................................................................................................................1
1 Engine Control Module ............................................................................................................................1
1.1 Engine Control System Introduction ...............................................................................................1
1.1.1 Engine Control Introduction ........................................................................................................1
1.1.2 Engine to Cockpit Interfaces .......................................................................................................2
1.1.3 FADEC Introduction ....................................................................................................................3
1.2 Engine Control System Architecture...............................................................................................4
1.2.1 Engine Control Architecture ........................................................................................................4
1.2.2 Engine Electrical Architecture .....................................................................................................4
1.3 Describe the Engine Control System..............................................................................................6
1.3.1 Engine Control Panel ..................................................................................................................6
1.3.2 Miscellaneous Control Panel ......................................................................................................7
1.3.3 Engine Power Collective Anticipator LVDT ................................................................................8
1.3.4 AEO and OEI Limit Switches ......................................................................................................9
1.3.5 Electronic Engine Control Unit ..................................................................................................10
1.4 Section Introduction ......................................................................................................................11
1.4.1 Engine Control Components ....................................................................................................11
1.5 Describe the Engine Electrical System Components ...................................................................12
1.5.1 Engine Np (Nf) Sensor .............................................................................................................12
1.5.2 Engine Torque Measuring ........................................................................................................13
1.5.3 Thermocouple Harness ............................................................................................................14
1.5.4 Permanent Magnet Alternator ..................................................................................................15
1.6 Section Introduction ......................................................................................................................17
1.6.1 Engine Control Operation .........................................................................................................17
1.7 Operation of the Engine Control System ......................................................................................18
1.7.1 Operation Introduction ..............................................................................................................18
1.7.2 Engine Power Ratings ..............................................................................................................18
1.7.3 Engine Control Operation .........................................................................................................19
1.7.4 Training Mode ...........................................................................................................................20
1.7.5 EECU Fault Management .........................................................................................................22
1.7.6 Reversionary Modes .................................................................................................................22
Annexes
Annex A - Engine Control Management .......................................................................................................... A1

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AW189-AF001-SN-I-76
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Engine Control Lesson

1 Engine Control Module
1.1 Engine Control System Introduction
1.1.1 Engine Control Introduction
The engine controls system can be subdivided into two distinct areas:
 Controls in the cockpit to request engine conditions, for example control panel
 Controls that govern the operation of the engine, for example Electronic Engine Control
Unit (EECU).
Together the controls system dictates the operation of the engine, the control panel inputs
manual commands to the engine whilst the EECU carries out the commands and normal
operating automatically without intervention from the operator.
Both the control panel and the EECU integrate with the aircraft systems by means of the Aircraft
and Mission Management System (AMMS) for indicating, control and monitoring purposes.
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1.1.2 Engine to Cockpit Interfaces
Engine Control Panel

The panel contains the ENG MODE switch and the TRNG guard push button that control the
operation of the engine. The ENG MODE is a rotary switch that selects the engine mode and
controls the fuel solenoid valve. The TRNG guard push button enables the One Engine
Inoperative (OEI) training mode when pushed.
Miscellaneous Control Panel

This panel contains the LD SHARE switch and the 1 ENG 2 A/ICE-INTAKE switches. During
operation in FLT, the two engines share load by either matching torque (Tq) or Inter turbine
Temperature (ITT). The load share mode is selected by the pilot selectable switch. The 1 ENG 2
A/ICE-INTAKE switches allow the pilot to activate the anti-icing systems as required.
Line Variable Differential Transformers (LVDT)

The angle of the collective (pitch) lever is measured and provided to the EECU.
Collective Grip
The grip contains the AEO LIM SEL switch and the OEI SEL switch. These switches enable the
pilot to select the All Engines Operating (AEO) and OEI limits as required.
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1.1.3 FADEC Introduction
The basic engine control is governed through a dual channel Full Authority Digital Electronicl
Control (FADEC) system. The FADEC system is composed of an EECU and a Fuel Metering
Unit (FMU). The EECU contains all computations and control laws and has the full authority to
vary all control inputs to the engine throughout their full range.
Engine performance is mainly achieved by controlling engine gas generator speed (Ng), ITT,
Tq, free power turbine speed (Nf), aircraft rotor speed (Nr), with engine fuel flow and scheduling
compressor variable geometry/compressor start bleed valve positions.
The engine control laws and operational logic functions are coded into the EECU software.
The control system receives inputs from aircraft sensors and cockpit switches and provides
indications, warnings, and diagnostic/failure information to the pilot.
The EECU has the capability to receive both hardwired and databus (ARINC429) control
commands from the aircraft and to provide both hardwired and databus signals to the aircraft.
The two EECU channels are electrically separate and self-sufficient, such that a failure of both
channels is unlikely. In such an event, the FADEC system enters a fail fixed operating mode.
The fail fixed mode allows continued operation of the engine with fuel flow and compressor
variable geometry/start bleed position remaining in the position they were in at the time of
failure. Anti-ice operation is not available in this event.
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1.2 Engine Control System Architecture

1.2.1 Engine Control Architecture
The architecture of the engine control function for the two engine systems is the same.
Cockpit selectable controls request the demanded operation (for example starting) through the
EECU. Each EECU uses pin recognition features in the electrical connections to determine
which engine it is controlling, and shares Tq data with each other's EECU, through a cross-
engine datalink.
Similarly, each EECU uses digital datalinks to communicate data to the Cockpit Display System
(CDS) and AMMS, which in turn communicate with each other.
1.2.2 Engine Electrical Architecture
Green Harness Blue Harness
Anti-icing bleed valve Anti-icing bleed valve
Alternator stator P0 sensor
P3 sensor P3 sensor
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Green Harness Blue Harness
Ignitor exciter Thermocouple assembly
FMU FMU
Np/Tq sensor Np/Tq sensor
EECU EECU
Oil pressure transmitter Oil pressure switch
Electrical chip detector Oil temperature switch
Oil filter bypass switch Fuel bypass switch
Fuel pressure switch
The engine uses electrically operated accessories that control anti-icing airflow, ignite the fuel
air mixture in the combustor, and control the engine power level. In addition they provide
electrical indications and warning devices which assist the pilot in engine operation.
The electrical harnesses are different colours to represent which channel within the EECU they
supply information for.
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1.3 Describe the Engine Control System

1.3.1 Engine Control Panel
The engine control panel is installed in the interseat console and performs the following
commands and indications:
 ENG 1(2) MODE switch - selects the mode for engines 1 or 2, either OFF, IDLE or FLT. It
also controls the operation of the engine fuel solenoid fuel valve.
 TRN guard push button - enables the OEI training mode, provides a green light indication
ON when selected.
 CRANK momentary switch - selects the engine 1 or 2 crank function.
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1.3.2 Miscellaneous Control Panel
The lighting and miscellaneous control panel is installed in the interseat console and performs
the following engine commands and indications:
 TEMP/TORQUE LD SHARE - a two-position switch that allows the pilot to select the load
share mode, by either matching the engines in Tq or ITT.
 1 ENG 2 A/ICE-INTAKE - switches that allow the pilots to activate the engines and intakes
anti-ice protection systems independently. There are three positions:
o FULL (engine bleed-air anti-ice and intake anti-ice ON)
o A/ICE (engine bleed-air anti-ice only ON)
o OFF.
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1.3.3 Engine Power Collective Anticipator LVDT
The angle of the collective (pitch) lever is measured and provided to the EECU by means of two
independent dual coil LVDT.
The EECU use the information provided by the LVDT to optimise engine response to the
varying power demands requested by the aircrew. At the engine/aircraft interface each channel
(A and B) of the EECU will provide an excitation signal and receive a feedback signal from an
LVDT.
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1.3.4 AEO and OEI Limit Switches
AEO Limit Select Switch

The EECU will accept an AEO limiter command from a momentary switch on the pilot/co-pilot’s
collective lever.
The EECU, when initialised, selects the 30 second OEI limits. Thereafter, pushing the AEO LIM
SEL button once during AEO operation will cause a switch to AEO take-off limits for ITT, Ng and
Tq. Pushing again will cause a switch back to 30 second OEI limits, and so on.
Note: In OEI conditions, OEI limits will be selected without regard to operation of the switch.
OEI Continuous Rating Select Switch

The EECU will accept an OEI limiter command from a momentary switch on the pilot/co-pilot’s
collective lever.
The EECU, when initialised, selects the 30 second OEI limits. During OEI operating, pushing
the button once will select OEI continuous rating limits. Pushing again will cause a switch back
to 30 second OEI limits, and so on.
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1.3.5 Electronic Engine Control Unit
The primary component of the FADEC is the EECU, which is mounted on the bottom of the
engine.
The EECU consists of the following:
 Two identical control channels which carry out the control computing functions:
o Channel A (blue cable)
o Channel B (green cable).
 A power supplies module which ensures continuous electrical power supplies to the two
control channels under all conditions.
The use of two identical control channels gives full redundancy for all the control functions.
All control inputs, sensors and power supplies are duplicated, channel A receives engine inputs
through the blue electrical harness while channel B receives inputs through the green harness.
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1.4 Section Introduction

1.4.1 Engine Control Components
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1.5 Describe the Engine Electrical System Components

1.5.1 Engine Np (Nf) Sensor
Two Tq Np sensors are located in the exhaust frame, one extends through the 1:30 o'clock
strut, and the other through the 10:30 o'clock strut.
The power turbine shaft is equipped with two pairs of teeth which induce electrical pulses in the
sensors. These teeth permit measurement of the torsion or twist of the shaft, which is
proportional to output torque, and Np. The sensors are identical and interchangeable, with one
feeding channel A and the other channel B of the EECU.
The sensors contain a permanent magnet and wire coil, and produce a pulse of current each
time a shaft or reference tooth passes.
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1.5.2 Engine Torque Measuring
The Tq system matches TQ between engines, and provides cockpit readout. TQ sensing (or
measurement) is accomplished by a reference shaft that is pinned to the front end of the
driveshaft and extends to the aft end, where it is free to rotate relative to the driveshaft.
The relative rotation (or twist of the driveshaft) is due to output TQ, and the resultant phase
angle shift between the driveshaft teeth and reference teeth is electrically sensed by a pickup
sensing the two teeth on the driveshaft plus the two reference teeth.
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1.5.3 Thermocouple Harness
The ITT (T4.5) thermocouple harness is a one-piece assembly consisting of seven single
immersion, equally spaced thermocouples for measuring ITT.
The thermo elements are made from special tolerance, oxidation resistant, chromel-alumel wire.
Each thermocouple junction is sealed within a cast alloy sheath. The thermo element for the
junction of each probe is continuous, without joints or splices, from the junction to the harness
output connector junction box where all outputs are paralleled.
The harness is an assembly of seven thermocouples that are connected to the channel A (E1)
connector of the EECU. Four of the seven probes are electrically averaged within the harness
and the average is used in EECU channel A for control purposes.
The other three probes are electrically averaged within the harness, and the result is passed
directly within the EECU from the channel A (E1) connector through to EECU channel B.
During normal operation a weighted average is computed in software so that the engine
operates on the average of all seven probes.
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1.5.4 Permanent Magnet Alternator
The engine driven Permanent Magnet Alternator (PMA) is mounted on the front face of the
accessory gearbox. It has four windings within the rotor/stator assembly which supply AC
electrical power through the engine harnesses:
 Winding No. 1 - igniter exciter assembly
 Winding No. 2 - EECU channel A
 Winding No. 3 - EECU channel B.
Since the PMA is driven by the gas generator, the frequency of its AC output is proportional to
Ng, so the 4th power supply frequency is also used for the backup Ng signal to the EECU and a
hardwire link from the EECU to the cockpit display:
 Winding No. 4 - Ng signal for cockpit.
The PMA rotor consists of a permanent magnet driven by the accessory gearbox. All the
electrical circuits are attached to the stationary case of the unit, (stator assembly) thus
improving reliability by removing the need for slip rings.
Primary Ng Signal
The EECU receives its primary Ng information from the Ng sensor fitted inside the FMU
adjacent to the main fuel pump. This information is then sent to the cockpit displays by the
ARINC429 databus.
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Should the primary system fail in any manner there is a backup signal sent from the PMA to the
cockpit by a hardwired link.
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1.6 Section Introduction

1.6.1 Engine Control Operation
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1.7 Operation of the Engine Control System

1.7.1 Operation Introduction
The engine can be operated in the following modes.
All Engines Operating (AEO)

The aircraft has both engines running in FLIGHT drive.
The AEO has two distinct limits:
 Maximum continuous (max con) and take-off (5 minutes).
One Engine Inoperative (OEI)

The OEI is to allow the continuation of one flight operation after the failure or shutdown of one
engine in multi-engine aircraft.
The OEI has three limits of operation, these are:
 Continuous
 2 minute
 30 seconds.
These limits may be used for up to three periods of use in any one flight.
1.7.2 Engine Power Ratings
Rating Max Np Max Ng Max ITT Max Tq

RPM RPM °C ft/lb
30 Sec OEI 2200 46935 1078 640
2 Min OEI 2200 46935 1078 640
Continuous OEI 2200 45907 968 550
AEO Take Off (5 Min) 2200 45907 968 550
AEO Max Continuous 2200 45907 942 515
12 Sec Transient 23100 46137 974 700
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1.7.3 Engine Control Operation
The two control channels of the EECU share all incoming data through a datalink. Both
channels carry out the computing functions necessary for engine control, but only the master
channel has its outputs enabled. The other channel is available in hot standby ready to take
control should the master channel fail.
Each control channel of the EECU receives its power supply from the PMA when the gas
generator is turning at approximately 24% Ng. With the gas generator stationary, or if the PMA
fails, the EECU control channels receive independent power supplies from the aircraft electrical
systems.
An Ng signal is supplied from the PMA at a frequency which varies with Ng to both channel A
and B of the EECU this is used as a backup Ng signal, the main Ng input is available from a
sensor in the FMU. The winding No. 1 of the PMA provides a power supply to the ignition
system and is not supported by an aircraft system backup. The ignition system is controlled by
the EECU master channel.
The master channel of the EECU controls the engine by means of fuel flow control (fuel
metering) and compressor airflow control through the variable geometry system and the Anti-ice
and Start Bleed Valve (AISBV). These control inputs regulate Ng, therefore providing the power
to drive the free power turbine at the correct speed Nf (Np) to maintain the aircraft rotor speed
(Nr). Each control channel receives independent inputs of Ng, ITT, Np and Tq and the master
channel outputs the correct fuel metering and variable geometry control signals to maintain Nf
(Np) constant for all flight conditions.
If either Ng or Nf (Np) should exceed set limits (these set limits are significantly higher than the
normal operating limits), the EECU master control channel operates the overspeed valve to shut
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off the fuel supply to the engine before damage can occur. As the speed (Ng or Nf (Np))
reduces into the normal operating range, the EECU reinstates the fuel supply and commands
the ignition system to operate for a short period to automatically relight the engine. Each EECU
control channel also receives inputs from the engine fuel and oil system sensors through the
engine harnesses. Each EECU control channel then shares the data with the other channel.
The master control channel handles all data outputs to the aircraft systems and other EECU as
necessary through datalinks. Some aircraft system commands to the engine through the EECU
are by wired analogue connections (for example, selection by the pilot of the engine anti-icing
and engine starting or stopping).
1.7.4 Training Mode
The training capability allows pilots to train under simulated OEI conditions at actual OEI power
levels without impacting the life of the engine. This is achieved by running both engines at
reduced power levels so that the operation of the two engines together simulates OEI operation.
Since normal training operation is accomplished by reducing power of both engines, there is no
difference in engine operation between a simulated failure of engine 1 and a simulated failure of
engine 2. Note also that all output signals from the EECU will reflect actual engine operation
and will not be biased or altered to reflect the simulated failure situation.
When there has been a valid entry into training, both engines will decelerate in a manner
intended to represent as closely as possible, without violating engine operating limitations, a
single engine flameout. At the same time a Tq limitation will be imposed on both engines to
simulate the levels that would be experienced for single engine operation in an actual OEI
situation.
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To enter training, use the momentary switch on the engine control panel. Training can be exited
by either of the following:
 Push the momentary training switch again, this will enforce the AEO limits
 Push the AEO limit switch, this will enforce the OEI limits.
While in training pushing the OEI momentary button will simulate changing between different
OEI limits.
If at any time during training operation, there is a loss of one engine, a significant failure in the
control system of one engine, or Np (Nf) droops below 87%, the two engines will automatically
exit training and return to normal operation. If there has been a loss of one engine, the
remaining engine will be in normal OEI mode with normal OEI limits.
Training mode is used to allow simulation of operation in an OEI situation without actually being
in OEI:
 Each engine is operated at a power of half of that expected by a single engine in OEI –
both engines operate identically
o Transient on entry into training is designed to approximate transient for actual entry
into OEI
 Engine limits to the lower value of Tq, Ng, or ITT limits
o Engine Tq limits = half single engine OEI Tq limits
o Other engine limits (Ng/ITT) = half single engine OEI
 Difference in operation on different limits
o On Tq limit, speed droop does not increase Tq
o On Ng/ITT limit, speed droop increases Tq to keep constant power.
Training Mode Indication

When the OEI training mode is selected by the pilot and authorised by the EECU, the Power
Index (PI) and triple tachometer scales are arranged to show the de-rated engine power limits,
regardless of the active Primary Flight Display (PFD) format. Furthermore, the size of Nr
readout is increased to enhance its readability.
The OEI training mode is enabled according to the predefined EECU control laws and the OEI
legend is displayed.
A TNG (training) legend is vertically displayed in amber at the bottom of pertinent PI scale, while
the Ng, ITT or Tq transient limits are suppressed.
When the OEI training mode is active, the OEI power on Vne limit is displayed as a red/white
symbol on the airspeed tape.
Note: The training mode logic uses twin-engine power to simulate single engine characteristics
and has been optimised for CAT A training.
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1.7.5 EECU Fault Management
Each EECU channel performs fault identification and management to allow the FADEC system
to maintain engine control and aircraft communication. The EECU accommodates component
faults in the following manner:
 A fully operational control system that has a single electrical failure in an identified signal
source does not result in a loss of power control, fail fixed, or an engine shutdown, for
example Ng, Np, P0.
o EECU will carry out an automatic channel change to unaffected channel.
 Reversionary mode enables the EECU to avoid a fail fixed or in-flight shutdown condition
under certain multiple fault scenarios, reversionary modes fall into two categories: limited
power (ITT) or limited transient capabilities (P0, P3, Np, Tq).
 Fixed fail mode allows continued operation of the engine with fuel flow, variable geometry
position and start bleed remaining in the position they were in at the time of the failure. This
will result in some loss of power and slow response.
1.7.6 Reversionary Modes

Limited Power
The loss of one T45 (ITT) signal will automatically activate the reversionary mode and will use
the remaining signals for the other channel plus and inbuilt software bias to preserve the engine
power but this will still be very limited.
Limited Transient
The loss of engine related signals will cause the engine to:
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 Be slow in acceleration and deceleration
 Have a slower transient response and loss of accuracy.
The EECU will still search out an alternate power related parameter where it can. Examples of
these are:
 Two P3 signals - less aggressive acceleration/deceleration
 All P0 signals - less aggressive acceleration/deceleration
 Two Tq signals - load share using alternate power related parameter, some effect on
transient response and accuracy
 Cross engine buses - disable load sharing.
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Training Course
77 - Engine Indicating

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-77
Table of Contents
Engine Indicating Lesson ...................................................................................................................................1
1 Engine Indicating Module ........................................................................................................................1
1.1 Describe the Purpose of the Engine Indications ............................................................................1
1.1.1 Engine Indications Introduction ..................................................................................................1
1.1.2 Typical Engine Scales ................................................................................................................2
1.1.3 Additional Engine Indications .....................................................................................................4
1.2 Engine Indicating Architecture ........................................................................................................5
1.2.1 Engine Indicating Architecture ....................................................................................................5
2 Controls and Indications ..........................................................................................................................6
2.1 ECDU General Controls and Indicators .........................................................................................6
2.1.1 MENU Page ................................................................................................................................6
2.2 Explain the Engine Indications Warnings and Cautions .................................................................7
2.2.1 Crew Alert Overview ...................................................................................................................7
2.2.2 Engine Warnings ........................................................................................................................8
2.2.3 Engine Cautions .........................................................................................................................9
2.2.4 Engine Cautions Continued ......................................................................................................10
2.2.5 Engine Advisories .....................................................................................................................11

AW189-AF001-SN-I-77

AW189-AF001-SN-I-77
Engine Indicating Lesson

1 Engine Indicating Module
1.1 Describe the Purpose of the Engine Indications
1.1.1 Engine Indications Introduction
Engine indications are displayed in the cockpit on the Display Units (DU) and through the
relevant pages of the Electrical Control and Display Units (ECDU).
The ECDU not only gives indication but also gives control inputs to the Electronic Engine
Control Unit (EECU) for engine control.
Note: The displays and ECDU are covered in depth in displays and electrics.
The DU are mounted on the main instrument panel and are identified 1 to 4 from left to right.
The default (cold start) configuration for the displays is:
 DU 1 and 4 configured as Primary Flight Display (PFD)
 DU 2 and 3 configured as Multifunction Display (MFD).
The ECDU are located in the centre console below the cursor control devices, one for each
pilot.
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1.1.2 Typical Engine Scales
The primary electronic displays clearly inform the crew of the current flight condition and the
status of flight guidance, flight control, navigation and aircraft systems, and provide information
required to control the aircraft and monitor its progress with respect to the desired flight path.
This information is presented with the accuracy, legibility and readability required for error free
control of the aircraft in all workload conditions.
To meet the symbology conditions (AC20-88A, AC/AMJ25-11, ARP-4043, and ARP-4102/7) for
the aircraft the following are available:
 The top of the scale indicates the scale parameter being indicated.
 Digital readouts are used and integrated with an analogue display, this provides a precise
quantitative indication to complement the analogue display.
 A horizontal red line is used to separate the red band (mark) from the other adjacent
coloured bands (green or amber). All the red lines shall be located at the same scale length
in order to provide a "normalised" visual cue.
 The shape of the pointer used for the primary engine indications (NG, ITT, TQ, NR, NF, and
PI) is a moving solid triangle connected with a vertical line to the bottom reference line. This
helps to assess the trend of various parameters and the matching between the two engines
data.
 The shape of the pointer used for the secondary power plant indications is a moving solid
triangle, except for the oil temperature indications, which are moving T-shaped symbols.
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 A red triangle with a horizontal red line is used to indicate a transient limit on some specific
analogue scales.
 A half red dot with a horizontal red line indicates the hot start limit on the Interturbine
Temperature (ITT) scale. This symbol is only displayed during engine starting or in-flight
relight.
 Coloured bands within the scale indicate the state of the parameter:
o Green for normal operating area
o Yellow for the cautionary area, this may be time limited
o White for a turbulent area that should not be loitered in, often referred to as an avoid
band.
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1.1.3 Additional Engine Indications
Other indications for the engine that could be displayed are:
 Start and ignition symbols during the start sequence.
 OEI, One Engine Inoperative indication when a single engine is not running. OEI TNG may
also be display if the crew have selected the engine in training mode.
 Should any of the parameters be exceeded the triangle will infill with the appropriate colour
(red/yellow), if this a time limited area then the time limit will be displayed in yellow. If this
limit is exceeded the limit will be surrounded by a red box and in filled
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1.2 Engine Indicating Architecture

1.2.1 Engine Indicating Architecture
All engine operating information is displayed in the cockpit on the PFD and the MFD.
The PFD displays:
 Power Index (PI) - torque (TQ) values and indications for the two engines
 The triple tachometer which displays the free power turbine (NF) and main rotor (NR)
information.
In the PFD composite format the PI and triple tacho information would be displayed as well as
the engine secondary data and engine oil pressure data.
On the map, plan and other system pages on the MFD, the engine secondary data for engine oil
pressure and temperature is displayed. If the power plant page is selected then the engine
secondary data oil pressure and temperature are displayed as well as the triple tacho and all of
the engine primary data (NG, ITT and TQ).
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2.1 ECDU General Controls and Indicators
2.1.1 MENU Page
The aircraft systems managed by the ECDU can be accessed via the MENU page. This page
can be accessed using the MENU function key 1.
The most important or frequently used aircraft systems can be accessed via the second row of
function keys which are shortcuts for these systems.
For the engine specifically, the ECDU deals with the fuel and its Shutoff Valves (SOV).
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2.2 Explain the Engine Indications Warnings and Cautions

2.2.1 Crew Alert Overview
The following functions are available on the master caution and master warning panel:
 Display master caution or warning alert
 Acknowledge master caution or warning alert.
Master Caution
When a new caution message is raised and within the viewable Crew Alerting System (CAS)
list, the master caution lights on both pilot and co-pilot sides flash. The acknowledgement of all
displayed caution alerts is done through the master caution push button on the pilot or co-pilot's
side.
Master Warning
When a new warning message is raised, the master warning lights on both pilot and co-pilot
sides flash. The acknowledgement of all displayed warning alerts is done through the master
warning push button on the pilot or co-pilot's side.
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2.2.2 Engine Warnings
Warnings Alert Name
(STATUS_WORD_1 Bit 14) from EECU1 OR

* ENG OUT (STATUS_WORD_1 Bit 15) from EECU2 OR engine out
discrete input = GND
AURAL TONE
Low oil pressure (STATUS_WORD_2 Bit 19)

* ENG OIL P LOW
Engine in IDLE (STATUS_WORD_4 Bit 24) AND collective

* ENG IDLE lever (EECU Label 56) application greater than 15% AND
ground mode is active
AURAL TONE
Engine fire is detected

* ENG FIRE
AURAL TONE
Engine in full failed fixed mode (STATUS_WORD_1 Bit 17)

* ENG FAIL FIXED OR VMS not receiving channel A of EECU1 AND VMS not
receiving channel B of EECU1 AND EECU2 X-engine
RS422 Receive Failure (STATUS_WORD_2 Bit 25)
AURAL TONE
* Denotes engine number
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2.2.3 Engine Cautions
Cautions Alert Name
Reversionary modes that result in fixed power setting, but

* ENG DEGR not full fail fixed (STATUS_WORD_1 Bit 16) OR
reversionary modes that may result in power loss
(STATUS_WORD_1 Bit 19) OR reversionary modes that
may cause slow engine response (STATUS_WORD_1 Bit
20).
Overspeed shutdown detected, ON during overspeed trip. If

* ENG OVSPD the engine overspeed system is no longer tripped, this bit
will be reset (STATUS_WORD_1 Bit 21).
EECU exceeds temperature limit (STATUS_WORD_1 Bit

* EECU OVERHEAT 25).
Pilot override of hot start limit (STATUS_WORD_1 Bit 26)

* HOT START OR hot start shutdown, On during hot start shutdown. This
bit will be reset after PCD goes to STOP position
(STATUS_WORD_1 Bit 27).
Overspeed test failed, On if test failed. This bit will be reset

* ENG OVSPD FAIL after another attempt successfully passes test
(STATUS_WORD_1 Bit 28) OR overspeed test not
completed, On if test not completed when it should be. This
bit will be reset after another attempt successfully passes
test (STATUS_WORD_1 Bit 29).
Oil filter impending bypass. Raw lube switch contact position

* ENG OIL FILTER (STATUS_WORD_2 Bit 14).
High oil pressure (STATUS_WORD_2 Bit 18).

* ENG OIL P HIGH
Oil debris detected (STATUS_WORD_2 Bit 21).

* ENG OIL CHIP
Anti-ice valve is not open AND AI is demanded by the pilot

* ENG A/ICE AND the engine is not declared out (STATUS_WORD_2 Bit
23).
* Denotes engine number.
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2.2.4 Engine Cautions Continued
Cautions Alert Name
High oil temperature (STATUS_WORD_2 Bit 26).

* ENG OIL TEMP
EECU1 SIF fault CHA (FAULT_WORD_1 Bit 15) AND

ENG PANEL FAIL EECU1 SIF fault CHB (FAULT_WORD_2 Bit 15) OR
EECU2 SIF fault CHA (FAULT_WORD_1 Bit 15) AND
EECU2 SIF fault CHB (FAULT_WORD_2 Bit 15).
CDS not receiving channel A of the EECU1 AND CDS not

* EECU DATA receiving channel B of the EECU1.
Remote channel is not functional or was not functional just

* EECU DEGR before power management mode on (STATUS_WORD_6
Bit 16) OR local EECU channel not fully functional. Local
channel has detected faults (STATUS_WORD_6 Bit 18).
EECU1 OEI TIME( ITT/NG/TQ is above continuous OEI

*ENG LIM EXPIRE ratings and in an OEI situation) > 140 sec (EECU Label 352
OEI_TIME).
Engine fire detect fail discrete input is active.

* FIRE DET
Fire bottle low pressure discrete input is active.

* FIRE BOTTLE LOW PRESS
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2.2.5 Engine Advisories
Advisory Alert Name
ENG ANTI-ICE (STATUS_WORD_4 Bit 18).

* ENG A/ICE ON
AEO LIMITS SELECTED (STATUS_WORD_5 Bit 25) from

AEO LIM SEL both EECU.
ENG CRANK (STATUS_WORD_4 Bit 26).

* ENG CRANK
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Training Course
78 - Engine Exhaust

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-78
78 - Engine Exhaust
Table of Contents
Engine Exhaust Lesson ......................................................................................................................................1
1 Engine Exhaust Module ...........................................................................................................................1
1.1 Exhaust System Overview ..............................................................................................................1
1.1.1 Engine Exhaust System .............................................................................................................1
1.2 Describe the Engine Exhausts .......................................................................................................2
1.2.1 Engine Exhaust Nozzle ..............................................................................................................2
1.2.2 Engine Exhaust Ejector ..............................................................................................................3
2 Interpret Maintenance Data .....................................................................................................................4
2.1 Removal/Installation .......................................................................................................................4
2.1.1 Removal/Installation ...................................................................................................................4
2.1.2 Exhaust Nozzle Assembly – Remove ........................................................................................4
2.1.3 Exhaust Nozzle Assembly – Install.............................................................................................5
2.1.4 Vee-Band Clamp - Install ............................................................................................................5
2.1.5 Vee-band Clamp Table ...............................................................................................................7

AW189-AF001-SN-I-78
78 - Engine Exhaust

AW189-AF001-SN-I-78
78 - Engine Exhaust
Engine Exhaust Lesson

1 Engine Exhaust Module
1.1 Exhaust System Overview
1.1.1 Engine Exhaust System
Each engine exhaust is comprised of an exhaust ejector and nozzle assembly. The nozzle
assembly is comprised of;
 A lobed primary diffuser
 A coned centre body
The lobed diffuser and centre body are engine mounted and the ejector is directly supported by
the rear sliding fairing assembly.
The engine exhausts are completely independent from each other.
The exhausts are fabricated from titanium, and are designed to ensure ventilation of the
engines bays and direct exhaust gases away from the main rotor blades and fuselage structure.
The entire exhaust system is located aft of the engines air intakes, fuel system components,
and bay drains.
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1.2 Describe the Engine Exhausts

1.2.1 Engine Exhaust Nozzle
The exhaust nozzle assembly is mounted directly to the engine by means of a Vee-band clamp,
it is maintained in the correct position on the engine by a locating spigot at the 12 o'clock
position.
The nozzle assembly is designed to so that it removes some of the energy from the airflow and
correctly guides it into the ejector assembly. The centre cone protects the C-sump cover and
acts as a guide path for any internal air leakage coming from the engine.
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1.2.2 Engine Exhaust Ejector
Each ejector is designed to direct the exhaust gas flow from the engine and to minimise the
possibility of trapped fuel.
All fluids draining from the exhausts are conveyed into the engine bay and further drained
through dedicated engine bay drains.
There are exhaust ejectors within the rear sliding fairing that direct the hot gases from the
primary nozzle away from the aircraft.
The rear sliding cowling area around the exhaust ejectors is fabricated from fire resistant carbon
fibre. The ejector is mounted to the forward firewall of the sliding fairing and also via two
attachment points within the sliding fairing which permit thermal expansion.
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2 Interpret Maintenance Data

2.1 Removal/Installation
2.1.1 Removal/Installation
2.1.2 Exhaust Nozzle Assembly – Remove

 Find the exhaust nozzle installed at the rear of the engine.
 Hold the exhaust nozzle assembly in position and remove and discard the locknut from the
exhaust nozzle clamp
 Remove the exhaust nozzle clamp from the exhaust nozzle assembly and the engine
exhaust flange.
 Carefully remove the exhaust nozzle assembly from the aircraft through the aft firewall.
 Make sure the work area is clean and free of FOD.
 Seal the engine exhaust flange with the polythene film (C293) (refer to Film (C293) - Data
Sheets for Consumables and Materials). Attach the polythene film with the tape (C117)
(refer to Tape (C117) - Data Sheets for Consumables and Materials).
 Make sure the work area is clean and free of FOD.
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2.1.3 Exhaust Nozzle Assembly – Install

 Remove and discard the tape (C117) (refer to Tape (C117) - Data Sheets for Consumables
and Materials) and the polythene film (C293) (refer to Film (C293) - Data Sheets for
Consumables and Materials) from the engine exhaust flange.
 Do a general visual inspection of the exhaust nozzle assembly and its related components.
Make sure they are clean and have no damage.
 Put the exhaust nozzle assembly in position on the engine exhaust flange with the spigot at
the 12 o'clock position.
 Make sure the spigot is correctly engaged in the engine exhaust flange at the 12 o'clock
position.
 Install the new locknut on the exhaust nozzle clamp.
 Install the exhaust nozzle clamp on the exhaust nozzle assembly and the engine exhaust
flange.
 Make sure the bolt of the exhaust nozzle clamp is at the 12 o'clock position.
 Torque the locknut (refer to Standard Practices - Band Clamp or Vee-Band - Install
Procedures).
NOTE;
DUPLICATE INSPECTIONS WILL APPLY TO THIS PROCEDURE
2.1.4 Vee-Band Clamp - Install
 Do a general visual inspection of the vee flange faces. Make sure that there is no damage
to the vee flange faces.
 Align the vee flange faces. Make sure that no force is necessary to make the vee flange
faces align correctly before the vee-band clamp is installed. If applicable, make sure that
the gasket is in the correct position.
 Do a general visual inspection of the vee-band clamp. Make sure that it is clean and there
is no damage to the vee-band clamp.
 Install a new nut on to the vee-band clamp.
 Do a minimum-rundown torque check on the nut, refer to Table. Make sure that the
minimum-rundown torque is not less than the value shown in the table. If it is less, replace
the nut.
Be careful when you install the vee-band clamp, obey the instructions that follow:
Do not use the vee-band clamp to align the vee flange faces
Do not use the vee-band clamp to pull the vee flange faces together
Do not tighten the nut with more than the specified torque value.
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If you do not obey these instructions, there will be too much force on the vee-band clamp. The
unwanted force will cause the vee-band clamp to become disengaged.
NOTE - When you install the vee-band clamp (Part Number 6299280-0725) you must check
that the safety latch is correctly engaged.
 Install the vee-band clamp on to the vee flange. Make sure that the position of the vee-band
clamp is as shown in the applicable component installation procedure. Make sure when you
install the clamp that is it positioned so that it will not touch any adjacent structure.
 Torque the nut to 70% of the installation torque, refer to Table.
 Lightly tap the outer surface of the vee-band clamp with a soft face mallet to fully engage
the vee-band clamp.
 Torque the nut to the full installation torque, refer to Table.
 Loosen the nut by two full turns.
 Torque the nut again to the full installation torque, refer to Table.
 Loosen the nut by two full turns.
 If the nut is loosened you must replace it with a new nut and do Operations again.
 Torque the nut again to the installation torque, refer to Table.
 Apply a safety mark to the nut of the vee-band clamp (refer to Standard practices -
Fasteners-Torque Tighten - Tighten Procedures).
NOTE;
DUPLICATE INSPECTIONS WILL APPLY TO THIS PROCEDURE
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2.1.5 Vee-band Clamp Table
Clamp Part Thread Minimum Installation Nut Part

Number Rundown Torque Number
Torque
6299218-XX M6 X 1 0.4 N m 6.0 N m thru 7.0 N m KAYLOCK

HM41-060
6299217-XX M6 X 1 0.4 N m 6.0 N m thru 7.0 N m BA3849
PAN4174 M6 X 1 0.4 N m 11.3 N m thru 12.4 N LN9161-06

m
6299285 10-32UNF 0.4 N m 2.8 N m thru 3.9 N m BS A180-D-

66
6299280-0725 M6 X 1 0.4 N m 8.0 N m thru 9.0 N m 66398M610
6299272 MJ7 X 1 5.0 N m ST9866207

025
6299310 EN2907-
0704
12J63-125 .190-32UNJF 3.9 N m thru 5.0 N m MS21046C

3
12J68-1410 .250-28UNJF 6.8 N m thru 7.9 N m Z1200J-048
HTE8002 4-40UNC 1.0 N m thru 1.2 N m HTE8001-

021
4574-250 250-28UNJF 6.1 N m thru 7.5 N m 57979-4
EA2400V511-003 250-28UNJF-3A 0.4 N m 6.8 N m thru 10.2 N AS20625

(BZ00901-02) m
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Issue No 3.0 2013-07-12 Page 8


Training Course
79 - Engine Oil

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-79
79 - Engine Oil
Table of Contents
Engine Oil Lesson ..............................................................................................................................................1
1 Engine Oil Module ...................................................................................................................................1
1.1 Describe the Engine Oil System Purpose ......................................................................................1
1.1.1 Lubrication System Introduction .................................................................................................1
1.2 Describe the Oil System Architecture .............................................................................................2
1.2.1 Oil System Architecture ..............................................................................................................2
2 Engine Oil System Components ..............................................................................................................4
2.1 Describe the Engine Oil System Components ...............................................................................4
2.1.1 Oil Tank ......................................................................................................................................4
2.1.2 Oil Tank Oil Flow ........................................................................................................................5
2.1.3 Lubrication and Scavenge Pump................................................................................................6
2.1.4 Lubrication and Scavenge Pump Assembly ...............................................................................7
2.1.5 Oil Filter ......................................................................................................................................8
2.1.6 Oil FIlter ......................................................................................................................................9
2.1.7 Oil Filter Bypass and Switch .....................................................................................................10
2.1.8 Oil System Sensors ..................................................................................................................11
2.1.9 B-sump Pressure Measurement ...............................................................................................12
2.1.10 Check Valve .......................................................................................................................13
2.1.11 Chip Detector .....................................................................................................................14
2.1.12 Chip Detector .....................................................................................................................15
2.1.13 Oil Cooler ...........................................................................................................................16
2.1.14 Oil Cooler ...........................................................................................................................17
3 Engine Oil System Operation ................................................................................................................18
3.1 Operation of the Engine Oil System .............................................................................................18
3.1.1 Oil System Operation ...............................................................................................................18
3.1.2 Emergency Oil System Operation ............................................................................................20
Annexes
Annex A - Oil System Operation ..................................................................................................................... A1

AW189-AF001-SN-I-79
79 - Engine Oil

AW189-AF001-SN-I-79
79 - Engine Oil
Engine Oil Lesson

1 Engine Oil Module
1.1 Describe the Engine Oil System Purpose
1.1.1 Lubrication System Introduction
The lubrication system in the CT7-2E1 engine distributes oil to all moving parts of the engine
that require it.
The system is a self-contained, recirculating, dry sump system. In the event of oil pressure loss
it can provide an air/oil mist to the gas generator bearings (A and B-sumps) for a limited period
which is sufficient for a safe shutdown of the engine before serious bearing damage can occur.
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1.2 Describe the Oil System Architecture

1.2.1 Oil System Architecture
The engine oil system design provides:
 Seal pressurisation by air and sump venting
 Emergency oil supply system
 Oil filtration and condition monitoring
 Oil temperature and pressure monitoring.
To enable the system to provide these facilities a number of components for operation, and a
number for sensing are required to make it operational.
The engine oil system consists of the following subsystems and components:
 Lube and scavenge pump
 Scavenge screens and filters with bypass
 Oil tank
 Oil cooler
 Oil cooler bypass/relief valve
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 Chip detector
 Pressure and temperature sensors and switches.
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2 Engine Oil System Components

2.1 Describe the Engine Oil System Components
2.1.1 Oil Tank
The engine oil tank is an integral part of the front frame of the engine. Oil level visual indicators
(sight glasses) are located on each side of the tank. The tank holds approximately 6.9 litres of
oil which is sufficient to lubricate the necessary bearings and gears.
The tank is filled through a gravity filler point on the right side of the engine, if an oil overflow
occurs during this operation, the spilled oil enters a drain, which exits the engine at the common
drain point immediately below. This common drain is also the exit point for any oil leaked from
components attached to the engine accessory gearbox.
Oil supply to the lubrication pump is through a coarse screen which is removable through the
forward tank wall. Below this screen is the tank drain plug.
On the bottom of the inlet frame is the exit point for the front frame and axis G drains.
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2.1.2 Oil Tank Oil Flow
Oil from the inlet screen enters a cast passage in the main frame which conducts it to the
accessory gearbox at a point beneath the lube supply pump. A short connector tube transfers
the oil from the main frame to the accessory gearbox pump inlet port.
The connector tube contains a domed, coarse debris screen. The function of the screen is to
keep foreign objects out the passage when the accessory module is not installed on the main
frame.
The return oil after leaving the oil cooler is supplied to the front frame swirl vanes, oil passes
through and around the swirl vanes which act like baffles to guide it around the tank. The return
oil then passes through internal passageways from the return side to the supply side, oil is then
drawn through the inlet screen to the inlet of the pump assembly.
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2.1.3 Lubrication and Scavenge Pump
The lubrication and scavenge pump assembly is a geroter type pump containing one supply
element and six scavenge elements. The pump assembly is installed in the front face of the
engine accessory gearbox.
Oil leaving the supply element is passed through a 3 micron filter and passes through passages
in the accessory gearbox where the flow divides to supply oil to the various places which need
it.
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2.1.4 Lubrication and Scavenge Pump Assembly
The lube and scavenge pump is a geroter type pump of cartridge design, and is located on the
forward side of the accessory gearbox and fits into a precision bore in the casing. The geroter
type pump was chosen because of its good wear resistance and efficiency.
The inner geroter is keyed to the driveshaft, and the outer geroter is pocketed in individual
eccentric rings. As the assembly rotates, oil is drawn into an expanding cavity between teeth on
one side and expelled when the cavity contracts approximately 180° away. Inlet and discharge
ports are cast into the port plates and are shaped and positioned to fill and empty at proper
timing for maximum volumetric efficiency and resistance to inlet cavitations.
There are seven different elements in the pump from the spline end forward, they are the lube
supply element, the C-sump cover, C-sump aft, C-sump forward, A-sump forward, A-sump aft,
and B-sump scavenge elements.
The port plates, eccentric rings, and geroters are assembled into a surrounding concentric
aluminium tubular housing that maintains all elements in proper alignment. The oil suction and
discharge passages from the geroters are brought radially through the housing to match the
locations of the mating passages in the gearbox casting.
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2.1.5 Oil Filter
Oil discharged from the supply element of the lube and scavenge pump assembly passes
through a passage in the accessory gearbox to the oil filter.
The oil filter is of the disposable element type and has a very high degree of filtration.
Close to the oil filter is the oil filter bypass switch which detects increasing differential pressure
across the filter and outputs an electrical signal at a preset threshold (60-80 psi). This will occur
before the filter's internal bypass valve opens. A spring-loaded, poppet type, cold oil relief valve
is incorporated in this system to prevents excessive supply pressure during cold starts, when
high oil viscosity creates high system pressures. Cracking pressure is set for 120-180 psid and
reset is 115 psid minimum.
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2.1.6 Oil FIlter
The lubrication filter consists of a bowl, a throwaway filter element, and a bypass valve
assembly.
The bowl and the bypass valve both thread into the forward side of the accessory gearbox. The
bypass valve assembly also acts as a support for the aft end of the filter element.
The bypass valve opens at a differential pressure of 95-145 psi to allow oil to bypass the filter.
During engine starting when the temperature of the oil is below normal operating temperature,
the differential pressure can, at times, be high enough for the bypass valve to open, even
though the filter element is not excessively contaminated. If the valve assembly opens because
of cold oil, it will close when the oil warms to 38 °C (100 °F) and when pressure decreases.
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2.1.7 Oil Filter Bypass and Switch
The bypass valve assembly threads into the accessory gearbox as part of the filter assembly
and supports the aft end of the filter element.
The bypass switch is in a sealed cavity separated from the oil and is wired to a
hermetically-sealed electrical connector. The switch connects 28 Vdc aircraft power when
tripped and reopens the circuit at 15 psi minimum differential.
No latch is used in the sensor so resetting is automatic. Also, there is no cold lockout, so that
the pilot will be informed of filter bypassing during cold start warm-ups.
Tolerance range on the sensor is set slightly below the tolerance range of bypass valve cracking
pressure so that bypassing will not occur without pilot warning.
The impending bypass indicator will show the need to change filter elements, and the sensor
provides backup warning if maintenance action is not taken.
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2.1.8 Oil System Sensors
The engine oil system is provided with temperature and pressure sensors which monitor system
operation.
The oil temperature and oil pressure transmitters send electrical signals for use in the aircraft's
cockpit display system. While the low oil pressure switch is an independent sensor which
triggers a Crew Alerting System (CAS) message in the event of engine oil pressure loss.
The engine oil system is arranged so that both the oil pressure transmitter and the low oil
pressure switch detect the pressure drop across the B-sump, this sump has the lowest pressure
differential and provides the earliest warning of failure.
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2.1.9 B-sump Pressure Measurement
An oil supply pressure tap is provided at the left forward face of the accessory gearbox. This tap
is connected by a cored passage to the oil filter outlet line. The pressure is read by a variable
reluctance transmitter, which is referenced to the B-sump scavenge pressure. The oil supply
pressure indicated by the transmitter is therefore "B-sump differential pressure" (oil supply
pressure minus B-sump scavenge pressure). B-sump pressure and scavenge pressure must be
within 12 psi of each other.
B-sump differential pressure is therefore a good indication of the pressure across the B-sump oil
jets and of the amount of oil being supplied to the No. 4 bearing.
Because B-sump pressure is higher than all other sump pressures (lower differential pressure
across lubrication jets) this system provides an earlier warning of low oil pressure to all sumps
than a system which measures only oil supply pressure referenced to ambient pressure.
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2.1.10 Check Valve
The check valve is located in the pressure supply pipe to the B-sump. It consists of a nonreturn
valve with a preset opening pressure which ensures that, during engine starting, no oil will flow
to the B-sump until the engine is generating sufficient air pressure to prevent oil escape through
the labyrinth seals.
On engine shutdown, the check valve ensures that oil stops flowing to the B-sump before the
scavenge pumps stop turning. This prevents oil from remaining in the B-sump and carbonising
in the high temperature environment.
In the event that oil does leak past the B-sump seals, air pressure in the engine forces the
leaked oil into a special drain which exits into the bottom of the engine exhaust frame. Any sign
of oil leakage here usually indicates that the check valve is stuck open.
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2.1.11 Chip Detector
The chip detector is mounted on the front of the accessory gearbox. It consists of a magnet and
two electrical contacts.
Any magnetic metallic particles in this oil will be captured by the magnet and complete a circuit,
which will give an indication in the cockpit.
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2.1.12 Chip Detector
The chip detector provides first warning of impending part failure. It is positioned in the common
scavenge line from all sumps.
The function of the chip detector is to magnetically attract electrically conductive chips so that
they will bridge the gap between the detector's electrodes and close a circuit to illuminate the
aircraft cockpit indicator (warning light).
The chip detecting gap has a magnetic field induced by a cylindrical permanent magnet. A
single ferrous chip 0.090 inch in length or longer will bridge the gap. The local magnetic field is
intense at the gap and will tend to orient particles in the bridging direction. Smaller particles will
tend to form chains until the gap is bridged.
Nonconductive particles are trapped inside the screen if they are greater than a 0.015 inch
minimum dimension. Smaller particles will be found either in the lube tank or in the oil filter.
The detector housing pushes into the accessory gearbox and is retained by two captive bolts.
Self-locking inserts in the gearbox ensure retention of these bolts.
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AW189-AF001-SN-I-79
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2.1.13 Oil Cooler
The oil cooler is a series of tubes inside a thin casing. Oil from the chip detector floods the oil
cooler casing, while engine fuel passes through the tubes.
Heat from the oil is therefore transferred into the fuel. Close to the oil cooler is the oil cooler
relief valve, which directs oil directly back to the oil tank if the differential pressure through the
oil cooler is too high.
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AW189-AF001-SN-I-79
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2.1.14 Oil Cooler
The oil cooler is a tube and shell design which cools the combined output of the scavenge
discharge oil that is carried through cored passages to the cooler. The cooler is mounted
adjacent to the fuel boost pump on the forward side of the gearbox, where oil and fuel enter on
the same end.
Fuel is used as the coolant and is provided to the cooler from the boost pump through the fuel
filter, and the fuel metering unit.
A multi-pass cooler design is used in order to minimise pressure drop while obtaining maximum
cooler effectiveness. Fuel flows through the tubes, while the oil flows over the tubes.
Oil Cooler Bypass Valve

Design of the oil cooler bypass valve is identical to the filter oil bypass valve with the exception
that a lighter spring is used to obtain a lower cracking pressure of 22-28 psi. Housing for the
bypass valve is immediately below the oil filter, adjacent to and behind the pump assembly.
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AW189-AF001-SN-I-79
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3 Engine Oil System Operation

3.1 Operation of the Engine Oil System
3.1.1 Oil System Operation
When the gas generator turns, oil is drawn from the tank through internal passages by the
supply element of the lube and scavenge pump. The supply element pressurises the oil and
pushes it around the system.
From the pump, the oil passes to the oil filter which removes any impurities. If the oil filter
becomes blocked, the oil filter bypass switch gives an indication of impending bypass before the
filter's internal bypass valve opens. Oil from the filter outlet is passed to three sensors. The oil
temperature sensor and the oil pressure sensor send electrical signals to the Electronic Engine
Control Unit (EECU) for display in the cockpit. The low oil pressure switch sends an
independent signal to the EECU which causes a red warning CAS message in the cockpit if the
oil pressure falls below a preset datum value.
Filtered oil passes through internal passages to the accessory gearbox and the A-sump.
External pipes also carry oil to the B and C-sumps. Oil entering the B-sump is held back by the
check valve until the oil pressure rises. This ensures oil cannot enter the B-sump until the
engine has generated sufficient internal air pressure (stage 4 air bleed) to prevent oil escaping
through the labyrinth seals. Oil from the accessory gearbox returns to the tank by gravity
through internal passages.
Oil from the A, B and C-sumps is drawn back to the lubrication and scavenge pump assembly
by the individual scavenge elements of the pump:
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AW189-AF001-SN-I-79
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 A-sump oil returns through two internal passages.
 B and C-sump oil returns through external pipes (one for the B-sump, three for the C-sump)
to a common manifold at the rear of the accessory gearbox.
Oil entering the scavenge elements of the pump passes through wire mesh screens (one for
each element, individually labelled for ease of maintenance) which catch any debris coming
from the sump bearings.
From the B-sump scavenge screen, an external pipe (delta tube) is connected to the oil
pressure sensor and the low oil pressure switch. This ensures that these sensors monitor the
pressure drop across the B-sump (which has the smallest pressure drop because of the check
valve and is in the harshest engine environment with the largest temperature changes during
engine operation). These sensors also monitor pump operation, since the supply element of the
pump is at the opposite end of the common driveshaft from the B-sump scavenge element.
From the six scavenge elements of the lube and scavenge pump assembly, oil passes through
a common outlet port to the chip detector. The chip detector sends an electrical signal to the
EECU, which generates the appropriate cockpit indication if a magnetic particle is detected in
the oil flow.
From the chip detector, oil returns to the tank through the oil cooler. The oil cooler transfers
some of the heat from the oil into the engine's fuel system. Oil from the cooler returns to the
tank through webs in the IPS, which adds to the cooling effect and also provides some anti-icing
effect in the IPS vanes and the splitter.
If the oil is cold, a relief valve within the oil cooler inlet bypasses the oil cooler and returns the oil
directly to the tank.
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AW189-AF001-SN-I-79
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3.1.2 Emergency Oil System Operation
In order to allow time for an engine shutdown if the oil supply fails, the A and B-sumps are
provided with an emergency lubrication system as these are classed as the primary system for
engine operation. The accessory gearbox and C-sump components can operate for at least six
minutes without residual oil present and are not required to receive emergency oil.
During normal operation, oil supply to each of these sumps fills a small emergency reservoir
which is built into the sump casing. The oil in this reservoir is constantly being sprayed onto the
bearings through a secondary oil jet which is in parallel with the main oil jet. The secondary oil
jet is powered by stage 5 bleed-air which causes a jet pump effect to provide an air/oil mist.
If the oil supply to the main oil jet fails, the emergency reservoir continues to supply oil to the
bearings for a short period. The main oil jet now provides an air path to the top of the reservoir.
Issue No 3.0 2013-07-12 Page 20


Training Course
80 - Engine Starting

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-80
Table of Contents
Engine Starting Lesson ......................................................................................................................................1
1 Engine Starting ........................................................................................................................................1
1.1 Describe the Engine Starting System Purpose ..............................................................................1
1.1.1 Engine Starting Purpose .............................................................................................................1
1.2 Describe the System Architecture ..................................................................................................2
1.2.1 Engine Starting System Architecture ..........................................................................................2
2 Engine Starting Components ...................................................................................................................3
2.1 Describe the Engine Starting System Components .......................................................................3
2.1.1 Starter Generator Location .........................................................................................................3
2.1.2 Starter Generator ........................................................................................................................4
3 Engine Starting Controls and Indications ................................................................................................6
3.1 Identify the Engine Starting Controls ..............................................................................................6
3.1.1 Engine Control Panel ..................................................................................................................6
3.2 Identify the Engine Starting Indications ..........................................................................................7
3.2.1 Engine Starting Indications MFD/P-PLANT Page ......................................................................7
4 Engine Starting Operation .......................................................................................................................8
4.1 Describe the Operation of the Engine Starting System ..................................................................8
4.1.1 Engine Starting - Normal ............................................................................................................8
4.1.2 Engine - Crank ..........................................................................................................................10
4.1.3 Hot Start Prevention .................................................................................................................10
4.1.4 Hot Start Prevention .................................................................................................................11
4.1.5 Aborted Start Procedures .........................................................................................................12
4.1.6 Restarting Engines ...................................................................................................................12

AW189-AF001-SN-I-80

AW189-AF001-SN-I-80
Engine Starting Lesson

1 Engine Starting
1.1 Describe the Engine Starting System Purpose
1.1.1 Engine Starting Purpose
The electrical starter/generator with its Quick Attach/Detach (QAD) coupling is installed on the
engine accessory gearbox. Its purpose is to provide an electrical starting capability for the GE
CT7-2E engines, and then become an electrical power source once the engine is running.
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AW189-AF001-SN-I-80
1.2 Describe the System Architecture

1.2.1 Engine Starting System Architecture
Two GE CT7-2E1 turbo shaft engines provide power to the AW189 rotor system and supply the
mechanical drive for two AC starter generators.
There are two 25 kVA AC starter generators, two Starter Generator Converter Unit (SGCU) sets
and a Starter Rectifier Unit (SRU).
The starter generator is located on the engine accessory gearbox, whilst the SGCU and SRU
are located in the rear avionics cabinet.
The starter generators act as:
 The DC electrical starter motor, providing rotation to the gas generator spool via the
accessory gearbox drive
 The main source of electrical power for the aircraft when in generation mode.
The SRU converts either 115 Vac external power or 115 Vac Auxiliary Power Unit (APU)
generator power to 270 Vdc power.
The SGCU acts as an interface for the starter, only providing power when told to do so by the
Electronic Engine Control Unit (EECU) and start commands.
When the main engines have reached operating speed, the starter generator will provide 115
Vac for conversion to 28 Vdc power through the SGCU.
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AW189-AF001-SN-I-80
2 Engine Starting Components

2.1 Describe the Engine Starting System Components
2.1.1 Starter Generator Location
The starter generator is mounted on the accessory gearbox by a QAD coupling.
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AW189-AF001-SN-I-80
2.1.2 Starter Generator
There is a starter generator attached to each engine and driven from the accessory gearbox.
They are attached to a starter generator mount flange through a V-band clamp, allowing the
quick removal and installation of the starter generator.
The AC starter generator is an electromagnetic rotating machine capable of converting engine

input mechanical torque into output electrical power and vice versa. The startter generator is a
brushless synchronous, two bearing, salient pole, air cooled generator which mates with a
transmission gearbox to keep it operating at a relatively constant speed.
Each starter generator provides 115/200 Vac, 360 Hz to 420 Hz, three-phase power at full
performance, with generator rotor shaft speed from 10,800 rpm to 12,600 rpm. Each starter
generator is rated to provide the following power levels, as measured at the 115 Vac main Point
of Regulation (POR):
 25 kVA continuously (rated current of 72.5 A)
 37.5 kVA overload for 5 minutes
 45 kVA overload for 5 seconds
 217.5 A short circuit for 5 seconds (300% of rated current).
An 0-ring is incorporated into the starter generator shaft in order to stop the contamination of the
engine oil on one side whilst on the other it is to prevent oil entry into the starter that would
cause a heavy deterioration of the electrical brushes.
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AW189-AF001-SN-I-80
To improve the cooling in the engine accessories area and feed the starter generators with fresh
air, both the inlet and the outlet ports are connected to the outside aircraft skin by means of
composite ducts, which have drains to prevent water accumulation.
The inlet and outlet ports are the only apertures in the starter external case, the ducts allow the
minimisation of the effects of possible starter sparking or arcing and therefore, the probability of
flammable fluids or vapours ignition in the engine bays.
The maximum power extraction from each starter generator is limited at 25 SHP throughout the
entire aircraft envelope. Power extraction is prohibited below 70% Ng and limited power
extraction (8 SHP) has to be enforced for between 70 and 80% Ng.
A maximum power extraction of 36 SHP is allowed during engine cross-starting phase.
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AW189-AF001-SN-I-80
3 Engine Starting Controls and Indications

3.1 Identify the Engine Starting Controls
3.1.1 Engine Control Panel
Engine starting and stopping is initiated by a control panel on the interseat console, although
the starting sequence is monitored and controlled by the engines' EECU.
The engine mode switch can be moved from OFF, to IDLE, and to FLT by simply rotating
clockwise into the relevant detent.
It can be moved from FLT to IDLE by rotating anticlockwise. In order to move the switch to OFF,
it must be pushed down and rotated.
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AW189-AF001-SN-I-80
3.2 Identify the Engine Starting Indications

3.2.1 Engine Starting Indications MFD/P-PLANT Page
The Multifunction Display (MFD) screen gives an overall view of all the engine and aircraft
system parameters with all scales and limits. During the start cycle the word START will appear
at the side of the Ng scale and the word IGN will appear at the side of the Interturbine
Temperature (ITT) scale during the ignition process.
On the map, plan and other system pages, the engine secondary data for engine oil pressure
and temperature are displayed, as well as all the primary information previously discussed.
If the power plant page is selected then the engine secondary data oil pressure and
temperature are displayed as well as the triple tachometer and all of the engine primary data
(Ng, ITT and Tq).
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AW189-AF001-SN-I-80
4 Engine Starting Operation

4.1 Describe the Operation of the Engine Starting System
4.1.1 Engine Starting - Normal
To enable the aircraft to be started, electrical power is required from either an external supply or
the APU. On the application of power, electrics are supplied to the engine control panel,
Electrical Control and Display Unit (ECDU), SGCU and SRU and the EECU.
As the start commands have not been activated then the SGCU enters into its standby mode of
operation, (as explained in electrics).
After selecting the engine fuel switches to open/on through the ECDU, the control panel is
advanced to ground idle.
The EECU receives the command and issues a start enable command to the SGCU to initiate
the start sequence. On receiving the start command, the SGCU will drive the starter generator
providing the starting torque. The starter generator will behave like a starter motor and will turn
the engine.
As the starter is connected through an angled shaft to the accessory gearbox, the accessory
gearbox will start to rotate and in turn the compressor shaft will turn. This induces air into the
engine and the compression sequence starts.
At the same time the EECU commands stepper motor in the metering valve to open and the
overspeed valve to open. This allows pressurised fuel through to the fuel nozzles.
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As the compressor starts to turn the speed (Ng) signal is sent to the EECU which signals the
Aircraft and Mission Management System (AMMS)/Cockpit Display System (CDS) that start has
commenced and the START legend is displayed on the MFD.
The EECU provides an electrical signal to the variable geometry system and in conjunction with
fuel pressure the variable geometry fully opens allowing maximum air to the compressor, as this
opens a mechanical link opens the start bleed valve to tap off unstable airflow at the later
stages of the engine.
At approximately 10% Ng the EECU will command the ignition system to excite and spark, a
signal is sent to the AMMS/CDS and the IGN legend is displayed on the MFD at the ITT scale.
The EECU will monitor the ignition and starter, when ignition is successful the engine becomes
self-sustaining (25 - 52% Ng) and rapidly accelerates to operating speed (IDLE = 65%).
As the engine progressively gains speed the EECU and fuel pressure will close the variable
geometry and start bleed system progressively with speed. At the self-sustaining speed the start
bleed valve will be fully closed and the variable geometry system will operate as per engine
demand.
The EECU will terminate the start cycle and remove the start command from the SGCU. If it is
not removed by then the SGCU will automatically terminate starting at approximately 6900 rpm.
A normal start occurs when the engine lights up and accelerates to idle speed within ITT limits
(963 °C max).
The engine can be restarted at any time after normal shutdown provided the ITT is below 150
°C.
Note: Refer to safety information.
Monitoring
The start should be monitored using cockpit instrumentation along with visible and audible signs
of rotation. Starting times may be slightly longer and smoke from the exhaust may be observed
when starting an engine for the first time after a fuel system component has been replaced or
when starting a preserved engine.
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4.1.2 Engine - Crank
Engine cranking is a method of motoring over the engine without fuel or ignition. It enables the
operator to run the engine to:
 Clear trapped fuel and vapours following an aborted start
 Cool the engine if the ITT is out of limits for start
 Carry out compressor washing and checks for maintenance purposes.
The exact same sequence is carried out as the normal start but there is no intervention from the
EECU for fuel or ignition.
To operate the engine in crank mode:
 The engine mode switch is set and held to CRANK
 Release the engine mode switch when cranking no longer required
 You must not crank for more than 45 seconds, the starter duty cycle must be respected.
Note: Observe the starter duty cycle limitations as they apply to both starting and cranking, 45
seconds between starts. The RFM is to be checked for any other conditions.
4.1.3 Hot Start Prevention

CAUTION
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Refer to RFM
When the engine is started in IDLE mode a hot start preventer limits the ITT to 983 °C,
however, when started to FLT this preventer is deactivated.
4.1.4 Hot Start Prevention

The EECU control the engine starting sequence and has a built in safety feature called hot start
prevention.
The engine hot start preventer will always be active when the engine mode select switch is set
to IDLE, however, moving the engine mode switch from STOP to FLY will deactivate the hot
start preventer.
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4.1.5 Aborted Start Procedures

Engine starting malfunctions are most likely to occur during the engine acceleration cycle to
IDLE speed. The list below details the cockpit indications associated with malfunctions and the
recommended abort procedure. It is important that flight crews and maintainers be thoroughly
familiar with these procedures.
Monitor the engine start and if any of the following occur shut down the engine:
 Light up is not within 18 seconds of Ng initial indications
 Abnormal noise heard
 ITT increases beyond engine limits ( 1(2) HOT START caution illuminated) or start
terminated by engine control at 963 °C
 Engine hangs (stagnation in Ng below idle value)
 No indication of oil pressure within 30 seconds of ENG MODE to IDLE/FLT
 The main rotor has not begun to rotate when the gas generator (Ng) reaches 40%
 If engine starter fails to disengage by 52% Ng.
The engine can be shut down engine by:
 ENG MODE switch — OFF
 FUEL PUMP — OFF
 FUEL ENG SOV — CLSD
4.1.6 Restarting Engines

CAUTION
Refer to RFM
Failure to follow the correct abort procedure may cause damage to the engine.
Observe the igniter and starter generator duty cycle limitations
On Ground
Whenever the engine is shut down without a 2 minute cooling period at ground idle, or 2
minutes with Ng below 90%, this is considered an emergency shutdown. One of the following
procedures must be carried out:
 Restart the engine using the normal start procedure within 5 minutes of the shutdown
(provided the reason for the emergency shutdown is known and restart will not cause
engine damage). After a successful start the engine should carry out a normal engine
shutdown with a 2 minute cooling period with the ENG MODE switch selected to IDLE or 2
minutes with the Ng less than 90%.
 The engine may be restarted after the engine has been allowed to cool for at least 4 hours,
if a start cannot be made within 5 minutes of the emergency shutdown.
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In Flight
Whenever the engine is shut down in flight there is no limitations for restart. The restart should
be with a maximum ITT of 150 °C and Ng below 15%.
If an engine flames out/or is shut down during flight and if there is no indication of a mechanical
malfunction or engine fire, the engine may be restarted.
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Training Course
95 - Crew Escape and Safety

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-95
Table of Contents
Crew Escape and Safety System Lesson ..........................................................................................................1
1 Purpose of the Crew Escape and Safety System ...................................................................................1
1.1 Emergency Floatation System Introduction ....................................................................................1
1.1.1 Introduction .................................................................................................................................1
1.2 Life Raft Introduction ......................................................................................................................2
1.2.1 Life Raft ......................................................................................................................................2
2 Architecture of the Crew Escape and Safety System ..............................................................................3
2.1 Emergency Floatation System Architecture ...................................................................................3
2.1.2 Architecture .................................................................................................................................4
2.2 Life Raft Architecture ......................................................................................................................5
2.2.1 Architecture .................................................................................................................................5
3 Components and Location of the Crew Escape and Safety System .......................................................6
3.1 Emergency Floatation System Components ..................................................................................7
3.1.1 FWD and AFT Float Locations ...................................................................................................7
3.1.2 Manifold Assemblies ...................................................................................................................8
3.1.3 Front Cover Assembly ................................................................................................................9
3.1.4 Rear Cover Assembly ...............................................................................................................10
3.1.5 Aft Float Assembly ....................................................................................................................11
3.1.6 Float Switches (Water Sensor) .................................................................................................12
3.1.7 Float Switches ..........................................................................................................................13
3.1.8 Support Structure assembly .....................................................................................................15
3.1.9 Relays .......................................................................................................................................16
3.2 Life Raft Components ...................................................................................................................17
3.2.1 General .....................................................................................................................................17
3.2.2 Support Structure......................................................................................................................18
3.2.3 Closure System ........................................................................................................................19
3.2.4 ELT ...........................................................................................................................................20
4 Crew Escape and Safety System Controls and Indicators ....................................................................21
4.1 Emergency Floatation System Controls .......................................................................................21
4.1.1 Control Panel ............................................................................................................................21
4.1.2 Collective Stick .........................................................................................................................23
4.1.3 Helo Synoptic Page ..................................................................................................................24
4.1.4 MFD ..........................................................................................................................................25
4.1.5 CAS Message ...........................................................................................................................26
5 Operation of the Crew Escape and Safety System ...............................................................................27
5.1 Emergency Floatation System Operation .....................................................................................27
5.1.1 Automatic Operation .................................................................................................................27
5.1.2 Manual Operation .....................................................................................................................29
5.1.3 System Operation .....................................................................................................................30
5.1.4 Built in Test ...............................................................................................................................31
5.2 Life Raft Operation .......................................................................................................................32
5.2.1 Manual Mode Operation ...........................................................................................................32

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AW189-AF001-SN-I-95
Crew Escape and Safety System Lesson

1 Purpose of the Crew Escape and Safety System
1.1 Emergency Floatation System Introduction
1.1.1 Introduction
The performance of the Emergency Flotation System is sufficient to:
 Providing buoyancy for the aircraft following an emergency landing on water
 Ensuring that the aircrat remains afloat long enough for safe evacuation of all personnel
onboard into the life raft provided
 Enabling the aircraft to remain upright and afloat in the Sea State up to 6. Stability is
considered for both the dry airframe and fully flooded airframe conditions.
The Emergency Floatation System for the AW189 helicopter is designed for an aircraft basic
designed gross weight of 8600 kg.
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1.2 Life Raft Introduction

1.2.1 Life Raft
Should the helicopter land on water, the personnel can evacuate the airframe into the life raft.
The raft is sized in order to provide sufficient capacity for 2 crew and 19 passengers.
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2 Architecture of the Crew Escape and Safety System

2.1 Emergency Floatation System Architecture
The Floatation System interfaces with:
 Electrical system in order to receive power from the EMER BUS 1 and 2
 Fuselage system for installation and direct buoyancy effect transmitted
 Indicating system for alarms and system status
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2.1.2 Architecture
The Emergency Floatation System includes the primary components that follows:
 The forward left and right float assembly.
 The aft left and right float assembly.
 The bottle assembly.
 The forward submersion switch.
 The relay (K301).
 The relay (K302).
 The aft submersion switch.
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2.2 Life Raft Architecture

2.2.1 Architecture
Liferaft system comprises the following subsystem:
 Two liferaft mounted adjacent to the port and starboard passenger sliding doors
 Two mechanical Liferaft release mechanism
 Two electrical Liferaft release systems
 Two Emergency Locator Transmitter installations
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3 Components and Location of the Crew Escape and Safety

System
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3.1 Emergency Floatation System Components

3.1.1 FWD and AFT Float Locations
Each of the flotation bag assemblies are:
 Divided at least into 4 compartments of equal volume. Each compartment contains an inlet
non-return valve, an overpressure relief valve and a manual inflate/deflate valve. Each
compartment can expand to >30% of the total volume of the float when inflated without any
gas in the adjacent compartments.
 Able to transmit the flotation loads to the aircraft structure via the support structure
assembly.
 Of a size and geometry selected in order to guarantee the aircraft stability on water at all
weight/C.G. configurations allowed for AW189 taking into consideration the 8600 Kg design
point chosen for the Emergency Flotation System. The total volume of the four floats
exceeds 9625 litres (at 20°C, sea level pressure at the designed float pressure).
 Positioned and shaped in such a way that, during inflation, when inflated and when
supporting the ditched aircraft on water at MTOW, they do not obstruct any aircraft
emergency exit or interfere with the operation of any aircraft emergency jettison or release
mechanism.
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3.1.2 Manifold Assemblies
The manifold assemblies:
 Allow connection of the inflation system with the aircraft gas distribution hoses and the
distribution of gas into each float compartment, the assembly contains restrictors as
necessary such that the correct balance of inflation rates between fwd and aft floats is
maintained when inflated from the inflation systems.
 Accommodate relative motion between the float inflation valves and the aircraft gas
distribution hoses during float deployment and resultant of supporting the ditched aircraft on
water at MTOW.
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3.1.3 Front Cover Assembly
The front cover assemblies:
 Restrain the deflated flotation bag assemblies within the support structure.
 Are fixed to the support structure assemblies and are designed in such a way to permit
release of the covers and inflation of the floats at system actuation, without leaving sharp
edges that may pose a puncure threat to the inflated float.
 Allow release of the float at inflation however sustain the flights loads without opening.
 Mate with the fuselage shape as closely as possible.
 Are of a rigid construction of composite material.
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3.1.4 Rear Cover Assembly
The rear floatation covers assemblies have the same purpose of the front ones.
They have different shape and size of the front ones due to different bags dimension and
location.
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3.1.5 Aft Float Assembly
Each inflation assembly consists of:
 One gas storage pressure vessel charged with gas (Helium or Nitrogen)
 A manifold (to connect the AIRCRAFT distribution hoses)
 A filler valve
 A fusible (thermal relief) and frangible (pressure reliefe) device.
 A direct reading pressure gauge viewable from outside the aircraft without the
requirememnt for any disassembly or removal of aircraft panels.
 An electrically operated discharge valve.
 An electrical connector.
 A charge diagram (pressure versus temperature adhesive chart positioned externally on the
aft float assembly cover) close to the pressure gauge sight glass.
 A mounting structure suitable to secure the gas storage pressure vessel to the aircaft
structure withstanding the necessary acceleration loads.
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3.1.6 Float Switches (Water Sensor)
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3.1.7 Float Switches
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Four water sensor (float switches or saline switches) are installed in the bottom part of the
fuselage in such a position that lower surface of the sensor shall contact the water as soon as
the helicopter touches down into water.
The sensor shall be connected through dedicated electrical cables to the Float Control Panel in
the cockpit and to the valves of the inflation bottles.
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3.1.8 Support Structure assembly

The support structure assembly:
 Include structural load spreading frame(s) designed such that the loat attachment loads are
distributed across the attachment points in the aircraft structure.
 Provide a fixed location for connection of the aircraft gas distribution hoses.
 Are of a rigid contruction of composite material.
 Include a gasket to prevent ingress of environmental contaminants into the lotation

assembly mounting bay when the flotation assembly is fitted to the aircraft.
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3.1.9 Relays
The relays K301 and K302 are installed in the aft/rear fuselage structure attached to STA 8150.
The electrical connectors connect the relays to the emergency flotation control panel.
They enable the floatation operation either in automatic and in manual modes.
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3.2 Life Raft Components

3.2.1 General
Has a nominal 14 person capacity with certified 21 person overload capacity.

The life raft has two one-compartment octagonal buoyancy-chambers and an internal floor,
which cannot be inflated.
A two-compartment inflatable fender/arch-tube that supports a canopy is installed around the
external side of the life raft.
A yellow canopy is attached to the fender/arch tube to give protection from bad weather to the
persons on board. The fender/arch-tube and the canopy are contained in a stowage cover.
Two boarding ramps are attached to the fender/arch-tube on two opposite sides of the life raft.
Each chamber has a valve that can be used to inflate the chamber with a pump included in the
survival pack, if necessary.
A beacon and a battery power unit with a switch are installed on the fender/arch-tube. They
operate manually.
The life raft has also the equipment that follows:
 A sea anchor drogue
 A rescue line and rings
 A sea lamp
 Two paddles
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3.2.2 Support Structure
The support structure assemblies:
 Are of a rigid construction of composite material
 Are securely mounted adjacent to the port and starboard cargo/passenger sliding doors.
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3.2.3 Closure System
The cover assemblies:
 Restrain the deflated liferafts within their respective support structure.
 Are fixed to the support structure assemblies and are designed in such a way to permit
release of the covers and inflation of the liferafts at system actuation, without leaving sharp
edges that may pose a puncture threat to the inflated liferafts or floats
 Allow release of the liferafts at inflation however sustain the flight loads without opening.
 Are of a rigid construction of composite material
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3.2.4 ELT
Each of the liferaft installations:
 Incorporate an ELT stowage provision compliant with the requirements of ETSO-2C91a
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4 Crew Escape and Safety System Controls and Indicators

4.1 Emergency Floatation System Controls
4.1.1 Control Panel
The Emergency Flotation Control Panel is installed on the inter-seat console and has the
flotation armed/off control switch that has the functions that follows:
1. FLOATS EMER switch:
OFF: The Emergency Flotation System is de-energized.
ARM: The Emergency Flotation System is energized to operate in automatic mode
2. FLOATS EMER TEST:
Pushbutton: pressed, verify the integrity and continuity of the electrical activation circuit
3. LH / RH Bottles Lights:
ON: When the system is check satisfactory. The four indication lights (LEDs) will illuminate
to confirm the integrity of the circuit to the discharge cartridge.
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CAUTION
IF FLOAT ARM CAUTION IS ILLUMINATE, PRIOR TO THE FOLLOWING PROCEDURE, DO
NOT CONTINUE AS THE FLOTATION SYSTEM HAS MALFUNCTIONED.
CAUTION
DURING THE FOLLOWING TEST PERSONNEL MUST NOT BE CLOSED TO FLOTATION
BAGS AS AN INTERNAL MALFUNCTION OF THE FLOAT SYSTEM MAY CAUSE THE
FLOTATION TO INFLATE.
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4.1.2 Collective Stick
Both aircrew positions are provided with a guarded manual override switch to deploy the
emergency flotation system if failure of the automatic system were to occur. The manual
override system may be inhibited by means of an Emergency Flotation System SAFE/ARM
switch.
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4.1.3 Helo Synoptic Page
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4.1.4 MFD
Float Segment shall be displayed in the Helo Synoptic Windows (ground) as follow:
 Line, None: Flotation Not Installed
 Line, White: Flotation Installed Not Armed
 Line, Amber: Flotation Armed "FLOAT ARM" caution is displayed in CAS LIST
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4.1.5 CAS Message
Alarms Conditions
FLOAT ARM
Floats Armed
The 1 (2) FLOATS ARMED caution message comes in view on the MFD CAS window when:
 The pilots lift the FLOAT guard.
 The pilots push the FLOAT switch.
 The flotation ARMED/OFF control switch is ON.
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5 Operation of the Crew Escape and Safety System

5.1 Emergency Floatation System Operation
5.1.1 Automatic Operation
The primary method of activation of the emergency flotation system is automatic via immersion
of any two of four immersion switches installed in the bottom part of the fuselage. The
immersion switches are installed in such a way thet the lower surface of the sensor shall contact
the water as soon as the helicopter touches down into water.
Once the presence of water has been detected by two water sensors for a continuous period of
2.5 seconds, they will close an electric circuit in order to operat the connected flotation bottle
and initiating release of the stored gas into the associated float chambers..
immersion switches are installed in such a way thet the lower surface of the sensor shall contact
the water as soon as the helicopter touches down into water. Therefore initiation of float
deployment shall be instantaneous upon ditching.
Once the presence of water has been detected by two water sensors for a continuous period of
2.5 seconds, they will close an electric circuit in order to operate the connected flotation bottle
and initiating release of the stored gas into the associated float chambers.
The inflation system is powered by aircraft 28 VDC supply from EMER bus 1 and SW Batt bus
2. The EFS is actuated, in case of emergency only, in automatic mode by means of four water
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sensors. In case of water sensors malfunction (failure) a manual operating procedure can be
activated from the H/C pilot/copilot.
immersion switches are installed in such a way that the lower surface of the sensor shall contact
the water as soon as the helicopter touches down into water. Therefore initiation of float
deployment shall be instantaneous upon ditching.
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5.1.2 Manual Operation
Both aircrew positions are provided with a guarded manual override switch on the collective
stick to deploy the emergency flotation system if failure of the automatic system were to occur.
The manual override system may be inhibited by means of an Emergency Flotation System
SAFE/ARM switch.
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5.1.3 System Operation
The inflation system and the floatation control panel take powered from aircraft 28 VDC supply
from EMER bus 1 and SW Batt bus 2. The EFS is actuated in automatic mode by means of four
water sensors. In case of water sensors malfunction (failure) a manual operating procedure can
be activated from the H/C pilot/copilot.
The floatation system must be armed by the pilot by means of the switch on the CP. AMMCs
receive the input from the CP and provide the message on the PFD "FLOAT ARM".
In automatic mode, as soon as at least two water sensors detect water an input is sent to the
CP. After a delay of 2,5 sec, power reaches relays K301 and K302 and the inflation bottle
cartridges LH and RH.
Gas is then delivered to all four bags through the manifold assembly.
In manual mode the crew can inflate the bags by means of a guarded pushbutton located on the
collective stick. In case of that, an input is sent to CP and immediately to the bottle cartridges
and inflation takes place.
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5.1.4 Built in Test
A built in test circuit is available to test the integrity and continuity of the emergency flotation
system prior to flight by pressing the Pushbutton in the Emergency Flotation Control Panel.
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5.2 Life Raft Operation

5.2.1 Manual Mode Operation
The left and right Life Raft must be operated only in an emergency.
There are two manual modes of operation:
 Through the activation handles in the cockpit
 Through the activation handles in the front fairings of the containers
When a handle is operated, the calibrated pin on the cylinder head breaks and the nitrogen gas
starts to inflate the life raft. Then the three closing belts break and the container cover opens.
The life raft continues to inflate until the buoyancy chambers are full, and the life raft can stay on
the surface of the water.
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Training Course
97 - Image Recording

ISSUE: 3.0

INTENTIONALLY
LEFT
BLANK

AW189-AF001-SN-I-97
Table of Contents
Image Recording System Lesson ......................................................................................................................1
1 Purpose of the Image Recording System ................................................................................................1
1.1 The General Purpose of the Fin Camera .......................................................................................1
1.1.1 Fin Camera Main Purpose ..........................................................................................................1
2 Architecture of the Image Recording System ..........................................................................................2
2.1 Architecture of the Tail Fin Camera ................................................................................................2
2.1.1 Tail Fin Camera System Architecture .........................................................................................2
3 Components and Location of the Image Recording System ...................................................................3
3.1 Components of the Tail Fin Camera ..............................................................................................3
3.1.1 Tail Fin Camera Components .....................................................................................................3
3.1.2 Fin Camera .................................................................................................................................4
3.1.3 Fin Camera Power Supply ..........................................................................................................6
3.1.4 Fin Camera cable tee .................................................................................................................7
4 Image Recording System Controls and Indicators ..................................................................................8
4.1 Controls and Indications of the Tail Fin Camera ............................................................................8
4.1.1 Tail Fin Camera Controls and Indication ....................................................................................8
5 Operation of the Image RecordingSystem ..............................................................................................9
5.1 Operation of the Tail Fin Camera ...................................................................................................9
5.1.1 Tail Fin Camera Operation .........................................................................................................9

AW189-AF001-SN-I-97

AW189-AF001-SN-I-97
Image Recording System Lesson

1 Purpose of the Image Recording System
1.1 The General Purpose of the Fin Camera
1.1.1 Fin Camera Main Purpose
The main purpose of the fin camera is to provide visibility of the entire aircraft in the forward
direction during the flight and taxi operation.
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2 Architecture of the Image Recording System

2.1 Architecture of the Tail Fin Camera
2.1.1 Tail Fin Camera System Architecture
The SSEMPS provides 28VDC to the Power Unit, via the Remote Electric Power Unit (REPU) 3
Non Essential 3 bus bar.
The video image signal is sent to the Avionics System, and displayed in both pilot and co-pilot
MFD's.
The flight crew can switch the camera "ON" and "OFF", through the SSEPMS ECDU, via the
Miscellaneous page.
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3 Components and Location of the Image Recording System

3.1 Components of the Tail Fin Camera
3.1.1 Tail Fin Camera Components
The major components of the fin camera systems are:
 Ruggedized Colour Camera RPC-651ER/3.0 (SEKAI)
 Power Supply RPS-77E (SEKAI)
 Tee Adaptor 2029-16-9
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3.1.2 Fin Camera
General Description :
The RPC-651ER/3.0 camera is a very rugged and compact color CCD video camera. The
camera is protected inside an environmentally sealed aluminum housing, finished in olive-drab
anodized and with a scratch resistant sapphire window. The housing provides complete EMI
protection, and can "breathe" through a humidity filter, minimizing maintenance requirements
during long term storage.
Its features are:
 1/4” Color CCD Sensor
 Backlight Compensation
 focal lens 3.0mm
 Horizontal field of View 59.8°
 NTSC standard
 Environmentally Sealed Housing
 Sapphire Window with EMI Protection
Issue No 3.0 2013-07-12 Page 4

AW189-AF001-SN-I-97
Location :
The Camera is located in the upper part tail fin leading edge, protected by a transparent fairing.
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AW189-AF001-SN-I-97
3.1.3 Fin Camera Power Supply
General Description:
The RPS-77 is a junction box and power supply that provides power and signal access to the
camera via dedicated cable. The RPS-77 contains a DC/DC power converter to permit the use
of 28VDC power input from the vehicle.
The RPS-77 Airborne Power Supply provides power and signal access to the camera via
dedicated cable Electrical Characteristics of DC/DC Converter:
 Power input 28VDC
 Power output 12VDC, 5 watts
Location :
The power supply/junction box unit is located in the in the rear part of the baggage comprtment.
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AW189-AF001-SN-I-97
3.1.4 Fin Camera cable tee
The Tee adaptor is used to split the video signal cable in two leg; one leg is provided to MFD
Pilot and the other leg is provided to MFD Copilot.
The Tee adaptor is located in the cockpit area, behind instrument panel.
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AW189-AF001-SN-I-97
4 Image Recording System Controls and Indicators

4.1 Controls and Indications of the Tail Fin Camera
4.1.1 Tail Fin Camera Controls and Indication
The video image is displayed in both pilot and co-pilot Multi Function Displays (MFD). The
aircrew switches the camera "ON" and "OFF" through the Solid State Electrical Plant
Management System (SSEPMS) Electric Control and Display Unit (ECDU), via the
Miscellaneous page.
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AW189-AF001-SN-I-97
5 Operation of the Image RecordingSystem

5.1 Operation of the Tail Fin Camera
5.1.1 Tail Fin Camera Operation
In order to view the camera image on MFDs, Pilot or Copilot need to push the "Video" bezel key
on relevant MFD and, using the CCD, select the proper video Input (e.g. Video#1). After this
selection on the MFD will be shown the image coming from tail fin camera.
Issue No 3.0 2013-07-12 Page 9

AW189-AF001-SN-I-97
Issue No 3.0 2013-07-12 Page 10

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FOR TRAINING USE ONLY

DOCUMENT NO: AW189-AF001-SN-I

FOR TRAINING USE ONLY

FOR TRAINING USE ONLY

Issue No 3.0 2013-07-12 Page i

Use and disclosure of this document is controlled; see Title/Cover page.

FOR TRAINING USE ONLY

75 Engine Air AW189-AF001-SN-I-75

Issue No 3.0 2013-07-12 Page ii

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FOR TRAINING USE ONLY

AW189 Airframe Maintenance Type

DOCUMENT NO: AW189-AF001-SN-I-00

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FOR TRAINING USE ONLY

Issue No 3.0 2013-07-12 Page i

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FOR TRAINING USE ONLY

Issue No 3.0 2013-07-12 Page ii

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FOR TRAINING USE ONLY

Air Vehicle General Characteristics Lesson

ACP Audio Control Panel

AC PDU AC Power Distribution Unit

ACCB Air Conditioning Control Box

ACSGS AC Starter Generation and Start Converter Unit Subsystem

ACS Air Conditioning System

AC XPC AC External Power Contactor

AC XPR AC External Power Receptacle

AC XPS AC External Power Sensor

ADAHRS Air Data & Attitude Heading Reference System

ADE ADA Development Environment

ADELT Automatic Deployable Emergency Locator Transmitter

ADF Automatic Direction Finder

ADI Attitude Director Indicator

ADM Air Data Module

ADS Air Data System

ADU Air Data Unit

AEO All Engine Operative

AFCS Automatic Flight Control System

AFDX Avionic Full Duplex ethernet

Issue No 3.0 2013-07-12 Page 1

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FOR TRAINING USE ONLY

AGB Accessory Gear Box

AGC Apu Generator Contactor

AGE Aircraft Ground Equipment

AHRS Attitude And Heading Reference System

ALT Altitude; Barometric Altitude

AMC Acceptable Means of Compliance

AMLCD Active Matrix Liquid Crystal Display

AMMC Aircarft & Mission Management Computer

AMMS Aircarft & Mission Management System

AMU Audio Management Unit

AOA Angle of Attack

APS Auxiliary Power System

APU Auxiliary Power Unit